HDTenEightyP/NetNews huggingface dataset:
From: krohn@ira.uka.de (Johannes Krohn DA Werling)
Newsgroups: rec.aviation
Subject: Re: Oops, the throttle came off!
Date: 26 Aug 92 15:06:03
Organization: University of Karlsruhe, FRG
NNTP-Posting-Host: i60s19.ira.uka.de
In-reply-to: jcrawfor@oracle.com's message of 26 Aug 92 00:19:32 GMT

>>>>> On 26 Aug 92 00:19:32 GMT, jcrawfor@oracle.com (John Crawford) said:
>> Nntp-Posting-Host: chseq.us.oracle.com



>> Has anyone ever experienced the inability to retard the throttle and 
>> had to make an emergency landing at full power?  Well, a guy I know 
>> had this happen to him recently in his 180 hp Grumman Tiger - shortly
>> after an annual of course.

>> After takeoff/climbout, he pulled back on the throttle only to find
>> no resistance and no power reduction.  Apparently, the throttle lever
>> had become disengaged somewhere behind the firewall leaving him with
>> a plane stuck on full power.  In fact, I believe he told me the lever
>> came completely off into his hand.  Yikes!

>> Not to panic, he put together a remedy that turned out to save his butt
>> and his aircraft.  The first order of business was to get the flaps
>> down to reduce airspeed.  This he did by executing a steep climb bleeding
>> off enough speed for safe deployment.  Next, he notified ATC of his problem
>> and began a gradual descent into a long, low final approach.  The low 
>> approach obviously minimized speed increases due to the descent just 
>> before touchdown.   Upon landing at around 100, he simply turned off
>> the ignition and braked to a stop.

>> I'm not sure why this problem wasn't caught during run-up but apparently
>> the disengagement didn't occur until full application of power.
>> Never say never!

>> John Crawford

I had just about the same problem in a Robin DR400/180 some time ago. In my case
the throttle came off while i was practicing T&Gs to get checked out on that
type of aircraft. We use the DR400 in our club for glider towing and the plane
has a fixed prop for better climbing. That means that i had the engine in red
RPMs while not climbing. I decended by doing a loooong slip with pretty
interesting bank finally stopped the engine in long final and landed without
power (used to land without engine as glider pilot :-)). During decend i
changed the direction of the slip several times to avoid engine damage due to
the oil maybe moving to one side of the engine all the time.
The instructor who was checking me out and was watching my T&Gs from the ground
was satisfied after that landing and said something like "so that's for the
check on handling special cases" :-).
I found it pretty funny to see the prop come to a complete stop while getting
slower after touchdown.

Johannes Krohn

PS: Posted this story some time ago. Sorry for the repost.
Newsgroups: rec.aviation
From: dusek@rtsg.mot.com (James Dusek)
Subject: Re: "Andrew" takes WWII planes (fwd)
Organization: Motorola Inc., Cellular Infrastructure Group
Distribution: usa
Date: Thu, 27 Aug 1992 16:33:41 GMT

jewell@mace.cc.purdue.edu (Larry Jewell) writes:
>Hopefully many aircraft can be salvaged at least for restoration to static
>display.  And beyond that, hopefully some survived in a fashion so as to
>I've been told that Kermit is in ``good spirits,'' which bodes well.
>However, many aircraft are gone for good, which is a loss to everyone.

	Why weren't they flown out?

James Dusek
From: yurkon@rudolf.nscl.msu.edu (John Yurkon)
Newsgroups: rec.aviation
Subject: Re: Sea Hawker/Osprey (was Re: Glass Goose)
Date: 1 Sep 92 17:35:30 GMT
Reply-To: yurkon@rudolf.nscl.msu.edu (John Yurkon)
Organization: National Superconducting Cyclotron Laboratory

