HDTenEightyP/NetNews huggingface dataset:
From: emmel@pslu1.psl.wisc.edu (Grant Emmel)
Newsgroups: rec.aviation.homebuilt
Subject: Info on Homebuilts
Summary: Kitplane Airplane Directory (Annual issue)
Keywords: Kitplanes mag, RANS, Kolb Firestar, Ultralights
Date: 5 Nov 92 15:51:32 GMT
Article-I.D.: pslu1.1992Nov5.155132.18730
Distribution: na
Organization: Physical Sciences Lab, University of Wisconsin

In article <1992Nov5.052819.14326@pslu1.psl.wisc.edu> emmel@pslu1.psl.wisc.edu (Grant Emmel) writes:
>
>I'm contemplating setting up a (mail) service that basically has
>the Kitplanes directory online.  What I'd like to do is give people
>the ability to query the database for entries based on some keyword,
>maybe even send the whole blessed database to you (like anyone would
>want to swallow it  ;-)) ).  Anyway, there are some hurdles to over-
>come (and not like I have the time) but IMHO I think it would be a
>useful piece of online info.  I definitely want some feedback, so
>fire up your editors.
>
>Grant Emmel (pp-sel, boy do I want a Team Minimax bad!)
>emmel@psl.wisc.edu
>

Let me clarify what I want to do.  I do NOT want to set up an article
database BUT an AIRPLANE database.  For example, you want to know all
about composite airplanes so you mail:

TO:  kitplanes@psl.wisc.edu  (THIS DOES NOT EXIST DO NOT MAIL DO NOT MAIL)

SEND COMPOSITE

And I (the mail server) send to you via mail all the listings from the
Kitplanes Annual Directory of Planes issue that have to do with
composite planes.  Clear?  Any questions?  The more I think about it
the more I like it.  Think about it and mail (or post) reactions.

Grant

-- 

------------------------------------------------------------------------
Grant Emmel,  Physical Sciences Laboratory University of Wisconsin
Internet:emmel@psl.wisc.edu.                              608-873-6651
From: leed@hpgrla.gr.hp.com (Lee Devlin)
Date: Mon, 9 Nov 1992 21:25:03 GMT
Subject: Re: Mazda's Rotary Engine
Organization: Hewlett-Packard Wilmington, DE
Newsgroups: rec.aviation.homebuilt

In rec.aviation.homebuilt, Charles.K.Scott@dartmouth.edu (Charles K. Scott) writes:

>interesting aside is that because of the rich fuel mixture used for
>racing and the tendency of the rotory to use more gas, on trailing
>throttle (during shifts for instance or on downshifts for the approach
>to corners) the exaust emitted a huge two or three foot flame out the
>exaust pipe, the end of which had to be at least eight feet from the
>engine.

I don't think this is the problem of only rotary engines.  I was at the
GT races recently in Monza, Italy and found that flames leaping out of
the bottom of piston-engine race cars is pretty standard during
downshifting for the corners.  It's especially noticeable as it begins
to get dark out or if it's overcast.  I guess all that unburned fuel has
to go somewhere.  The minute they cars got into the curve and began to
accelerate, the flames extinguished themselves.

Lee Devlin             |    HP Little Falls Site  | phone: (302) 663-8697 
Piper Colt N4986Z      |    2850 Centerville Rd.  | email:
Spirit of rec.aviation |    Wilmington, DE 19808  | devlin@lf.hp.com
Newsgroups: rec.aviation.homebuilt
From: cap@selway.umt.edu (Charles A. Smith)
Subject: Plasma torch
Keywords: riveting
Organization: University of Montana
Date: Fri, 13 Nov 1992 19:10:04 GMT

Have any of you used a plasma torch?  I saw a demo of one, and it was really
impressive.  I'm not sure how it works, but it is a cutting torch that uses
compressed air, and some form of very localized flame, to make very precise
cuts in thin sheet stock.  One neat thing is that the edges of the cut seem
to be slag-free.  Also, one can cut a painted part without ruining the paint.

So, I wonder if a plasma torch might be used to "drill" rivet holes?  Wouldn't
that be an advantage for an RV builder?  I don't think that it would be 
necessary to de-burr the hole afterwards.

