Please note that the thread "NDB support in the future" has really shifted
to GPS, for those interested. I found this out just the other day when I had
more time than usual for curiosity.

dave allen – Fly because you love it.

I am considering buying a plane with the Trimble Flight mate GPS in it.
Are these
reliable.  Hard to use? etc.  Any insight from Flite-mate owners would be
aprreciated.

Thanks
brucew5…@aol.com

I just received the headset, mail ordered from
Nellie’s (SanDiego). The spec sheet that came
with it says it would have a 1/8" STEREO jack
for the headphones , with a 1/4" mono adapter.
(available fall ’93)

What I got has a 1/4" mono plug.

Questions:

1.) Does anyone have/seen/tried  a stereo version ?

2.) Should I complain that I wasn’t sent an up-to-date set ?

3.) Does anyone have the phone # of Telex Customer Service ?

4.) Is the headset itself stereo, with the two channels simply
    wired together at the jack ?  (allowing me to replace the
    mono jack with a stereo jack )

I haven’t yet had the opportunity to try them out, but I thought
the stereo version might be nice to also use while mowing the lawn.

Postings to this newsgroup or email response welcomed !

Thanks   Larry Walther    walt…@eso.mc.xerox.com

In some other posts, at least one person made comments that
suggest to me that an IFR-certified GPS receiver could be used
in lieu of an ADF even though the approach procedure specifically
states: "ADF-required".  Is this true?  What document(s) are the
basis for this?

Thanks

–

Bob Noel aka Kobyashi Maru
My views are my own, not MITRE’s
(why use a disclaimer when people are
too ———- to understand it?)

I am using a Terra mode "C" encoder which was installed
in my aircraft when I bought it 5 years ago.  During
the past 5 years it has failed 3 times.  The failure mode
is always the same, it mis-reports my altitude too low by
an increasing margin as I climb.  The last time it happened
was just after takeoff in IMC.  It got ATCs attention quickly,
and they had me squawk mode "A" only for the rest of the
flight.

Needless to say, I’ve had it with Terra.  Questions:

Has anyone else had this problem?  

I have a Narco transponder, and am condsidering a Narco
encoder to replace the Terra.  Does anyone have experience
to share with these?  

How about alternatives?  I saw an inexpensive encoder in
the Chief Aircraft catalog, but I hesitate to cheap out
on this ($150 vs $190).

Do all encoders use a standard connector, or am I in for a
major rewiring to replace the unit with another brand?

Thanks in advance for the input,
Mike Friedman, WB2WNX
Comm Glider
Inst Pvt ASEL
PA-28-160 N5504W "The Hershey Warrior"

Has anyone built an ultralight by themselves? I’m considering try such a
project and I wanted to know if anyone can tell me if they have any
plans and know how much skill and money you need.

Kareem Shehata

ComputerLink ‘the easy way to bbs’ (416) 233 – 7150

Paul Cantrell says:
³PP>                                                              You should³
³PP> excercise a balance between noise and safety. Either extreme can be    ³
³PP> bad.                                                                   ³
ÔÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍ;

Wrong!  In order of importance in my aircraft.      Safety…..100%
                                                    Noise …..0.0%

Extreme safety is bad??????

If noise abatement is possible without any compromise to safety it is a
fine thing, and should be observed in the spirit being good neighbors.

When someone tries to insist that in order to protect them from their own
stupidity, I should take an extra 1/1000 or 1/100,000 chance of killing my
family, they are on shakey ground.   Buying a house in the vicinity of an
airport expecting quiet is stupid.  Lots of nice people do stupid
things from time to time, but they need to learn to live with the
consequences of their actions instead of trying to convince us they are
victims.

³PP> 6 am every Saturday morning. Work with them, be nice, be reasonable,   ³
³PP> and see if you can live with the results. If not, move. Really.        ³
ÔÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍ;

That’s good advice.  I would only add, reasonable means not expecting
someone else to risk their life or their livelihood.
—
 þ MegaMail 2.10 #0:If Hillary is President is Bill the First Lady?

Sorry if this is not the perfect place to post this, but I figured since we’ve
been talking about headsets, I’d offer some.  :-)

I have two Peltor 7003 headsets for sale.  Originally cost me $250 each, will
sell for $150 each or best offer.  Both look brand new and perform as nicely as
the day I bought them (a little over a year ago).  I’ve taken great care of
them.  I orignally bought these for use by passengers on my plane, but since
they were only used a couple of times, I no longer need them.