In article <92244.173852IO20081@MAINE.MAINE.EDU>, robert eric beckwith
<IO20081@MAINE.MAINE.EDU> writes:
...
>I thought about the seawind, but that engine out there on that pod on
>the
>tail it would have a great lever arm, and in rough water..yikes!!!!
...
 I have the same fear, but some friends pointed out that the cross
setion of the tail section is quite substantial and should be quite
strong.  I also worry about the drooping wing tips.  They seem quite
close to the surface.  Seems like you'd have a problem with x-wind
landings on land.
	John
From: bboswell@dante.NMSU.Edu (BOSWELL)
Newsgroups: rec.aviation
Subject: Fly-in
Date: 3 Sep 92 17:26:56 GMT
Organization: New Mexico State University

The local EAA Chapter out here at Las Cruces, NM (LRU) is sponsoring a fly-in  
on Sept. 20 (21? whichever one is a Sunday, don't have a calendar).  They think  
they may have a Stealth fighter from Holloman AFB, but they will definitely  
have aerobatic displays, lots of talk, and a flower-bombing, spot-landing, and  
balloon-busting competitions.  I'll be working at it, either at my job as a  
lineman at Southwest Aviation or as a volunteer for West Mesa Flying  
Association, the flight club I belong to.
Newsgroups: rec.aviation
From: peltz@cerl.uiuc.edu (Steve Peltz)
Subject: Re: Alphabet Airpspace
Organization: Computer Based Education Research Lab - University of Illinois
Date: Tue, 1 Sep 1992 04:05:07 GMT

In article <1992Aug25.234537.20238@nntpd2.cxo.dec.com>
peterson@specxn.enet.dec.com (Harlo Peterson) writes:
>Control zones with special VFR not permitted will not be charted in the new
>scheme.  You will have to see the special note that will be attached to a
>particular chunk of airspace to find out about that restriction.

Will control zones be charted at all at tower controlled fields, or will
all towers be assumed to be able to provide special vfr unless specially
noted? Will control zones at non-tower fields be marked the same as they
are now?
-- 
Steve Peltz
Internet: peltz@cerl.uiuc.edu	PLATO/NovaNET: peltz/s/cerl
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Comparing Tach and Hobbs rates?
Date: 2 Sep 92 16:54:02 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

Of course both places that I fly out of (HEF and IAD) have such
egregious fuel prices that you are encouraged to fill it up anywhere
else.  My favorite is Warrenton-Faquier which is down to $1.70 cash/
$1.75 credit for 100LL.
Newsgroups: rec.aviation
From: awtron@strawber.princeton.edu (Andrew Tron)
Subject: Re: 5 in a 4 seater (was: Small crash / Chrokee Question)
Originator: news@nimaster
Organization: Princeton University
Date: Sun, 23 Aug 1992 18:31:27 GMT

In article <1992Aug21.153539.30094@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
>In article <Aug.20.11.28.48.1992.12490@pilot.njin.net>, ron@pilot.njin.net (Ron Natalie) writes:
>|> The US Far's require each passenger to be in a seat equipped with a
>|> seat belt.  The ambiguity is if whether two children in one seat
>|> sharing the seatbelt meats the letter of the regulation.
>
>I believe it does not.  I believe the regulation requires individual
>seats and belts.  There is an excpetion, tho:  individuals who "have not
>reached their second birthday" may ride in an adult's lap.
>

So what happens if the child is seven years old but was born on February
29th? :-) :-) (Sorry about that, but I saw a production of Pirates of
Penzance last night and this one was just too good to pass up.)

-- 
-------------------------------------------------------------------------------
Never trust a pilot with clean hands.| Andrew Tron at Princeton University
No flight plan has ever survived     | awtron@strawber.princeton.edu (Internet)
contact with air traffic control.    | uunet!phoenix!strawber!awtron (UUCP)
From: hale@hpfcso.FC.HP.COM (Bill Hale)
Date: Wed, 26 Aug 1992 00:05:44 GMT
Subject: Re: Engine swaps, dash-numbers, and the Feds
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation


A second thought... you might look in the big  book of FAA STCs (find
it at the local FSDO) to see if there's a commercially available
STC for installing this engine.  The book is well organized so 
it should be easy to check.  Makes for fascinating reading as well.

Anyone who is considering modification of TC'd airplane should brouse
this first.

