HDTenEightyP/NetNews huggingface dataset:
From: milbouma@eplrx7.es.duPont.com (Mark Milbourne SCD)
Subject: Glider to Power transition?
Followup-To: rec.aviation.soaring
Keywords: Glider to Power, Tailwheel to Nosewheel or vice versa
Organization: DuPont Engineering Physics Laboratory
Date: Tue, 5 Jan 1993 18:25:54 GMT


I have about 45 hours in gliders (have private rating) and am considering 
adding my power rating.  I know that some issues regarding the glider to
power transition were discussed a few months ago and I think I have a
printout of those threads but I have the following specifics which may
generate further comment:

* One reason I want to do this is to become a tow pilot with my club.  This
will be a cheap way to build time.  The club tow plane is a Citabria so
there is the issue of learning in or transitioning to a taildragger.

* I would like to do a lot or all of the training at once.  What is the
net.wisdom concerning these schools where you go for a week or two and do
it all at once?  Any recommendations or dis-recommendations on specific
schools?  I would assume that most of these places don't normally give 
primary instruction in taildraggers.  If I do start tailwheel, is it harder 
to transition to conventional gear or harder to go the other way?

* As with most of us, cost is also an issue.  Should I expect to be able to
do it somewhat cheaper in one or two shots at a flight school vs. on an
hourly basis at the local FBO?  I have to factor in time/travel costs of 1
hour/40miles round trip to the closest place where I can get instruction
(in Tomahawks) or 2.5hrs/100 miles to a place where I can get instruction in
a Citabria.  How much time/cost should I be able to save given my glider
experience?  I also have a fair amount of head knowledge and familiarity
with power from reading rec.aviation for a couple years now and flying
MS FlightSim (I've done some fairly good instrument approaches! - yes I know
it's not the same, but it's gotta help some).

The club requires I think 100 hours in taildraggers before towing so it 
probably behooves me to do as much of my training as possible in tailwheel to 
meet that requirement as soon as possible.

So what say the net.gurus?  I have some extra vacation time to play with
this calendar year, so I can get started anytime now.

Thanks in advance,
	Mark Milbourne
	milbouma@esvax.dnet.dupont.com

PS: Geoff, please send me the private pilot "handout"!  Thanks!
Newsgroups: rec.aviation.soaring
From: jeffk@dosXX.med.utah.edu (Jeff Knell)
Subject: American Spirit kit: info sources 
Organization: Department of Genetics, University of Utah
Date: 5 Jan 93 13:06:34

As part of my research into the American Spirit kit
produced by Advanced Soaring Concepts I spoke to two 
pilot/professional builders who have both purchased 
Spirit kits.  It is my understanding that both these 
folks will provide, or are now providing building 
services for this kit.  Therefore, both have some 
commercial interest in the success of the Spirit.

Steve Brown  @ Bay Area Composite Aircraft
	       (510) 651-3348
                FAX  651-3349

SB is a pro kit builder located in Fremont CA,
specializing in Glasair and Lancair type kits.
He is an experienced glider pilot and former 
owner of an LS-4.  He has visited the ASC factory.
His company plans on developing extensive tooling
to "aid the builder".  I just spoke to Steve and
he is close to closing the wings in his Spirit.

Steve Raily  @ Emmitt Ryan Airport (company name ?)
	       (714) 658-3992 (can be hard to get)

SR is a pilot and glider repairman.  He has flown
the Spirit.  His company plans on "aiding builders"
of the Spirit kit.