No reasonable offer will be refused…call me anytime at (908) 828-0643
(machine, daytime) or (908) 247-6358 evening hours (Eastern time).

Doug Vetter, Admin
Synergy Online, NJ
(908) 247-6358 (v)
(908) 545-5255 (d)
Internet:  d…@synergy.org

Tony and others asked about Engine out Emergencies, my perceptions
and experiences.  Here is my story.

>       I read your post on rec.aviation.misc.  I would like to know where
>       you had the engine trouble and what kind of emergency landings
>       you made, ie…  in the trees, in the water, or on a road.

EOE = Engine out Emergency, what we practice and what happens in real
      life.

Actually, I’m very lucky, as all of my engine outs have terminated to an
airport.  :-)

At 70 hours, at Cheyenne, Wyoming, I was getting a night checkout and on
the 3rd landing, "with everything going", the generator shed parts, taking
out the entire electrical system and severing the magnetos, killing the
engine.  The tower realized what was up and gave me a green light, but I
was going to land anyway.  :-)

At 75 hours, two weeks later, same place, same airplane, a Beech
Musketeer, N5699S, completing the night checkout, the same thing happened,
exactly, "with everything going", the generator shed parts, taking out the
entire electrical system and severing the magnetos, killing the engine.
The tower again realized what was up and gave me a green light, but I was
going to land anyway.  :-)

What we discovered was the cast housing of the generator was old and the
metal had "crystallized".  The second housing was from the same batch!  It
had exactly the same problem.  Both landings were on the active runway and
without further collateral damage.  We had to tow the airplane from runway
08 back to the maintenance hangar both times.

At 600 hours, my third engine failure was "pilot induced".  It was night
and I was 1/2 way between Scottsbluff, Nebraska going to Cheyenne, Wyoming
(75 mile leg, over the darkest part of the world I can imagine).  I was
flying a Cherokee 235 and was switching to the fullest tank for the
approach and landing and then back to another tank after the missed
approach.  Well, after several hours of flying, on the last missed
approach and heading back for Cheyenne, I switched from the fullest tank
to "another tank", just like I had been practicing.  About 20 minutes
later, the engine failed due to fuel starvation!  I didn’t know it, but my
instructor hadn’t set me up.  This was real and I had done it to myself!
What I learned was that EOE practice and training works.  I hit:

  fuel pump on
  everything to the firewall
  change tanks
and I was reaching for "check the magneto switches", when the engine caught.

The entire EOE couldn’t have lasted more than 2 seconds.  My conclusion
was that EOE training works.  In an airplane, there is a procedure for
everything, and it is:

  "Know the procedure, follow the procedure, do not die"!

At 1100 hours, my fourth EOE was finally a daylight one, over Long’s Peak
~14,000 MSL.  I picked up some lift and glided back to Fort Collins –
Loveland Airport (FNL), a distance of about 25 NM, to a landing at 5016
MSL.  I arrived at the airport at 2000 AGL, entered a normal pattern,
landed and taxied clear of the active runway without power.

Fortunately, this was in a Grob-109B motorglider.  I had just crossed the
continental divide from the west side (currently eastbound), with the
engine off, and was encountering heavy sink, so I restarted the engine,
let it warm up at high idle for ~3 minutes and then applied full power.
It ran for another 3 minutes, then quit.  What happened was one of the
"freeze plugs" in the 100 hp volkswagen type engine popped out and drained
the full oil complement of 1.89 quarts of oil from the sump.  The oil
dumped down the right, bottom side of the aircraft, so there was nothing
to be seen from inside the aircraft.  The oil pressure gauge and oil
temperature gauge are incorrectly located to indicate this kind of
failure, as they both read "normal", until the engine seized and for a few
seconds after!  I successfully soared the 23 miles back to Fort Collins –
Loveland Airport.  There was heavy sink in the lee of the mountains and I
was preparing for a land-out when I encountered enough lift to take me
safely home.