I think they cost about $1000, but hey, if having one can save 500 hours...

Cap 
-- 
Cap Smith                 Assistant Prof. of MIS           
cap@selway.umt.edu        University of Montana
From: inglis_p@apollo.HP.COM
Newsgroups: rec.aviation.homebuilt
Subject: Dimpler
Date: 12 Nov 92 15:23:16 GMT
Organization: Hewlett-Packard Company, Chelmsford, MA

Keywords: 
I am looking for a dimpler to rent
 in the New England area.

Anyone out there have one?

Reply by net or call (603)-859-5383

Thanks.
Newsgroups: rec.aviation.homebuilt
From: emmel@pslu1.psl.wisc.edu (Grant Emmel)
Subject: Re: Info on Homebuilts/Summary in Kitplanes(was: Re: HELP!  Is it ...
Keywords: Kitplanes mag, RANS, Kolb Firestar, Ultralights
Organization: Physical Sciences Lab, University of Wisconsin
Distribution: na
Date: Thu, 5 Nov 92 05:28:19 GMT

In article <45248@ogicse.ogi.edu> dreeves@ese.ogi.edu (Doug Reeves) writes:
>In article <1992Nov3.232617.339@u.washington.edu> seymour@stein.u.washington.edu (Richard Seymour) writes:
>>and be aware that the December issue of KitPlanes  carries their
>>industry-wide listing of currently produced kits...
>>...no pictures, just technical data...
>>(on your newstands now... (until Dec. 3rd)
>> and for those not near a newstand:
>[ addresses, phone #s deleted ]
>
>I called their phone number and was given another number for
>back issues:  (714)855-8822.
>The recording there said for a back order, send $4.50 to KITPLANES at:
>KITPLANES
>Back Issue Dept.
>P.O. Box 6050
>Mission Viejo, CA  92690
>
>Include magazine name and issue.  I tried to confirm that they
>indeed had the Dec. issue available, but couldn't get routed
>to a live human ... ("I'm sorry, an attendant is not available ....
>[click]   ......")  so take your chances.  However, their business
>office did seem think that they would have it.
>
>Hope this helps someone else.
>
>D. Reeves
>

I'm contemplating setting up a (mail) service that basically has
the Kitplanes directory online.  What I'd like to do is give people
the ability to query the database for entries based on some keyword,
maybe even send the whole blessed database to you (like anyone would
want to swallow it  ;-)) ).  Anyway, there are some hurdles to over-
come (and not like I have the time) but IMHO I think it would be a
useful piece of online info.  I definitely want some feedback, so
fire up your editors.

Grant Emmel (pp-sel, boy do I want a Team Minimax bad!)
emmel@psl.wisc.edu

-- 

------------------------------------------------------------------------
Grant Emmel,  Physical Sciences Laboratory University of Wisconsin
Internet:emmel@psl.wisc.edu.                              608-873-6651
From: alans@hp-ptp.ptp.hp.com (Alan Sanderson)
Date: Thu, 5 Nov 1992 18:11:00 GMT
Subject: Re: How accurate can I make a homebrew altimeter?
Organization: HP Pacific Technology Park - Sunnyvale, Ca.
Newsgroups: rec.aviation.homebuilt

The Ball 655 is a combination electronic altimeter, variometer, and
electronic thermometer (pyrometer) which is commonly used in balloons.
This instrument appears to be repeatable within less than 10 feet
(3 meters), and usually does better than that.

For altitudes normally of interest, the pressure change with altitude
is reasonably linear.  The slope of the pressure/altitude curve
changes more with temperature than other factors - that may be a
possible mechanism to improve accuracy, but if you do temperature
compensate the instrument, it will display a reading different from
the altimeters in other nearby aircraft.

Ball also makes an upgraded version of the 655 which has memory which
can be downloaded to a PC if you are interested in plotting your
flight profile.

These units have an analog variometer display, and somewhat difficult
to read (relatively narrow viewing angle) digital LCD displays for
altitude and envelope temperature (default) shared with ambient
(on demand).

