HDTenEightyP/NetNews huggingface dataset:
From: burke@tss.com (Jim Burke)
Subject: Re: Leaseback - should I do it...
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Distribution: usa
Date: Wed, 6 Jan 1993 15:41:56 GMT

In article <1993Jan5.130608.13295@murdoch.acc.Virginia.EDU>, psv2b@poe.acc.Virginia.EDU (Peter S. Vines) writes:
|> I'm with a small group (3 or 4) planning on buying a fixed gear/prop,
|> 4 place ifr airplane.  We're contemplating a leaseback arrangment with
|> the local FBO's flight school.  The FBO will give us the "numbers" as to
|> how the arrangement works; I'm looking for the net wisdom as to why or why    
|> not!
|> I've heard that it's not a money maker, but does help to cover some of the
|> fixed expenses.
|> Should we prohibit primary training?
|> Is personal scheduling a problem?
|> We're not sure yet what type, probably a 172 or Archer.
|> Thanks for any advice.


From personal experience...  If you are very lucky in terms of maintenance
requirements, you will be able to pay for an airplane with other people's
money.  If you are unlucky, like having to overhaul an engine 400 hours before
TBO, or having to replace a cylinder or two due to cracked heads, or 
if you lease back to an organization that churns you for maintenance dollars,
then you will likely end up subsidizing other people's flying.  Excluding
primary training will lower your overall revenue and may make the difference
between breaking even and losing money.  Personal scheduling depends on the
policies of the organization you go with.  I wouldn't dream of putting 
anything more complex or expensive than a 172 or Archer on a leaseback.
152's do okay, but who wants to fly one once they have their ticket?

-- 
***********************************************************************
 Jim Burke	"Life is uncertain - eat dessert first!"
 Teknekron Software Systems		... burke@tss.com
 phone:(415) 617-2432			... uunet!tekbspa!burke
From: scottcr@wkuvx1.bitnet
Newsgroups: rec.aviation.owning
Subject: Heated De-Ice Machine for $50
Date: 10 Jan 93 13:14:43 CST
Organization: Western Kentucky University, Bowling Green, KY


How to build a (heated) de-icer that *really works* for $50:

1. Obtain a 2.5 gallon garden sprayer with hand pump;
   ($30 from Sears)

2. Purchase a "replacement water heater element" rated at
   3500-4500 watts at 240 volts.  (about $9)

3. Get antifreeze on sale (I bought 12 gallons @ $2.99 ea)

4. (optional) enclose the sprayer in an insulated housing;
   (plastic trash container with foam peanuts and foam ring
   at top)  (this ensures that it will stay *hot* for a while,
   but if you de-ice quick it's not required.)

The following assumes that you understand the hazards of 
electricity, burns from boiling liquid, and *very hot*
elements.
(I do not warantee the design of this whatsoever; construct
entirely at your own risk! )

5. A line cord (at least 16 gauge) with 10 amp inline fuse
   is attached to the 240 volt element; at 120 vac it will
   draw about 600 watts and last forever (unless operated out
   of liquid).

6. A nonconductive top is constructed to suspend the element down into
   the glycol & water (antifreeze).  The element is positioned just
   so the top (electrical connections) are out of the solution, and
   the element must *not* touch the plastic at all.

USE: Fill the machine to exactly the correct level; ensuring that
     the element is covered but not the connections (I used hi-temp
     silicone  
     rubber to pot the top up) 
     Place the unit in a safe area, label it, plug it in.
     After about 15-30 minutes the solution will be near 200 F,
     and you can unplug, put pump top on and de-ice.

     The commercial de-icers (like Fed-Ex uses on their caravans)
     work in similar fashion on a larger scale.