At 1200 hours, my fifth one was a night failure again.  What happened was
the engine failed the runup check, on the ground.  I had just flown heavy
IFR from Casper (CPR) to Cheyenne (CYS), 1.7 hours and 180 miles, to drop
off a passenger in CYS before proceeding home to Fort Collins – Loveland
(FNL), a last leg of ~43 NM.  When I started the still hot engine, there
was a soft "whooof", but the engine started up and seemed to run normally,
except the engine would only run if the mixture was full rich.  This is
very abnormal.  CYS is at 6175 MSL and we have to lean to taxi, as the
engine will often flood and kill itself if left at full rich.

I suspected a vapor lock or lead fouled plugs, which I could better
investigate with a full power runup before takeoff.  During the runup, I
still could not get the engine to run, except at full rich.  I taxied
back, shut down and called the maintenance supervisor at my club.  He
agreed with me that something was wrong and that I shouldn’t fly it and
they would fly up and look at it in the morning.  It turned out that the
soft "whooof" was a backfire, which knocked off the hose, on the Cessna
182, which connects the carburetor to the intake manifold.  The engine was
dumping gas/air mixture on the engine, sucking in extra air, making the
mixture lean, which was why the engine would only run on full rich.  It
turned out that this engine was "factory remanufactured" 50 hours ago and
the hose clamps had been loose all that time!

I am happy that I did not attempt flight, as the mechanic told me that it
was likely that I would have experienced an in-flight fire when the engine
got hot enough.

Tony asks what to do, how plan an emergency landing:

>       I fly out of Teterboro, N.J.; and often fly to New Haven, Conn.  I
>        usually do that flight at night.  The flight takes me along the
>        Conn.  coast and along a highway.  I often thought about
>        emergency landings.  Even though there is the paved highway available,
>        I often thought that if I really had to, I would choose the
>        water.  I’d like to hear the opinion of a pilot who made
>        emergency landings.  before.  What would you choose?

I teach and practice engine-out-emergencies both for myself and my
students.  You see, I’m a checkpilot and teach search and rescue pilots
for Civil Air Patrol, in the Colorado rockpile.

A wise old pilot once told me something that helps me focus on the job at
hand…  emergencies:

  "When the engine quits, the insurance company owns the aircraft, my
   only job as pilot in command is to save my people."

Being a glider pilot helps too, all landings in a glider are always
engine-out.  :-)

Being out in the field with CAP, I am always exploring emergency landing
scenarios.  I am unlikely to attempt a landing on a road at any time.
Why?  A road is surrounded by "culture".  "Culture" is manmade objects
like fence posts, reflector posts at the side of the road, road signs,
telephone and electric wires and poles.  As you drive down a road you
think you might consider landing upon in an emergency, I invite you to
look closely at the spacing of the "targets" that you would have to
avoid.  They are rarely spaced more than 100 feet apart and the width is
normally less than you would feel comfortable navigating an airplane
through now, calmly, on the ground, looking at it.  I don’t understand
what makes some pilots think that the picture will look "easier" or
"better" in an emergency.

Now, look at the relatively empty field next to the road.  I’ll now select
the field, even though it is dark.

If you are over forest, consider approaching the top of the trees about 5
knots over stall, with full flaps out.  This will give you a smaller
forward velocity on impact and a survivable vertical sink speed.  (The
glider folks practice this on every landing…  consider getting a glider
rating).  DO NOT attempt to "stall it into the trees".  I have a video of
a pilot who filmed his own death by stalling it into the trees and
spinning down 60 feet.  It took us 3 years to find him, the video
survived, but he and his passenger died on impact.

Literally, "fly the aircraft into the ground", 5 knots above stall speed
–> for the current weight of the aircraft, not necessarily the published
max gross weight speed <–.  This will most probably be a survivable
accident.  If you are in a good position to land on something better than
trees and rocks, use normal landing techniques.

Water Landings:  Don’t.  The statistics on water landings show that when
the airplane main wheels touch, the aircraft rotates forward and turns
upside down and the unconscious and/or disoriented occupants drown.  Even
a retractable gear airplane, with the gear up has this problem.  With the
exception of experienced, trained seaplane pilots, try this only as a last
"ditch" effort.

When confronted with an emergency, consider, in this order of importance:
  skin
  tin
  ticket

What can you practice:  You should be able to reach to your transponder,
without looking at it and move it from 1200 to 7700.  Turn off the
transponder (on the ground) and without looking, change it to 7700.  This
is "two clicks on the left knob and three clicks on the next-to-left
knob".