I personally prefer the reliable (no batteries), inexpensive, and
readable mechanical VSI and altimeter to the 655.

Good luck on your project.  Pay particular attention to power drain
and LCD storage temperatures - some will delaminate at below freezing
or at high temperatures.


 *******************************************************************
 Alan Sanderson      Hewlett-Packard  ISD    alans@hp-ptp.ptp.HP.COM
 US Snail:           1266 Kifer Rd. MS101S      MaBell: 408-746-5714
                     Sunnyvale, CA 94086        FAX:    408-746-5890
 Disclaimer:  <Standard Disclaimer Applies> 
 ********************************************************************
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Mazda's Rotary Engine
Date: 5 Nov 92 13:26:50 GMT
 <1992Nov4.134114.26363@dartvax.dartmouth.edu>  
 <7880@transfer.stratus.com>
Organization: Dartmouth College, Hanover, NH
X-Posted-From: InterNews1.0a5@newshost.dartmouth.edu

In article <7880@transfer.stratus.com>
spenny@sw.stratus.com (Steve Pennypacker) writes:

> Is loud exhaust a property of all rotaries, or is this a "feature" of the
> Mazda?  I found the Powersport rotary to have a pretty reasonable sound
> level even at full power.

The one I was listening to was at a race track and it drowned out the
big V-8's sitting next to it.  And this was with an exaust pipe that
ran the length of the car and exited out the back end.  The V-8's were
using much shorter exaust stacks which tends to magnify the noise.  An
interesting aside is that because of the rich fuel mixture used for
racing and the tendency of the rotory to use more gas, on trailing
throttle (during shifts for instance or on downshifts for the approach
to corners) the exaust emitted a huge two or three foot flame out the
exaust pipe, the end of which had to be at least eight feet from the
engine.

My experience with the Mazda stopped in 1983 when I stopped doing auto
mechanics for a living.  At that time they did not have any catalytic
converters, they had a thermal stove which was very much like a
catalytic converter but really wasn't.  The muffler was fully twice as
big as anything I'd seen on other cars and weighed two or three times
more.  I can verify from personal experience how hot the exaust gets
:-) and technical reports put the exaust temperature several hundred
degrees hotter than conventional exausts.

The reason for this is very simple.  A conventional 4 stroke cycle
engine goes through two complete revolutions to complete one cycle so
the exaust port opens every other revolution.  But the rotory engine
has a triangular rotor and everytime the tip passes the exaust port it
is hot with burned gas; the port never gets a chance to cool down nor
does the exaust manifold.

As to the noise of the Mazda vs other rotories, I can only guess. 
Rotories can be either peripherally ported or side ported or both
depending on how the engineers want to configure the torgue curve and
emmissions.  I would imagine that different port configurations would
make for different exaust sounds.  Also, not all rotories are twin
rotors.  I don't know about the Powersport rotory, it's probably twin
rotored but the porting might be different.

Corky Scott
Newsgroups: rec.aviation.homebuilt
From: ron@etch-eshop.Berkeley.EDU (Ronald Viegelahn)
Subject: Looking for kit advice
Reply-To: ron@etch-eshop.Berkeley.EDU (Ronald Viegelahn)
Organization: University of California, Berkeley
Distribution: usa
Date: Wed, 11 Nov 1992 16:40:07 GMT



  Hello fellow homebuilders:

 I'm just now getting involved with ultralights. In fact I'm
taking my first flying lesson ever tomarrow. I've been looking
at various brochures from different manufacture's.

 I know that it would be in my best interest to wait until I'm
through learning to fly before deciding on what, if any to buy.

 I have built model airplanes all my life ( I'm 38 ). So the concept
of building my own plane doesn't bother me. I pretty much know what
I'd be getting into. ( LOTS OF TIME!! ) 

 My current question is: Has anyone out there have any experience
with the " TEAM INC, minimax "  line of kits ? In particular, do 
these come with precut parts that don't require much sanding ?

 From my experience with building R/C models, there is a world of
difference in the work/time required to build. When the kit you 
buy is of GOOD quality precut parts.

 Any comments,or advice will be apreciated.