In addition to these two folks, I was forwarded
a copy of the account of a conversation between 
net glider pilot Rick Lafford and Jim Martin, a 
aircraft builder and USAF test pilot.  Jim visited
the ASC factory and was highly impressed with the
operation and their product.  Further information
could possibly be obtained from lafford@clpd.Kodak.COM).
(I hope you don't mind, Rick.)


jeff

feitctaj

Newsgroups: rec.aviation.soaring
From: ford@symcom.math.uiuc.edu (Kevin Ford)
Subject: Re: Recommendations for turnpoint camera?
Organization: University of Illinois at Urbana
Date: Fri, 8 Jan 1993 07:16:43 GMT

colin@cs.uq.oz.au (Colin Millerchip) writes:

>Having finally started my cross-country career here in QLD, Oz, and
>sadly anticipating a return to Ol' Blighty in July -- our average day
>on Sunday still allowed me a 5h20m flight with cloud base above
>8,000AGL and thermal activity past 6pm -- I'm after recommendations for
>turnpoint cameras.  

>  ( description of features wanted )

I have used the Vivitar PS40 for about a year now and am very pleased
with it.  It is inexpensive, about $45 US, has a fixed focus at
infinity, autowind and databack.  It doesn't have a film advance
indicator or a screw mounting (I glued some velcro on the base).  It
also has a flash that can be disabled.  It does not auto rewind - you
don't want this feature on a turnpoint camera.  No whiz-bang features,
but for the price it makes a good dedicated turnpoint camera.  The
picture quality is excellent and below freezing weather is no problem.

Kevin Ford
ford@symcom.math.uiuc.edu
Newsgroups: rec.aviation.soaring
From: masa@nws.e-technik.tu-muenchen.de (Matthias Sauer		)
Subject: Re: Powered gliders
Organization: TU-Munich
Date: Mon, 4 Jan 1993 16:48:56 GMT

Well there has been some development in the area of powerded high-performance
sailplanes. However, the only types I know are equipped with  petrol engines.
Some of  them are not really able to take-off without any *initial* launching 
(e.g. with a car). A list of the things I know follows:
DG 400 (Glaser-Dirks)
Ventus M (Schempp-Hirth)
Discus M (     "       )
Nimbus 3M (     "      )
Nimbus 3dM (    "      )
ASH 25M   ( Schleicher )
Janus M   (Schempp-Hirth)

There is a company (forgot the name) which produces a thing called TOP. This is a
removable *backpack* engine for gliders like e.g. the Astir. There might be
somebody at the so-called *academic flying groups* (AKAFLIEG) in germany who
knows about electric engines.

Bye
Matthias

----------------------------------------------------------------------------------
Matthias Sauer
Institute for Network Theory and Circuit Design
Technical University Munich
Arcisstr 21, D-8000 Munich 2

Tel.: +89 2105 8510
Fax.: +89 2105 8504

e-mail: masa@nws.e-technik.tu-muenchen.de
From: guy.byars@ssa.org (Guy Byars) 
Newsgroups: rec.aviation.soaring
Subject: SCHWEIZER 1-30
Date: 9 Jan 93 21:15:00 GMT
Distribution: world
Organization: Soaring Society of America's BBS (513)-871-7720
Reply-To: guy.byars@ssa.org (Guy Byars) 


  Does anyone have any info on the Schweizer 1-30.  It was the factory
prototype which had 1-26 wings, aft fuslage and tail, but conventional
gear and a 65 hp powerplant up front.

  I read that only one was made, and that the factory scrapped it.  That
would be an interesting homebuilding project.  The wings, tail and aft
fus. are already done.  Take the nose of a J-3, gear from a Pitts,
cockpit from a Mooney Mite and you are all set.

                                                gfb 11
From: gbb@bnr.co.uk (Geoff Brown)
Newsgroups: rec.aviation.soaring
Subject: Re: Glider Handicapping Info request
Date: 4 Jan 1993 12:25:24 GMT
Organization: BNR Europe Ltd., London Road, Harlow, Essex, UK
NNTP-Posting-Host: 47.100.64.6


The handicapping of gliders in the UK is based the relative 
cross-country performance of the gliders assuming a soaring
day with 'British Standard Thermals'.  There are two figures
quoted, one is for nil wind and is used for open ended flights.
The other assumes a closed circuit flight with a fixed wind.
Both figures are adjustable for water ballast if carried at launch.