+Regards, Bill Hale;  hale@hpfclm.FC.HP.COM   [hplabs|hpfcla]!hpfclm!hale
+Thru ether-K0QA; In ether-BE33 N33HP CFIAIME A&P; Twisted pair 1-303-229-3037
+Snail: c/o HP UTD MS73 3404 E Harmony, Ft Collins, CO 80525 Incoming:40 44.2N
+105 33.1W; Pictures 303-299-6441
Newsgroups: rec.aviation
From: ggr@koonda.acci.com.au (Greg Rose)
Subject: Re: Principle of ILS/LOC (was Re: Principle of VOR)
Organization: Australian Computing and Communications Institute
Date: Mon, 31 Aug 1992 00:58:17 GMT

In article <1992Aug28.080902.17340@sics.se> lhe@sics.se (Lars-Henrik Eriksson) writes:
>In article <9224113.15545@mulga.cs.mu.OZ.AU>, ggr@koonda (Greg Rose) writes:
>>The reciever does have different circuitry for the different
>>signals, but they are distinguished by the frequency range. ILS's are
>>in the range 108.1 .. 111.9 (19 possible),
>>while VORS are in the range 112.1 ..  117.9 (59 of them).

>Anyway, Greg is wrong in stating that ILS localisers have 200 kHz
>separation and VORs 100 kHz separation. They both have 50 kHz
>separation!

Hah! Hoist by my own Petard! I apologise for asserting that local
knowledge somehow magically applied to the whole world.
--
Greg Rose                 Australian Computing and Communications Institute
ggr@acci.com.au                                              +61 3 282 2532
Newsgroups: rec.aviation
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: how to do a mag check?
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 31 Aug 92 18:49:01 GMT

In article <JKF.92Aug29082226@frisky.Franz.COM> jkf@Franz.COM (Sean Foderaro) writes:
>
>>>  I don't really know how serious one meg failure is in the air,
>>>  and I don't really care to find out with my life!  Anybody knows? 

Losing a mag in flight can vary.  In the one (and only one) case where
I had an honest-to-goodness mag failure in flight was during departure
from Napa, CA.  The engine vibrated quite a bit (we were at full power).
Reducing the power reduced the vibration significantly.

I didn't bother to diagnose the mag, but made a 180, and landed on a
crosswind runway (winds were calm at 11:00 PM).

In our case, the mag failed completely.  Internally, there are plastic
gears that sheared.  (Better than than the entire accessory case!)

I have heard of other cases where the pilots where not so fortunate.
The mag failed partially, screwing up the timing of the engine.  The
bad mag would fire prematurely.  Once the bad mag was grounded, the
flights were continued uneventfully to a normal landing.  This
illustrates the importance of the P-lead and why I consider a bad
P-lead as a no-go item.

Kerry
From: ggr@koonda.acci.com.au (Greg Rose)
Newsgroups: rec.aviation
Subject: Re: Two planes collide over Santa Paula Airport
Date: 4 Sep 92 00:50:29 GMT
Organization: Australian Computing and Communications Institute

In article <1992Sep3.012842.4046@CSD-NewsHost.Stanford.EDU> ginsberg@t.Stanford.EDU (Matthew L. Ginsberg) writes:
>blame, but surely not blameless -- there is often lots of NORAD traffic

I thought NORAD traffic was limited to little electric carts in
corridors under Cheyanne(sp?) Mountain, Colorado. And why wouldn't
they use radios; has Glasnost progressed so far? :-)

MTTLAs:
	NORAD - North american Air Defence, or something like that
	NORDO - NO RaDiO
	MTTLA - More Than Three Letter Acronym
--
Greg Rose                 Australian Computing and Communications Institute
ggr@acci.com.au                                              +61 3 282 2532
From: mazz+@andrew.cmu.edu (Joseph D. Mazza)
Newsgroups: rec.aviation
Subject: Re: Carrier version of the F-86F Sabre
Date: 28 Aug 92 16:29:02 GMT
Distribution: rec
Organization: Naval Science, Carnegie Mellon, Pittsburgh, PA

