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Posting-Version: version B 2.10 Apollo; site apollo.UUCP
Path: utzoo!linus!security!genrad!decvax!wivax!apollo!jimw
From: jimw@apollo.UUCP (Jim Ward)
Newsgroups: net.aviation
Subject: Experience with portable transceivers
Message-ID: <200@apollo.UUCP>
Date: Sun, 11-Dec-83 18:01:41 EST
Article-I.D.: apollo.200
Posted: Sun Dec 11 18:01:41 1983
Date-Received: Tue, 13-Dec-83 02:01:25 EST
Organization: Apollo Computer, Chelmsford, Mass.
Lines: 37


        Dick Collins has written of his experience with some portable
transceivers in some recent issues of "Flying" Magzaine's "On Top"
column.  He covered Terra a couple of months ago, and in the most
recent issue, talks about Communications Specialists.  Also, he makes
an interesting point that, although these transceivers have on-board
antennas, an external (to the aircraft) antenna is needed to prevent
the outgoing signal from being absorbed by the airframe.

        I am also likely to purchase a hand-held transceiver in the
near future and would like to hear from extant owners.  Perhaps
responses should be posted instead of mailed privately.

        I too have suffered an alternator failure and microphone
failure while on IFR flight plans.  In the former case (the
alternator ground wire became unattached in an Arrow), Approach agreed
to work me as a primary target and to provide vectors as required,
thus allowing me to shutdown the entire radio stack except for
1 COM radio.  The battery lasted the 45 minutes it took us to get on
the ground, and was accommodating enough to lower the gear, too.
The latter case was one of stupidity (mine):  After asking for a radio
check at an uncontrolled field and not receiving a response, I blasted
off anyway for D.C.  Only when Boston Approach bitched about someone
dead-keying the frequency (unmodulated carrier) did I believe I had
a problem.  Live and learn; I now carry a spare.

        Finally, at the risk of proselytizing:  I too like the security
blanket that the radio provides, but I think that COM radio-out IFR
flying is easier than many of my colleagues believe.  Just know the
procedures (which way, how high, how far), demand EFC/EAC times if
not proffered by controllers, and keep tabs on the weather.  Try it
under the hood sometime in VMC, to and from some uncontrolled field.
Have the pilot riding shotgun give you a clearance with a limit and
expected altitude/route.  I think you'll see what I mean.

        Jim Ward
        ...decvax!yale-comix!apollo!jimw