In handicapped competitions (Interclub league, Regionals) the nil
wind figure is used which is then modified for the actual wind of
the day (windi-capping).

For the National Ladder (Open and weekend) you use the standard open
or closed circuit handicap as appropriate.

For the 100k diploma you use the standard closed circuit handicap.

A copy of the handicaps for all gliders should be available from
your National ladder steward.  I could get a copy from my ladder
steward and type them in but I'd rather not.  The handicap for a
Skylark 4 is ABOUT 80%.  ie. to achieve a handicap speed of 60 kph
you will need a real speed of ABOUT 48 kph.

ASK-6E

	Geoff Brown	E-mail: G.B.D.Brown@bnr.co.uk
			BNR Europe Ltd., London Road, Harlow, Essex
"When you make an airplane that any idiot can fly, they will." - anon
Newsgroups: rec.aviation.soaring
Subject: wanted: 2 seater second hand glider for Beer-Sheva, Israel.
From: OWEN@vms.bgu.ac.il (David Owen)
Date: Mon, 11 Jan 1993 01:13:05 GMT
Organization: Ben-Gurion University of the Negev Beer-Sheva Israel, BGU
Keywords: glider, 2 seater, buy, wanted.
Summary: IS 28 B2 or similar for Israel. (maybe from east Europe?).
X-News-Reader: VMS NEWS 1.13

    the NEGEV GLIDING CENTER , BEER-SHEVA, ISRAEL is interested in buying
    a 2 seater, second hand glider. Because of our limited budget we are
    looking for a glider from east European country, but any offer is welcome.
    We are thinking of IS 28 B2 or similar.
    Thanks,

    Shlomo

    Shlomo Zelkine,         E-mail:
    3 Eilat St.
    Afridar,                owen@bguvms.bgu.ac.il
    Ashkelon,
    Israel 78443            Shlomo.Zelkine@f4.n401.z2.fidonet.org
    FAX -972-3-6421979
    TEL -972-7-710286       zelkine@ilnet.net
From: colin@cs.uq.oz.au (Colin Millerchip)
Newsgroups: rec.aviation.soaring
Subject: Recommendations for turnpoint camera?
Date: 5 Jan 93 01:20:03 GMT
Reply-To: colin@cs.uq.oz.au

Having finally started my cross-country career here in QLD, Oz, and
sadly anticipating a return to Ol' Blighty in July -- our average day
on Sunday still allowed me a 5h20m flight with cloud base above
8,000AGL and thermal activity past 6pm -- I'm after recommendations for
turnpoint cameras.  

It would seem that the factors to be considered include:
 - auto-focus.
 - focal length -- fixed at 50mm?
 - ensuring it focuses at infinity, not on a canopy mark.
 - date/time stamp.
 - autowind.
 - screw mounting/velcro-type mounting method.
 - robustness.
 - film advance indicator (to ensure those 500k photos are being
   taken:-)

and perhaps other point-and-shoot options for non-gliding use: 
 - integral flash (disableable <- what is this word?).  
 - zoom-lens.  
 - auto film load/rewind.
 - other wizzy features. (Not too many -- I've a decent 35mm camera for 
   artsy photos).

Any recommendations, or other factors to be considered, would be
greatly appreciated. Cost is very flexible, since if the camera is
general purpose then I'll pay more.  

Many thanks. This has to be a FAQ question...

Colin "*Still* can't land those bleedin' Hornets!" Millerchip.