     *Heating the solution makes a big improvement*

Remember: Glycol can catch fire under certain conditions;
          construct and use entirely at your own risk!
-- 
Chris Scott,  C/E Public Radio,  Western KY Univ,  (502) 745-3834
SCOTTCR@WKUVX1.BITNET      fx off: 745-2084     fx hm: 781-1232  
Newsgroups: rec.aviation.owning,rec.aviation.misc
From: reece@eco.twg.com (Reece R. Pollack)
Subject: Another cylinder cracked!
Followup-To: rec.aviation.owning
Keywords: Mattituck O-360 Overhaul
Reply-To: reece@eco.twg.com
Organization: The Wollongong Group (East Coast Operations)
Date: Wed, 6 Jan 93 20:55:55 GMT


It seems we've cracked another cylinder in N6151H. Since this is the
second one to go in this plane, I'd like to solicit the opinions and
experiences of other Rec.Aviators.

First off, I don't have the engine logs in front of me (the mechanic's
got the airplane), so most of this is from memory. Flames about this
will be trashed, but I'll be happy to research specific questions.

A couple of years ago, we had the Lycoming O-360 in our Piper Archer II
overhauled by Mattituck. Our understanding was that the original
cylinders were to be overhauled and returned to us, since this was the
first major on the engine. About 700 hours SMOH, the nunber 4 cylinder
(rear left) cracked in flight, necessitating an emergency landing at a
nearby airport. It was determined that Mattituck had not returned the
original cylinders, but instead had given us random cylinders from their
overhaul pool. Mattituck gave us the pro-rated value of the cylinder.

Sunday afternoon one of our club's pilots was doing pattern work. On
the second circuit, the engine started making "garden tractor sounds".
He cut the pattern short and landed it safely. When we pulled the prop
through by hand, there was a hissing sound from the number 2 (front
left) cylinder and no compression feel at all. The mechanic says the
cylinder is cracked from plug to plug, and is missing a chunk too. This
is at 1100 hours SMOH.

Since this happened so recently, we haven't had a chance to involve
Mattituck in this one yet. If people are interested, I'll post details
as they become available. We haven't been all that happy with our
mechanic recently, and are considering switching to another.

We're beginning to wonder how long it's going to be before we lose
another cylinder. This airplane is our primary IFR trainer, and I'd
really hate to lose a cylinder in IMC. So far, both incidents have
occurred in daylight, within gliding distance of an airport, and in
VMC, but we're worried that this kind of luck won't last.

Just to forestall some of the questions I know are coming, here's a
little background on the plane, again from memory:

* This aircraft flies an average of 30 hours per month; a bit more
  in the summer and a bit less in the winter.

* The oil is AeroShell 10W-50, changed at 50 hour intervals. An oil
  analysis is performed at intervals, but I haven't seen the results.

* No student training is done in this airplane -- all pilots are licensed.

* The compression test at the last annual was nominal, and 100 hour
  inspections are performed.

* The engine seemed normal for at least the 3 tach hours prior to
  this incident. This I know first hand, since I flew those hours.

Anyone have any ideas? Comments? Questions? Suggestions?

--
Reece R. Pollack
PP-ASEL-IA -- Octopus Flying Club (based GAI)
email: reece@eco.twg.com
Newsgroups: rec.aviation.owning
From: psv2b@poe.acc.Virginia.EDU (Peter S. Vines)
Subject: Leaseback - should I do it...
Organization: University of Virginia
Distribution: usa
Date: Tue, 5 Jan 1993 13:06:08 GMT

I'm with a small group (3 or 4) planning on buying a fixed gear/prop,
4 place ifr airplane.  We're contemplating a leaseback arrangment with
the local FBO's flight school.  The FBO will give us the "numbers" as to
how the arrangement works; I'm looking for the net wisdom as to why or why    
not!
I've heard that it's not a money maker, but does help to cover some of the
fixed expenses.
Should we prohibit primary training?
Is personal scheduling a problem?
We're not sure yet what type, probably a 172 or Archer.
Thanks for any advice.