Bottomline:  Please consider a glider rating as your next aviation goal.
The air work and landing techniques you learn for soaring will help your
airplane control for your commercial and instrument ratings.  It will
especially increase your awareness and control, should an off-airport
landing become necessary.

Jer/ "live long and prosper" Eberhard

I stole this, but I like it:
  Flying is like sex – I’ve never had all I wanted but occasionally I’ve
  had all I could stand.  - Stephen Coonts in Cannibal Queen

# @(#) $Revision: 1.6 $ $Date: 94/05/25 09:33:56 $
# $Source: /users/jer/.rcs/src/time.manager/07/notes/engine_out_emergencies,v $

–
Jer/ (Slash) Eberhard,
…

read more »

I’m posting this to all the aviation newsgroups in order to hit the
most people and get the biggest response.

Stan Montgomery whom some of you know as the composite consultant with
Alexander Aeroplane (Supplier of homebuilt aircraft materials) is
thinking about attempting to break the record for single engine
circumnavigation of the world in his homebuilt "E-Racer".

This is in the purely speculative stages right now since the airplane
is not finished yet but that’s the intent once he’s flying and has the
bugs worked out and the systems and engine proven.  Stan will be using
a Ford V-6 Nascar based racing engine detuned to develop around 400
horsepower.  He is building the wings as "wet" wings to give him the
necessary range.  With the power the engine can produce and the ultra
low drag design of the aircraft (very similar to Burt Rutan’s Vari E-Z
and Long E-Z and the Rutan spin-off’s Cozy and Velocity but with
retractable gear) he will be flying high and fast; he has calculated
his top speed at 25,000 feet to be in the range of 380 mph.

Stan’s asked me if I’d like to assist in helping him organize the
flight.  I thought that using the Internet would be a great way to get
the word out to all the aviation enthusiasts who might be interested in
participating in some way.  

Stan’s been obsessed with this for 10 years and has been actively
building his airplane for 5.  He’s been offered assistance from
companies making his propeller, instruments, navigational equipment and
fuel.  We’ve not discussed things like fuel stops, routes etc. or even
when this might be attempted, this is the first public announcement of
his intent.  What I’m doing right now is testing the waters to see how
many people would be interested in helping in some way.  What would be
required of participants?  This is not a request for money, Stan’s made
it clear he can’t pay me and I’m not asking anyone to contribute ANY
money.  All I’m trying to do at the moment is gauge the level of
interest.  Perhaps you might be able to help when a date is decided
upon by assisting in the local paperwork with the your government or by
contributing weather information or input as to when the flight might
best occur or helping obtain necessary clearances.  Maybe you can send
the latitude and longitude of good waypoints for navigation.  Certainly
notifying the press when the attempt is to be made would be a good idea
so that the maximum amount of positive press is generated because one
of the reasons Stan wants to do this flight is to prove to the world
that building aircraft at home and flying with a non certified engine
is a viable alternative for safe general aviation flying today.  You
may also be able to contribute by making suggestions as to what, in
your opinion, should be included in the planning.   The flight might be
somewhat historic in that it could be the first global circumnavigation
organized wholly or in part via the Internet.  It probably won’t be
confined to the Internet, eventually all mediums of communication will
have to be used  but it can certainly start here.

So for the moment I’m looking for responses and maybe some suggestions
as to how you might be helpful.  If you yourself do not think you can
be of assistance but know someone who might, spread the word.  This is
something at which the Internet can be very good, it can put out
massive amounts of information and contact thousands upon thousands of
people instantaneously.  

Now, how to collate the responses and keep people informed.   I’ll be
monitoring all news groups where this has been posted but everyone
should feel free to E-Mail me at my usual address which is:
charles.k.sc…@dartmouth.edu.  Creating a newsgroup dedicated to this
effort at some point might be possibility although it’s probably not
needed right now.   Certainly archiving all responses will be
necessary.

OK, remember this flight is NOT going to happen real soon, so there’s
plenty of time for dialog and suggestions but don’t misunderstand, this
IS going to happen, Stan is incredibly focused on this project to the
point where a typical day is up at 5 or 5:30 AM and an early night
would be in bed at 1:30 AM.  Somewhere in there is squeezed work and
family.

Many thanks in advance to all who are interested.

Corky Scott