--
|Colin Millerchip           | "And all this science I don't understand,|
|University of Queensland,  |  It's just my job five days a week"      |
|Brisbane, Australia.       |   - "Rocketman", Elton John              |
|colin@cs.uq.oz.au          |                                          |
Newsgroups: rec.aviation.soaring
From: hagood@sabre.den.mmc.com (Dave Hagood)
Subject: Re: American Spirit kit purchased
Organization: Martin Marietta Astronautics Group
Date: Mon, 4 Jan 1993 21:33:17 GMT

In article <JEFFK.93Jan4105141@dosXX.med.utah.edu>, jeffk@dosXX.med.utah.edu (Jeff Knell) writes:
|> [deletia]
|> 
|> If there is sufficient interest I would be glad to
|> post what I have learned about the Spirit, and provide
|> the names a phone numbers of the two people (not employed
|> by ASC) that I have talked to about this kit.  One is a 
|> glider pilot and repairman who has flown the prototype,
|> the other is a professional airplane kit builder, both of
|> which have purchased Spirit kits.
|> 

	I would be very interested to talk with both the people you talked
to; I would also be interested in your experience with building the kit.

------------------------------------------------------------------------
									|
David M. Hagood			Martin Marietta Astronautics Group	|
									|
Voice:  (303) 977-9657		When in danger, or in doubt,		|
E-mail: hagood@den.mmc.com	Run in circles, scream and shout.	|
Fax: (303) 977-1530							|
									|
-------------------------------------------------------------------------
     static char *disclaimer = "My opinions, not Martin Marietta's."    |
-------------------------------------------------------------------------
From: jim@fjolsvid.css.gov (Jim Wang)
Newsgroups: rec.aviation.soaring
Subject: Re: American Spirit kit: info sources
Date: 5 Jan 93 19:24:48 GMT
Organization: Science Applications Int'l Corp./Geophysics Div.
In-reply-to: jeffk@dosXX.med.utah.edu's message of 5 Jan 93 18:06:34 GMT

In article <JEFFK.93Jan5130634@dosXX.med.utah.edu> jeffk@dosXX.med.utah.edu (Jeff Knell) writes:

   As part of my research into the American Spirit kit
   produced by Advanced Soaring Concepts I spoke to two 
   pilot/professional builders who have both purchased 
   Spirit kits.  It is my understanding that both these 
	.
	.
	.
	.
   Steve Raily  @ Emmitt Ryan Airport (company name ?)
		  (714) 658-3992 (can be hard to get)


I believe you mean Steve Lowery, at Hemet-Ryan Airport, CA.  (I know,
it's sometimes hard to hear the spelling over the phone.)

Jim
From: bozek@ecs.umass.edu
Newsgroups: rec.aviation.soaring
Subject: To Don Hammer, mail/reply difficulties
Date: 11 Jan 93 11:16:25 GMT



your address user@host.wv... kept bouncing back

we might want to buy your Schweizer 1-26E.
right now we are planning to put various canopys on a 1/4
model for comparison in our " wind wall", it isn't really
a tunnel. For now, we would like the So. Cal companies address
to get a catalog/look at what they have. If you have an 
address for the Schweizer 1-29E, so we can get a look at that 
too, please forward it.

Might happen that various canopys do not make significant changes
in the aerodynamics, so price might be the primary consideration.

Thanks!

dave bozek  bozek@umaecs.edu
From: raveling@Unify.com (Paul Raveling)
Newsgroups: rec.aviation.soaring
Subject: Re: Glider to Power transition?
Keywords: Glider to Power, Tailwheel to Nosewheel or vice versa
Date: 6 Jan 93 20:45:03 GMT
Organization: Unify Corporation (Sacramento)

In article <1993Jan5.182554.316@eplrx7.es.duPont.com>, milbouma@eplrx7.es.duPont.com (Mark Milbourne SCD) writes:
> 
> I have about 45 hours in gliders (have private rating) and am considering 
> adding my power rating.  ...

> ...  I would assume that most of these places don't normally give 
> primary instruction in taildraggers.  If I do start tailwheel, is it harder 
> to transition to conventional gear or harder to go the other way?

	One term to clarify -- in powered planes tricycle gear is
	conventional these days, but the words "conventional gear"
	still refer to taildraggers.  That term hasn't changed since
	taildraggers were the rule and tricycle gear was the novelty.