--
- Peter Vines : vines@virginia.edu : (804) 924-4644 : University of Virginia
Newsgroups: rec.aviation.owning
From: carruth@mksol.dseg.ti.com (matthew carruth)
Subject: Re: 0-320 conversion experience?
Organization: internet
Distribution: na
Date: Mon, 4 Jan 1993 16:35:36 GMT

Several questions:

The fuel comsumption of an A/C with a larger engine will be greater, but doesn't
the pilot have the option of running at a lower power setting ( the old
max hp ) and keep the same fuel economy when it's needed?  Wouldn't the  real
reason of such an upgrade be for greater loads and/or greater ROC?  You could
get higher cruises with an aerodyamic cleanup, however.
-- 
-------------------------------------------------------------------------------
My views are my own and do not reflect those of my employeers....
From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Date: Mon, 4 Jan 1993 19:52:57 GMT
Subject: Owners List - 1/93
Organization: Hewlett-Packard Co., Loveland, CO
From: mikec@ginger.lcs.mit.edu (Mike Ciholas)
Newsgroups: rec.aviation.owning
Subject: Cylinders
Date: 8 Jan 93 19:56:34 GMT
Article-I.D.: mintaka.1993Jan8.195634.8751
Organization: MIT Laboratory for Computer Science

Do engine cylinders have individual serial numbers?  That is, can you
tell if you get your cylinders back after an overhaul?

If so, where is the serial number affixed?  How hard is it to read
with the engine installed in the airplane?

If not, why not?  Is there a way to mark the cylinders that would
survive the overhaul process and doesn't damage them?

It seems that cylinder serial numbers could be noted at overhaul and
you could then check if the cylinders have ever been replaced or
swapped.

Is there any advantage to keeping cylinders in their relative
positions after an overhaul?  Or should you rotate them?

Mike Ciholas
mikec@lcs.mit.edu
From: ben@bailey.UUCP (Ben Bailey)
Subject: Re: flying with disabilities
Newsgroups: rec.aviation,rec.aviation.student,rec.aviation.piloting
Date: 12 Jan 93 01:34:52 GMT
Distribution: world
Organization: Ben Bailey's Home..Tampa Fl.

geoff@peck.com (Geoff Peck) writes:
> In article <9301041524.aa06433@Bonnie.ics.uci.edu> bbui@Bonnie.ICS.UCI.EDU
> (J S Bach) writes:
> > Hi all, I've contacted the International Wheelchair Aviator and have
> > gotten a list of flying schools that have adaptive equipment.  It turned out
> > that they only have adaptive equipment for disabled people who don't have
> > the use of their legs.  In my case, my legs are just fine (I ski) I just
> > don't have the use of my right arm.  Consequently, I can't adjust the throttle
> > and control the yoke at the same time.  Does anyone know a flying school that
> > has arm-adaptive equipment?
> 
> Actually, I was just thinking about this, Bonnie, and I had an amusing
> thought.  You could learn to fly in an absolutely ordinary Cessna or
> Piper.  No special equipment needed.  What, you say?  How can this be?
> 
> Simply learn to fly from the right seat.  You have full use of your
> left arm, and you can easily learn to never have to touch the throttle
> and the yoke at the same time.  (There are a few exceptions, which are
<stuff deleted>

This is a better idea in more ways than one!  In addition to having problems
with the throttle for the right hand, the trim tab wheel (if not electric)
is usually located where it is used with the right hand, as is the flap
mechanism.  (I'm not sure about Cessna's on either of these...Pipers and
Mooneys and Tigers it's valid).  The door would also be closer to the
left hand on the single door planes (Tiger has a sliding canopy).  

Yup, that's a pretty good idea.