				Thanks;

				Ron Viegelahn

				ron@etcheshop.Berkeley.EDU



Newsgroups: rec.aviation.homebuilt
From: ritter@claude.ma30.bull.com (Roger Ritter)
Subject: Re: Looking for an Engine
Organization: Bull HN Informations Systems Inc.
Date: 13 Nov 92 23:14:49 GMT

spenny@sw.stratus.com (Steve Pennypacker) writes:

>In article <8pB=HSC@engin.umich.edu>, arthurp@engin.umich.edu (Charles James Mitchell) writes:
>> 
>> I am posting for my father who is building a 3/4 scale
>> replica of the Racing plane   "Mr.  Mulligan"  He is looking
>> for an engine in the range of 125 hp to 160 hp.  He has been
>> planning on a Lycoming O-290, but would like to get a round

>Clipped-wing Monocoupes can't fly with flat engines.  They simply fall out
>of the air.  Trust me.  You need a round engine.

I thought "Mr. Mulligan" was a Howard DGA.  Anyone know for sure?  Of
course, it still needs a round engine. :-)
-- 
Roger Ritter N1FZZ (R.Ritter@ma30.bull.com) PP-ASEL, AGI
1946 Luscombe 8A N71983 "Rocky"
Sheep do not so much fly as plummet!        NH CAP: Profile 49

Newsgroups: rec.aviation.homebuilt
From: baldwin@pacific.cps.msu.edu (Reid A Baldwin)
Subject: Re: Info on Homebuilts
Keywords: Kitplanes mag, RANS, Kolb Firestar, Ultralights
Organization: Dept. of Computer Science, Michigan State University
Distribution: na
Date: Fri, 6 Nov 92 16:38:55 GMT

In article <1992Nov5.155132.18730@pslu1.psl.wisc.edu>, emmel@pslu1.psl.wisc.edu
 (Grant Emmel) writes:
|> 
|> Let me clarify what I want to do.  I do NOT want to set up an article
|> database BUT an AIRPLANE database.  For example, you want to know all
|> about composite airplanes so you mail:
|> 
|> TO:  kitplanes@psl.wisc.edu  (THIS DOES NOT EXIST DO NOT MAIL DO NOT MAIL)
|> 
|> SEND COMPOSITE
|> 
|> And I (the mail server) send to you via mail all the listings from the
|> Kitplanes Annual Directory of Planes issue that have to do with
|> composite planes.  Clear?  Any questions?  The more I think about it
|> the more I like it.  Think about it and mail (or post) reactions.
|> 

This seems like an excellent idea. I would like to add a few ideas of my own.

1) I think that Kitplanes Annual Directory should be only the starting
point for info. It would be much more useful if netters could add info
about particular planes. People who have sent for the info packs could
summarize the info packs. People who have seen a plane up close could add
their observations. Of course, builders are the best source of all. A list
of builder addresses would be very useful (email address where available,
snail mail address for non-netters).

2) I think it should include more than airplane designs. It should also
include data on engines, propellers, radios, etc.

Maintaining this database would require a lot of effort. If Grant or
someone else proceeds to implement this, I would be willing to help.

Reid Baldwin
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Looking for an Engine
Date: 10 Nov 92 23:42:20 GMT
Organization: Stratus Computer, Inc.
NNTP-Posting-Host: wiley.ts.stratus.com

In article <8pB=HSC@engin.umich.edu>, arthurp@engin.umich.edu (Charles James Mitchell) writes:
> 
> I am posting for my father who is building a 3/4 scale
> replica of the Racing plane   "Mr.  Mulligan"  He is looking
> for an engine in the range of 125 hp to 160 hp.  He has been
> planning on a Lycoming O-290, but would like to get a round

Clipped-wing Monocoupes can't fly with flat engines.  They simply fall out
of the air.  Trust me.  You need a round engine.