	Transitioning from anything to tricycle gear is easy.
	Transitioning from to a taildragger is easier (IMHO) if you're
	already a glider pilot than if you're already a trike pilot,
	though I don't think the difference is a big deal.

	One main difference is that tricycle gear keeps the aircraft
	pretty well planted and pointed in a predictable direction.
	Taildraggers and glider both do a superb imitation of a
	weathervane and require a lot more use of rudder to stay straight
	on takeoff or landing in a crossind.

	Another factor is that taildraggers are less stable and groundloop
	much more easily because their CG is behind the wheels.  Many gliders
	also are taildraggers, with CG behind the main wheel, and share
	the same traits to a lesser extent.  Gliders generally are a more
	forgiving though (again IMHO) because their long wingspan produces 
	a relatively high moment of inertia about the yaw axis.

> ...  How much time/cost should I be able to save given my glider
> experience?

	I have only obsolete numbers dating from my own power training,
	about 1.5 decades ago.  I started with a glider rating and about
	50 hours logged in gliders, and after starting power dual my instructor
	estimated that I'd need about 40 hours in power for the PP/SEL
	ticket, versus about 55 hours for someone starting from scratch.
	If not for medical squabbles with the FAA, 40 hours would have
	been sufficient and I probably could have cut it to 35.  As it
	was, in 40 hours I did as much dual as I could while still learning
	new things, including transitioning to taildraggers (Citabrias)
	and doing a bit of acro.

	Potential catch:  Most towpilots need a commercial rating, not just
	a private.  The FAR's don't mandate this if your club doesn't
	provide compensation, but be sure to check on what the club's
	insurance company wants.  In any case a towpilot's skills should be
	at a level appropriate to a commercial rating.


	P.S.:  Before executing your first power takeoff remember that
	you want to climb immediately...  On my first one I instinctively
	levelled off behind the [nonexistent] towplane first!


------------------
Paul Raveling
Raveling@Unify.com
From: bbui@Bonnie.ICS.UCI.EDU (J S Bach)
Subject: This post is for John Bishop since I kept getting failed mailmessages
Newsgroups: rec.aviation
Date: 5 Jan 93 21:06:10 GMT

To: bishopjl@jlb911.b17a.ingr.com
Subject: Re: flying with disabilities
In-reply-to: Your message of Tue, 05 Jan 93 09:30:55 -0600.
             <199301051530.AA08509@infonode.ingr.com>
Date: Tue, 05 Jan 93 12:54:40 -0800
From:  J S Bach <bbui@Bonnie.ics.uci.edu>

 > Bach,
 >      How bad is your right arm?  I have some paralysis in my left arm
 > (mostly my deltoids) due to a brachial plexus injury in an automobile
 > accident.
 > I have been able to get my left arm pretty strong, and I did just
 > fine in some
 > pretty heavy crosswinds last weekend!
 >
 >                              Good Luck,
 >                                              John
 > --

        Hi John, thank you for your response.  It's very encouraging
        to know that there are disabled pilots out there.  I got
        a response from another netter who is actually flying an ultra-
        light with his left arm.  Sounds like something that I should
        look into for the time being.
        How bad is my right arm?  Well, I got polio when I was a baby and
        that caused complete paralysis to my right arm.  I'm really
        glad to hear that the heavy crosswinds only add excitement to
        your flying.  Hope one day I'll be able to say the same about
        myself :)
        Thank you again for your response... Stay in touch,
                -- Bach --

Newsgroups: rec.aviation
From: byetter@sookit.jpl.nasa.gov (byron yetter)
Subject: Re: Question about Helicopters
Organization: Jet Propulsion Lab
X-Newsreader: TIN [version 1.1 PL6]
Date: Wed, 6 Jan 1993 17:49:01 GMT