Ben
--
Ben Bailey                 ben@bailey.uucp -- bailey!ben@uunet.uu.net
12210 Shady Forest Dr.     ben@bailey.tscs.com
Riverview, Fl. 33569       -- The main thing is to keep the main
813-677-5021                  thing the main thing.  Mainly. 
Newsgroups: rec.aviation
From: peted@microsoft.com (Peter Duniho)
Subject: Re: Deaf piloting
Date: 06 Jan 93 18:07:09 GMT
Organization: Microsoft Corporation
Distribution: usa

In article <C0Ez73.EHr@law7.DaytonOH.NCR.COM> steve@law7.DaytonOH.NCR.COM (Steve Bridges) writes:
>sheinfel@ssd.comm.mot.com (Aviad Sheinfeld) writes:
>>Can a deaf person get a private pilot's certificate?  Is there
>>a non-audio alternative to communications?
>
>Yes they can.  One young lady here in Dayton got hers with a restriction
>that she must have another pilot on board to handle the radios when flying
>into your favorite controlled airspace (TCA, ARSA, Tower controlled
>airport) where 2-way radio communications are required.

Also, I presume that as long as you're flying in airspace where
radios aren't required at all, that a non-audio alternative to
communications isn't required at all.  A deaf person could fly alone.
-- 
Pete Duniho         "Give me a fish, or a mountain, to scale..."
peted@microsoft.com              -- Toy Matinee
Newsgroups: rec.aviation,rec.aviation.student,rec.aviation.piloting
From: venky@thelonious.bellcore.com (G A Venkatesh)
Subject: Re: flying with disabilities
Reply-To: venky@thelonious.bellcore.com (G A Venkatesh)
Organization: Bellcore, Morristown NJ
Date: Tue, 12 Jan 93 16:28:36 GMT

In article <1993Jan12.053109.24117@peck.com> geoff@peck.com (Geoff Peck) writes:
>In article <1993Jan11.063619.21079@peck.com>, I suggested to
><bbui@Bonnie.ICS.UCI.EDU> that it would probably be possible for her to
>learn to fly "one-handed" using only the left hand, by flying from the
>right seat.
>In article <1993Jan11.153957.6633@walter.bellcore.com> venky@thelonious.UUCP
>(G A Venkatesh) writes:
>> What about go-arounds?
>
>Unless you're very, very close to the runway, simply remove hand from yoke
>(airplane is trimmed), add full power, return hand to yoke to stabilize
>pitch, then move hand to flaps to remove one notch, restabilize pitch, etc.
>It won't be as smooth as the two-handed version, but it will work.

Hmmm... I suppose you could demonstrate the feasibility of doing so under
certain conditions. But for training a student (or even for experienced pilots)
the ability and the confidence to go around at any point in the landing is 
absolutely essential. A pilot who doesn't have this option or only has
a limited option can get into serious trouble. I agree with you that it is
*possible* to demonstrate such flying, but as a pragmatic solution to a
handicapped person, I don't.

(Note: this is not to say handicapped people should not fly. Just that it would
be better to look for a solution that would cater to the need than to 
compromise on the safety).

>> Yoke-mounted electric trim. Not in "absoultely ordinary Cessnas and Pipers"
>> though.
>
>Actually, I've never seen an electric trim switch on the *right-hand* yoke
>in any single-engine aircraft.  If one were to be there, it'd probably be
>on the right side of the yoke, which probably wouldn't work for Bonnie.

I haven't seen one there either, but there is no reason why one couldn't put
it up there.

Then there are always gliders.......

venky
Newsgroups: rec.aviation,rec.aviation.misc,rec.aviation.piloting
From: jav@crash.cts.com (Javier Henderson)
Subject: Where to rent - So. Cal.
Organization: CTS Network Services (crash, ctsnet), El Cajon, CA
Distribution: socal
Date: 06 Jan 93 16:23:52 PST

[ Article crossposted from rec.aviation.owning ]
[ Author was Javier Henderson ]
[ Posted on 06 Jan 93 16:17:46 PST ]

Hello,

I will soon be moving to the Camarillo/Oxnard/Ventura area, and would like to
hear from renters in that area about FBO's and/or clubs at any of the area
airports.