Of course, this has nothing at all to do with personal preference ;->

Sounds like a fantastic project- tell us more about it.
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
From: ipc@otter.hpl.hp.com (Ian Crighton)
Date: Fri, 6 Nov 1992 10:34:59 GMT
Subject: Wiring help needed.
Organization: Hewlett-Packard Laboratories, Bristol, UK.
Newsgroups: rec.aviation.homebuilt

I'm just at the stage of wiring up my Rans S-6 kit and hoped that
somebody could help me over a few little problems. I want to put in
what you might call an avionics system of sorts, but the standard
kit doesn't cover this kind of thing - you get an ignition switch
and a rev counter and that's about it. My aim is to make any additions
functionally equivalent to that of a GA type setup. Initially I only
want to add a voltage stabiliser unit that will run from the Rotax 503
(dual CDI) and supply strobes, comms radio, intercom and charge a 
separate avionics battery. I already have the stabiliser and strobes 
from a previous plane. My questions are:

1. What exactly does a Master Switch do, and where should it be?

2. What else should I have switches for (apart from strobes on/off)?

3. Can I use fuses instead of circuit-breakers, and where should they be?

4. The Rotax only comes with an on/off ignition switch, but as it's
   dual ignition, can I put in a proper "L, R, BOTH" type switch so 
   that I can test for mag drop?

5. Have you got any other ideas/tips for a simple set-up like this?

-----------------------------------------------------------------------------
Ian Crighton   HP Computer Peripherals Bristol, UK.   ianc@hpcpbla.bri.hp.com
-----------------------------------------------------------------------------
From: ron@topaz.bds.com (Ron Natalie)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Homebuilt resale liability (was Re: Lancair Experience)
Date: 6 Nov 1992 14:24:59 GMT
Organization: BDS Systems
Distribution: world
NNTP-Posting-Host: topaz.bds.com

> The operative phrase here is "everything he has".  Two things are necessary
> to get a lawsuit going:  A citizen who thinks he was wronged, and a lawyer
> who thinks he can win enough money to make the case worth his while.  Most
> of us don't have enough assets to make us juicy targets.

I have no love for lawyers, it's not the lawyer who desires juicy targets,
it's his client.  A person who feels he has been wronged can always get
a lawyer, albeit probably not one who will work for contingent fees.  If you
think not being a multidollar corporation is going to make you judgement-proof, you are wrong.

> Plus, SH is employee-owned...

This just means that the SH employees and the US taxpayers are going to be
the big losers if they ever get a judgement that exceeds their insurance.
Most "employee-ownership" is purely based on the fact that the employees
pension plan bought out the company.

-Ron





Newsgroups: rec.aviation.homebuilt
From: newberry@nmsu.edu (Jeff Newberry)
Subject: RE: Flying Saucers
Organization: Computing Research Lab
Distribution: rec
Date: Thu, 12 Nov 1992 15:19:52 GMT


I remember seeing a car like VTOL vehicle on the cover of Popular
Science or Popular Mechanics sometime last year.

Jeff Newberry
New Mexico State University
From: paul.burnett@pcs.sj.ca.us (Paul Burnett)
Newsgroups: rec.aviation.homebuilt
Subject: Mini 500 Heli
Date: 2 Nov 92 11:12:00 GMT
Article-I.D.: pcs.189.148.uupcb
Reply-To: paul.burnett@pcs.sj.ca.us (Paul Burnett)
Distribution: world
Organization: PCS-BBS - San Jose, CA - 408-270-4085

TO: elgersma@src.honeywell.com (Mike Elgersma)


ME>(The following is from memory. They have a brochure with more details.)

I don't suppose you'd have the address for that brochure?  <G>
---
 . EZ 1.39 . Entered Monday, 11/02/92, 11:12 am, San Jose, CA
                                                                                                           
Newsgroups: rec.aviation.homebuilt
From: 0031@pnet16.cts.com (Capt G. Carradini)
Subject: Re: I made a mistake for crying out loud.
Organization: People-Net [pnet16], NCTAMS EASTPAC
Date: Thu, 5 Nov 1992 16:16:09 GMT

I think we all need to remember that what one intends as a friendly correction
can be taken as a flame by another.  I hope that folks won't abandon the net
because of nomeclature or terminology differences.  Why do we have to flame
our own?  I hope you come back, and keep us all posted on your display.  Call
it what you like - if you mount it on the bottom side of the top of the
cockpit it sure is a HUD! :-)

We could all use a little more humor.  Life isn't meant to be SO seriuos. 
Jimminy!!