Charolyn_Babichuk@darwin.biochem.ualberta.ca wrote:
: 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
:        ?????????????????????????????
: 
: Thanks in advance for any response.  All I know about helicopters is that
: they're extremely fun to jump out of at 10,000 ft. 
: 
: Charolyn Babichuk
: Skydiver Extraordinaire ;-);-);-);-);-);-);-);-);-);-);-);-);-)



Charolyn, "Skydiver Extraordinaite" !!
My name is Byron Yetter and I am a pilot, although I do not have a rating 
to fly "rotating wing" type aircraft, I am still very impressed with 
the way that helicopters seem to defy all the known laws of physics . I have 
seen helicopters fly upside down "inverted" but this was only maintained for 
a short period of time, as some types of helicopters are designed to handle
an "inverted loop, I hope you are not planning to jump out of an inverted 
helicopter at 10,000 feet.

Regards, A "Grumman Tiger" pilot


Newsgroups: rec.aviation
From: facemire@Software.ORG (Jeffrey Facemire)
Subject: Re: Gov. flight sims
Reply-To: facemire@Software.ORG
Organization: Software Productivity Consortium, Herndon, Virginia
Date: Wed, 6 Jan 1993 14:48:46 GMT

In article 5002@execu.execu.com, dont@execu.execu.com (Don Thompson) writes:
> 
> Would anyone happen to know where a body could get information
> on old flight simulation code written by NASA or any of the military
> branches? I am interested in obtaining any code that might be declassified
> and publicly availible. In addition, any data related to the flight models
> of old or new aircraft would be nice.
> 

I recently heard that NASA Langley created flight simulator code about 25 to
30 years ago.  It is apparently being kept now at NASA Ames.  You can probably
obtain a copy of it through DTIC.  This code apparently has been used to
generate both fixed- and rotory-wing aircraft simulations.  This material
comes in about 20 separate reports.

That's all that I know about this simulator code...

Jeff Facemire
"I'd sure rather fly for a living!"



Newsgroups: rec.aviation.answers,news.answers
From: geoff@peck.com (Geoff Peck)
Subject: Re: flying with disabilities
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Tue, 12 Jan 1993 05:31:09 GMT

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 <1993Jan11.153957.6633@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.

In article <TABER.93Jan11120105@archer.InterLan.COM>
taber@SunofInterlan.Interlan.COM (Bruce Taber) [please learn to trim your
quotes, Bruce!] writes:
> How do you trim the airplane?  Other than flying by the trim?

Flying by trim is one possibility.  Another is this.  Let's say you're
levelling off from a climb.  You push forward on the nose somewhat, then
move the hand to the trim wheel, trim somewhat, and then back to the yoke.
Repeat as necessary.  The nose will bob up and down somewhat, but the
procedure will work.

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
Newsgroups: rec.aviation.homebuilt
From: prang@plato.ds.boeing.com (Ron Wanttaja)
Subject: Re: Fighter Light (Ultralight Me 109 replica)
Organization: Boeing Defense & Space Group
Date: Thu, 7 Jan 1993 02:12:42 GMT

In article <STEINARB.93Jan5193356@hagtorn.idt.unit.no> steinarb@idt.unit.no (Steinar Bang) writes:
>
>The December 1992 issue of the German magazine "Flug Revue" on page 58
>carries an article titled "Jager Light"
>
>The article is about a Me 109 replica that is registered as an
>Ultralight. 

EXPERIMENTER magazine had a short article on this airplane about a year and
a half ago (EXPERIMENTER is EAA's small-aircraft magazine).  Looks pretty
good... if I remember right, it was about 3/4 scale.  Be fun to fly one of
these and bounce a Loehle 5151, wouldn't it?

>At 200 kilos and with a top speed of 190 klicks'n hour it is way
>above the US ultralight requrements of 254Ib and max speed of 63mph.
>But what the hey, it's a nice airplane anyways.

And one can always certify it in the experimental category....


                                          Ron Wanttaja
					  prang@plato.ds.boeing.com
Newsgroups: rec.aviation.homebuilt