Thanks,

Jav
jav@crash.cts.com
Newsgroups: rec.aviation
From: gopal@cirrus.com (Gopal Ramachandran)
Subject: Re: Question about Helicopters
Organization: Cirrus Logic Inc.
Date: Wed, 6 Jan 1993 21:00:55 GMT

In article <1993Jan5.051715.29460@kakwa.ucs.ualberta.ca> Charolyn_Babichuk@darwin.biochem.ualberta.ca writes:
>Would someone please tell me if it's possible for helicopters to;
>   i)  Fly upside down
>  ii)  Do a barrel roll
> iii)  Do a backloop or a frontloop
>  iv)  Any other aeronautical tricks
>       ?????????????????????????????

Most helicopters can never go inverted or get into very steep bank or
pitch attitudes because of the possibility of the main rotor hitting
the tail. There are some helicopters with rigid rotors and other
design features that allow them to loop and roll and vertical pedal
turns. I've seen various helicopters do these maneuvers at different
airshows. Pretty impressive, considering how difficult it is for a
novice helo pilot to just hover.

Gopal
-- 

Gopal Ramachandran <gopal@cirrus.com>
UUCP:  uunet!cirrus.com!gopal
Cirrus Logic Inc, Fremont CA  PH: (510)-226-2138 FAX: (510)-226-2160
From: martinl@torolab6.VNET.IBM.COM
Date: Wed, 6 Jan 93 17:01:43 EST
Newsgroups: rec.aviation
Subject: Are you too short?
Disclaimer: This posting represents the poster's views, not those of IBM
News-Software: Usenet 3.0

While negative G's do not cause redout, they do have some other interesting
side effects......

I grew an inch this past year (just had my height measured last week.)
As I am 27, and have not grown since 18, this was quite unexpected.
Now, most people would not be overly alarmed by an extra inch, but I
already was 6'9''. (Thats 5'21'' to all the morons who keep asking me
if I play basketball, which I don't). Towards the end of the flying
season, my canopy seemed to get lower, and I have been smacking my
head into more door frames than usual.

Fearing the worst, I went to have a chat with my family doctor. He
thought that everything seemed strange, until he asked about my
flying.. and then he got an idea.. he aked me how many negative G's
I was pushing. He thinks it has something to do with my spine
stretching at -5.

In a way this makes some sense. Astronauts returning from space are
an inch or so taller, from prolonged exposure to 0 G. But in my case,
wouldn't the +6 I do in the same flight crunch me back down again?

Any thoughts?

Newsgroups: rec.aviation,rec.aviation.student,rec.aviation.piloting
From: venky@thelonious.bellcore.com (G A Venkatesh)
Subject: Re: flying with disabilities
Reply-To: venky@thelonious.UUCP (G A Venkatesh)
Organization: Bellcore, Morristown NJ
Date: Mon, 11 Jan 93 17:44:37 GMT

In article <TABER.93Jan11120105@archer.InterLan.COM> taber@SunofInterlan.Interlan.COM (Bruce Taber) writes:
>>In article <1993Jan11.063619.21079@peck.com> geoff@peck.com (Geoff Peck) writes:
>>.... about flying right-seat with one hand.

>
>How do you trim the airplane?  Other than flying by the trim?
>

Yoke-mounted electric trim. Not in "absoultely ordinary Cessnas and Pipers"
though.

venky
Newsgroups: rec.aviation
From: papworth@pdx022 (David Papworth)
Subject: Re: Computer failures in B767
Organization: Intel Corp., Hillsboro, Oregon
Date: Tue, 5 Jan 1993 22:58:53 GMT

In article <z582lha@rpi.edu> wrf@ecse.rpi.edu (Wm Randolph Franklin) writes:
>The B767 aircraft suffers repeated failures of the computer that
>controls the individual passenger lights, sound, etc.  Unlike earlier
>
>Now of course this is not a life-critical system, but it is certainly
>ominous that such a simple task cannot be implemented correctly.  I'm
>also curious about replacing 300 local light switches by a centralized
>computer with 300 inputs and 300 outputs.  Ditto for the channel
>controls.