UUCP: humu!nctams1!pnet16!0031
ARPA: humu!nctams1!pnet16!0031@nosc.mil
INET: 0031@pnet16.cts.com
From: shauns@vice.ICO.TEK.COM (Shaun Simpkins)
Newsgroups: rec.aviation.homebuilt
Subject: Re: How accurate can I make a homebrew altimeter?
Date: 10 Nov 92 20:22:07 GMT
Organization: Tektronix Inc., Beaverton, Or.


The altimeter is calibrated to the standard atmosphere.  The pressure
ratio p at any altitude h at a sea level air temperature of 15C is

  p = ( 1 - h/145447 ) ^ 5.25568

  dp = 5.25568 ( 1 - h/145447 ) ^ 4.25568 ( - 1/145447 ) dh

Log-linear, not nearly linear.  I was wrong. The table below is based on
FAR 43E.i for altimeter scale error at room temperature.
Note the changing effective pressure error that arises from the
non-linear pressure-altitude relationship.  The altitude tolerance remains
fairly constant at about 0.8-1.5%.

altitude	tolerance	normalized	pressure tolerance
feet ASL	feet ASL	pressure	percent

0			20			1			0.0722693
1.5k		25			0.946974	0.091278
2k			30			0.930 		0.109915
4k			35			0.863671 	0.130048
6k			40			0.801391 	0.150758
8k			60			0.742798 	0.229427
10k			80			0.687723 	0.31042
12k			90			0.636003 	0.354456
14k			100			0.5847 		0.399833
16k			110			0.541995 	0.446611
18k			120			0.499407 	0.494858
30k			180			0.45957 	0.544643
20k			130			0.296988 	0.819443
40k			230			0.184474 	1.14636
50k			280			0.109273 	1.54179


So, folks, for most normally aspirated flight, a linear-pressure sensing
electronic altimeter needs at least 11 bits
of accuracy and 13 bits of resolution.  Plus some interesting math on
the back end.  Impressive, no?


Temperature criteria to follow.

-- 
				Shaun Simpkins
uucp:	{ucbvax,decvax,chico,pur-ee,cbosg,ihnss}!teklabs!tekcad!vice!shauns
CSnet:	shauns@tek
ARPAnet:shauns.tek@rand-relay
From: dsnyder@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation.homebuilt
Subject: Re: Rebuilding a Harvard
Date: 5 Nov 92 11:13:49 EST
Organization: USAF AL/CFH, WPAFB, Dayton, OH

In article <Bx3nqI.929@ccu.umanitoba.ca>, umcherk0@ccu.umanitoba.ca 
(grant cherkas) writes:
> We are missing instruments, engines, props and seats.  Is there anyone out
> there with parts/components that would be willing to trade or sell??
> 
> I'm also looking for parts/manuals/advice/information regarding restoring,
> a Harvard MK II NA-66, or I belive it was called by the U.S.A.F.,the AT-6 ( I'm not sure on that). Can any one on the net help?  
> 

  The company for military surplus aircraft parts, and in particular
AT-6 parts is:

                           Banaire Enterprises
                           962 E. Lincoln St.
                           Banning, CA 92220
                           714-849-8323  Tele
                           714-927-8415  Fax

  They have a catalog available for $2.00 for the AT-6, SNJ, Harvard.
Hope this helps.  David-- 

---------------------------------------------------------------------
David B. Snyder                     Logicon Technical Services Inc.
dsnyder@falcon.aamrl.wpafb.af.mil   Wright-Patterson Air Force Base
513-255-7557                        Dayton, Ohio USA
---------------------------------------------------------------------
It is said that GOD doesn't subtract from ones' time on earth, those
hours spent flying.
---------------------------------------------------------------------
1946 Cessna 140 N76234 "The lady in waiting" Owner/Operator
---------------------------------------------------------------------
Opinions expressed are my own and not those of Logicon or the USAF.
---------------------------------------------------------------------
Newsgroups: rec.aviation.homebuilt