What you probably saw was an FJ-4 "Fury" which was indeed derived from
the F-86 (or perhaps vice versa).  There were several models, including
one early version without swept wings or tail.  They were in the Navy
inventory until the mid 1960's.
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Mag check random thoughts
Date: 30 Aug 92 17:07:28 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> I admit to have done it once (or twice...or thrice...). The first time I did
> it, the instructor was onboard, and he said that actually one should turn the
> ignition off every once in a while, to ensure that the magnetos are properly
> grounded. It made sense to me when he said it. What's the net.wisdowm on this?
> I never experienced any backfiring when quickly going from OFF to BOTH while
> the engine was still turning.

This is in some shutdown checklists.  However, don't do it at the
runup RPM, but some more sane (like 1000 RPM) idle, which is usually
called for at shutdown anyhow.

-Ron
Newsgroups: rec.aviation
From: erik@tera.com (Erik Hedberg)
Subject: Re: What do you do during long boring flights? 
Summary: don't do this ...
Organization: Tera Computer Company, Seattle, WA
Date: Tue, 1 Sep 1992 19:41:51 GMT

In article <j2gnm#n.hchong@netcom.com> hchong@netcom.com (Hoi Chong) writes:
>Usually, we listen to radio in the cars during long solo drive, but what do 
>you do for long solo flights (assuming FAA does not permit radio)?  Please 
>email if you think it is illegal and don't want FAA to see it. 

I'm surprised no one mentioned this, but here's where flying has a
definite advantage over driving:  set autopilot, set alarmclock (or
alarm watch), snooze.  Arrive refreshed!
From: jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard)
Newsgroups: rec.aviation
Subject: Re: Calibrating Tachs (was Re: Comparing Tach and Hobbs rates?)
Date: 31 Aug 92 20:30:36 GMT
Organization: UT Health Science Center Houston

In article <1992Aug31.175304.18610@serval.net.wsu.edu> schneidj@eecs.wsu.edu writes:
>Don't these lights just flicker at 60 Hz so that any harmonic of 60 Hz will
>stop the prop?  When you saw the 'stopped' prop, how do you know that you
>weren't at the 29th harmonic (1740 rpm), or better yet, the 28th harmonic
>(1680 rpm).  Your tach may be only 40 high or 20 low.

You're mixing units here...60 Hz is 60 cycles per _second_, so you want
something that's a nice, even fraction or multiple of 3600 cycles per minute.
For this purpose, what you want to count is blades, not engine revs, since the
blades are really what you're looking at.

-- 
Jay Maynard, EMT-P, K5ZC, PP-ASEL | Never ascribe to malice that which can
jmaynard@oac.hsc.uth.tmc.edu      | adequately be explained by stupidity.
 "Keep in mind that Amateur Radio As We Know It Today will cease to exist
            at midnight tonight." -- Dave Newkirk, WJ1Z
From: usenet@Apple.COM (USENET Administrator)
Newsgroups: rec.aviation
Subject: Re: Towing Mooneys
Date: 25 Aug 92 20:12:33 GMT
Organization: Apple Computer Inc., Cupertino, CA

--
Rick Auricchio       rick@apple.com        A/UX Engineering     Mooney N894AR
Apple Computer Inc, 10500 N.DeAnza Blvd MS35VK Cupertino CA 95014 408-974-4227
My opinion? If Apple knew I HAD one, they'd watch me closely. (Just my opinion)
From: rob@cats.ucsc.edu (99708000)
Newsgroups: rec.aviation
Subject: Colored airways in the lower 48
Date: 28 Aug 92 05:20:08 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: ucsco.ucsc.edu


Let's flog this horse some more.

Kit Cosper and at least one other netter claim that there
is an NDB airway on the East coast.
I can't find it on my FAA Flight Case Planning Chart--
AND I just got a Jeppesen revision of the introduction
pages--check page 55 about halfway down; seez the fat green line
means "LF Airway (Canada & Alaska only)".