The idea is to use a multi-drop twisted-pair network to replace all
the wiring from the switches to the lights, the volume control to
the speaker, the call button to the chime, etc. They run just
a couple of wires from all of the seats (in parallel) to the control 
module, and a couple of wires back from the computer to individual 
power controls for the lights. There is a common main power bus 
supplying the power to the lights.

This saves the bulk and weight of all that copper, plus the labor
to connect it all. This makes the aircraft more efficient and less
expensive (assuming it all works) One driving factor is that
the control electronics have gotten cheaper with time, but copper
and labor have not. I believe new military designs are using this
approach. In fact, the economies are such that automobiles are 
likely to use the method soon, if they aren't already. Reliability
has been the main stumbling block for cars, since weight isn't
as much of a concern.

Newsgroups: rec.aviation,rec.aviation.student,rec.aviation.piloting
From: hugh@ipc11.gvl.unisys.com (Hugh Pepper)
Subject: Re: flying with disabilities
Organization: Paramax Systems, Ivyland, PA
Date: Tue, 12 Jan 1993 16:24:35 GMT

In article <1993Jan12.053109.24117@peck.com> geoff@peck.com (Geoff Peck) writes:
>In article <1993Jan11.063619.21079@peck.com>, I suggested to
><bbui@Bonnie.ICS.UCI.EDU> that it would probably be possible for her to
>learn to fly "one-handed" using only the left hand, by flying from the
>right seat.
>
>Several netters (and Bonnie, by e-mail) had some questions...
>
>In article <1993Jan11.174437.10969@walter.bellcore.com> venky@thelonious.UUCP
>(G A Venkatesh) suggests another approach:
>> Yoke-mounted electric trim. Not in "absoultely ordinary Cessnas and Pipers"
>> though.
>
>Actually, I've never seen an electric trim switch on the *right-hand* yoke
>in any single-engine aircraft.  If one were to be there, it'd probably be
>on the right side of the yoke, which probably wouldn't work for Bonnie.
>
>						Geoff


How about another aproach to this problem... instead of concentrating on only
yolk mounted electric trim, would it be possible to include both trim and 
throttle controls, both electrically operated via micro switches monted on the
yolk... even mounted on the same side of the yolk.      

This would enable one to continue to fly from the left seat, as the throttle 
and trim controls could be mounted on the left side of the yolk in the case of
a right arm handicap..

PS. flame if you may, but i'm just a lurker with 11.5 hours of 152 time!!


Best of Luck

Hugh - 

hugh@ivy.paramax.com


---'Overall, Porsches are like SEX; the best ones are GREAT, 
                       but even the worst ones are pretty good!'---
hugh@ivy.paramax.com - KE3BI ('B`ad 'I`nfluence)	
Paramax Systems - Ivyland PA, 18974 (215) 443-7500
Newsgroups: rec.aviation.soaring
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: Pye Bantam circuit diagram
News-Software: VAX/VMS VNEWS 1.41    
Organization: European Organization for Nuclear Research, CERN
Date: Mon, 4 Jan 1993 11:21:00 GMT

Does anyone have a circuit diagram for the Pye Bantam radio... which I need
to effect a repair ?   Help very much appreciated if possible.

Mike

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
Newsgroups: rec.aviation.soaring
From: moni@hprnd.rose.hp.com (Moni Samaan)
Subject: Hang gliding areas in Sacramento?
Date: Mon, 11 Jan 1993 14:26:12 GMT
Organization: HP - Systems Technology Division
X-Newsreader: TIN [version 1.1.8 PL6]

I haven't seen many hang-gliding posting in this group yet. I am looking for
a beginning hang-gliding hill near Sacramento. Right now I have to go to
Reno, Modesto or Santa Cruz. All at least 2 hours away. With the foothills
so close there must be a good safe hill around here. I've looked and asked
around but I have only found rumors of good spots. If you have any good 
ideas please post a response or email me at:

moni@hprnd.rose.hp.com

Thanks in advance.

Moni

Newsgroups: rec.aviation.soaring