Whatz goin on here?  (I'm a bit hogtied 'cause I don't have
either Jepps or FAA East Coast charts).  Do I need to call Jeppesen
and tell them they are full of it??
-- 

-Rob Strand

   From Bitnet: rob@ucscvm  From Internet: rob@ucscvm.ucsc.edu
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: Two planes collide over Santa Paula Airport
Date: 3 Sep 92 16:15:21 GMT
Organization: Stratus Computer, Inc.

In article <ritter.715528283@claude>, ritter@claude.ma30.bull.com (Roger Ritter) writes:
> 
> The only tool that has a chance of detecting *all* traffic is still the
> Mark I eyeball. 

For me, the Mark I wouldn't have a prayer.  I need the Mark IV.  8-(

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation
From: spagiola@frinext.stanford.edu (Stefano Pagiola)
Subject: Re: "Andrew" takes WWII planes (fwd)
Reply-To: spagiola@frinext.stanford.edu
Organization: DSO, Stanford University
Distribution: usa
Date: Fri, 28 Aug 92 03:39:48 GMT

Robert J. Granvin writes
>> I was at Oshkosh this year and viewed Kermit's Mosquito in
>> the Eagle hangar.  I'm assuming it wasn't moved back to 
>> Florida and is therefore intact.  The signage near the plane 
>> indicated that it was to remain at the Eagle hangar for 
>> another few months.
> 
> I had heard (third hand, of course) that it was moved back
> to Florida. HOWEVER, that source I wouldn't trust 100%
> unless confirmed.  I hope the information was incorrect
> and the Mosquito stayed in Oshkosh.
> 

Comments by a previous poster who claimed to know someone at Kermit's  
indicated that the Mossie was in Florida and was wrecked :-(

-
-
Stefano Pagiola
Food Research Institute, Stanford University
spagiola@frinext.stanford.edu (NeXTMail encouraged)
From: gerry@SSD.CSD.HARRIS.COM (Gerry Baumgartner)
Newsgroups: rec.aviation
Subject: Re: Where to rent in Miami, FL
Date: 25 Aug 92 16:39:33 GMT
Organization: Harris Computers Systems Division, Fort Lauderdale,FL

In article <1992Aug22.220644.1@pomona.claremont.edu> jhenderson@pomona.claremont.edu writes:
>Hello,
>
>I'll be spending a week's vacation in Miami, FL, in late september, and I'd
>like to do some flying while up there.
>
>Can anyone recommend any FBO's in that area?

Well, you won't find anything to rent at Tamiami Airport (TMB).  Hurricane
Andrew did a number down there.  It's likely that every single airplane,
whether hangared or not was destroyed, including those at the Kermit Weeks Air
Museum.  One of his B17's was found 1 1/2 miles from the airport with a DC-3
embedded in it.  The tower cab was blown out.  The FSS's building was
destroyed, and I believe they just installed new computers there last weekend.
South of there, Homestead AFB was leveled.  There were 2 F-16's left there for
whatever reason.  The hangar they were in collapsed on them.

It was really a sad site to see.  All around the Miami area there were
literally hundreds of ELT's and EPIRBs going off.  Most were in too dangerous a
situation to get to it to shut off.  Most of them will probably run out of
battery before they can be found and shutoff.

The Biscayne Bay VOR which is on a platform in the bay just south of Key
Biscayne was blown away.  The platform is still there, just the VOR is missing.

As for myself (just in case anyone was interested :-), I live about 37 miles
north of the track the eye of the hurricane took.  Several large trees in my
complex's lot were blown over.  I was one of the fortunate ones in the area, I
had power the whole time, and there was no damage to any of my property.

But getting back to your question... Hollywood-North Perry (HWO), Ft.
Lauderdale Executive (FXE) and Pomano Air Park (PMP) all seem to be in good
shape.  Pompano Air Center at PMP had all it's planes hangared so they should
be flyable.  I heard on of my club's (Dolphin Holiday Flying Club) aircraft on
the air Sunday flying back to FXE so I would imagine they probably in good
shape.  And there are a couple of FBO's on HWO whose planes I saw on the ramp
after the storm had passed.  They appeared in good condition.  I don't have any
more details than that though.

-------------------------------------------------------------------------------
Gerry Baumgartner                | Internet: gerry@ssd.csd.harris.com 
Harris Computer Systems Division | UUCP    : uunet!hcx1!gerry 
Fort Lauderdale FL 33309         |
-------------------------------------------------------------------------------
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 2 Sep 92 13:31:33 GMT
Organization: U. S. Naval Academy, Annapolis, MD

!rkaplan@netcom.com (Richard Kaplan) writes:
!
!!However, in general, the commercial pilot is trained to handle the
!!aircraft ^^^^^^^^^^ in a more precise manner and has demonstrated
!!these skills to an  objective examiner.  That's why the private/commercial
!!distinction is there.

Ah... as a commercial pilot may I point out that the Commercial ticket
has little if anything to do with flying the aircraft in adverse weather
conditions. Your basic instrument ticket does that.

  It is unwise for AirLifeline and/or
!!the pilot himself to be the judge of whether a given private
!!rated pilot is competent to handle commercial-level risk
!!management.

It is unwise for the patient and/or the surgeon himself to be the judge of
whether a given surgeon is competent to handle surgical risk management.

Oops, couldn't resist.

Dave Rogers

Newsgroups: rec.aviation
From: jhenderson@pomona.claremont.edu
Subject: Re: Advice for Grand Canyon Trip
Organization: Pomona College
Date: 2 Sep 92 09:28:33 PDT

>I also intend to land at Las Vegas McCarran International

Hi there,

Unless you have a good reason to land at McCarran, have you thought of North
Las Vegas? It's controlled, has alll the services you may need, and fuel is a
heck of a lot cheaper ($1.70!).

It's just a tad farther fro the strip than McCarran, but it's geared towards
GA, so I prefer it. There are a few car rental companies that will come and
pick you up. I just made a reservation for a midsize for $20, unlimited miles,
per day (we're going there on the 25th).

Tiedowns are about $4/night for singles.
______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
From: cruz@ACF3.NYU.EDU (Nancy Cruz)
Newsgroups: rec.aviation
Subject: Aviation related internet sites
Date: 26 Aug 92 18:44:11 GMT


	Hi, I was browsing around the internet lately and really 
haven't noticed many sites carrying aviation related material.
	
	The sites I know that carry intersting stuff are eecs.nwu.edu (Flight
planning) rascal.ics.utexas.edu (Misc), and hobess.ksu.ksu.edu (NOAA Data)

	Does anyone know of other sites, carrying utilities, or
interesting data files/programs?


	cruz@acf3.nyu.edu
Newsgroups: rec.aviation
From: rbp@netcom.com (Bob Pasker)
Subject: bi annual in bay area
Date: Fri, 28 Aug 92 16:27:13 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 
Distribution: ba

i need a biannual; living in SF, working in mountain view, anywhere
in between is good.  mostly piper time, about 1500 hrs.  any
suggestions on a good FBO  for some personal flying?

plz reply by mail, as i don't usually read this group.

rbp@netcom.com

-- 
--- bob pasker
---- rbp@netcom.com
Newsgroups: rec.aviation
From: schinner@vcd.hp.com (Jim Schinnerer)
Subject: Re: There I was - mag check
Organization: Hewlett-Packard VCD
X-Newsreader: Tin 1.1 PL5
Date: Thu, 27 Aug 1992 17:22:15 GMT

Brian Lewis (BCLEWIS@LSTC2VM.stortek.com) wrote:
:  
: As you read clockwise around the ignition switch, I believe the labels
: are in this order:
:  
:         Left
:    Right    Both
: Off            Start
:  
: So if your routine is Both - Right - Both - Left - Both, this will
: reduce the chances of inadvertently not getting the switch back to the
: "Both" position prior to takeoff.

Hmmmm.  I have always done my check B-L-B-R-B, from day one when my
instructor let me do it for the first time.  I don't exaclty know why
one way is better than the other, since I always look for the RPM to
recover to 1700 (in Buster's case).

The important thing is to do it the same way every time.

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
Newsgroups: rec.aviation