HDTenEightyP/NetNews huggingface dataset:
From: watson@wsinsp01.win.tue.nl (Bruce Watson)
Newsgroups: rec.aviation
Subject: Re: Medical exam (was Re: Beginner needs advice...badly!)
Date: 12 Oct 92 09:25:10 GMT
Reply-To: watson@win.tue.nl
Organization: Eindhoven University of Technology, The Netherlands

In article <2510511@hplvec.LVLD.HP.COM> bills@hplvec.LVLD.HP.COM (Bill Standerfer) writes:
>In article <122140255@hpfcso.FC.HP.COM>, jle@hpfcso.FC.HP.COM (Jer/ Eberhard)
>writes:
>>>  I've never heard of anyone doing it in 40 hours.
>>
>>Now you have!  Private Pilot, ASEL, Part 141, 37.2 hours.
>>
>
>Ditto!  36.5 hours.
>
>Bill Standerfer, Eternal Student

While we're on that:
   Canadian Private (back in '85): 35.0 hours, 4 weeks

Bruce.

-- 
_____________________________________________________________________________
Bruce Watson                     || favourite oxymoron: "-- rather, it simply 
watson@win.tue.nl                ||   complicates our implementation." from  
watson@stack.urc.tue.nl          || C++ Primer, 2nd ed. (p.501) by S. Lippman 
Xref: sparky rec.aviation:16558 rec.aviation.misc:80
From: wb8foz@skybridge.SCL.CWRU.Edu (David Lesher)
Newsgroups: rec.aviation,rec.aviation.misc
Subject: Re: aircraft with the same names as land vehicles
Date: 10 Oct 1992 00:11:08 GMT
Organization: NRK Clinic for habitual NetNews abusers - Beltway Annex
Reply-To: wb8foz@skybridge.scl.cwru.edu (David Lesher)
NNTP-Posting-Host: skybridge.scl.cwru.edu

Others said
# How 'bout the Triumph Spitfire? 

Does anyone else remember the great {auto} Spitfire ad?
It showed both kinds in a bit of a race....

--
A host is a host from coast to coast..wb8foz@skybridge.scl.cwru.edu
& no one will talk to a host that's close..........................
Unless the host (that isn't close).........................pob 1433
is busy, hung or dead....................................20915-1433
Newsgroups: rec.aviation
From: cep@taligent.com (Christophe Pettus)
Subject: VFR - Palo Alto/Santa Barbara - Preferred Routes
Supersedes: <Bvo5wo.7A6@taligent.com>
Organization: Taligent, a little subsidiary of two really big companies.
Date: Thu, 8 Oct 1992 00:29:31 GMT

In article <1aq7o2INNrh8@male.EBay.Sun.COM> pnegus@rugby.EBay.Sun.COM writes:
>The flight will be VFR in a C-172. can anyone offer any advice on the
>best routes etc.

It's an exceptionally easy flight; I do it all the time.  The best
route I've found is to just play follow-the-airways.  From Palo Alto,
make a Dumbarton Left departure, cruise out to the coastline, and
follow it down towards Monterey.  Near Watsonville, proceed direct
Salinas (SNS), and then as follows: V25 to Paso Robles VOR (PRB), V113
to Morro Bay VOR (MQO), V27 to Gaviota (GVO), then direct to the
airport.

This keeps you clear of all special-use airspace EXCEPT a small corner
of R-2504 which V25 just north of Paso Robles clips.  Stay on the
north-eastern side of US 101 to avoid it, or ask Oakland Center if
R2504 is hot, and avoid it when you're getting close if it is.

Since you're VFR, you don't have to slavishly follow the airways.  I
like to generally follow US 101, staying over reasonably flat terrain,
and "clipping the corners" of intersections of airways.  It's a nice
flight; have fun.
--
-- Christophe

"He presented it with a length of string, and then passed on to the
Statue of Corrupted Endeavor, there to await the arrival of autumn."
Newsgroups: rec.aviation,rec.aviation.piloting
From: tel@cbnews.cb.att.com (thomas.e.lester)
Subject: Re: Heard On The Air
Organization: AT&T
Distribution: na
Date: Fri, 16 Oct 1992 14:20:32 GMT

In article <MerQCh200WB80d3aoo@andrew.cmu.edu> Jeffrey Dunkle <jd5f+@andrew.cmu.edu> writes:
>," had seen the person flying the plane in the coffee shop "



 Wow, that was either one hell of a coffee shop or an awfully small plane !!


	;-)      ;-)      ;-)

	Sorry,  I know I'm warped, I just can't help it sometimes!

	2.0 hrs in Sonerai so far.   (luv it...  8-)   )
-- 
	-----------------------------------------------------------------
	Tom Lester				att!cblph!tel
	Sonerai IIL (under TEST)		(614) 860-3259
	N4LX 					(614) 927-8106
From: pcs$2012@altair.selu.edu
Newsgroups: rec.aviation
Subject: Re: Rescue Questions
Date: 12 Oct 92 22:14:46 -0600
Distribution: world
Organization: Southeastern Louisiana University


In article <1992Oct12.171914.13429@infonode.ingr.com>, nunn@infonode.ingr.com (Gary Nunn) writes:
> 
> I have some general questions regarding aviation and rescue. 
> I belong to a county fire and rescue department, I generally read this
> group, but am not a pilot.
> 
> We had a call last night to search for a possible downed plane. The
> details were very sketchy, but this is what happened. A call aparently
> was made on a CB channel 19. The pilot was having problems and was going
> to try to land in a field "somewhere east of Pulaski" ( which is our county
> seat, and has a small airport). He also said he did'nt think he was going
> to make it. They also said he sound very afraid (naturally).
> 
> Now, this area (southern tennessee) is very hilly and has hundreds of miles
> of very rural roads. We all went out in our personal vehicles and searched
> the eastern section of the county, which has over 600 square miles. We 
> communicated via CB radio, and try to make contact with the pilot. We
> asked the pilot to "key" his mike if he was hurt and unable to speak.
> We received what we assumed was his key and try to pin-point his location
> via meter strength. We narrowed it down to an area that had few roads
> and many hills, but finally were unable to receive anything further.
> 
> The Nashville airport had no indications of a downed plane, and had
> not received any distress calls.  
> 
> Questions:
> 
> 1. Do small planes have CB radios as a general rule?
> 
> 2. Do all or most small planes have aviation type radios?
> 
> 3. What would you do in a case like this? ( as far as to search or not)
> 
> The general feeling after a few hours search was that it was probably
> a hoax, but with no one being pilots, and having very little knowledge
> of general aviation, we were at a loss. I finally gave in and went home 
> (in time to get a little sleep before work). I have not talked with any
> squad members this morning to find out anything. BTW, I first heard about
> this on the scanner, and it was the highway patrol that were talking. It
> was not an official squad search, because it was never confirmed and no
> one to my knowledge was officially notified.
> 
> Thanks,
> Gary Nunn...Non Aviator (But good Rescuer)
> 
> -- 
>   *   Gary Nunn                *                 
>   *   Intergraph Corporation   *  nunn@gnunn.b30.ingr.com  
>   *   Huntsville, Alabama      *                         
 Gary 
     not very many small planes have CB radios but it is possible

     most small aircraft have avation radios
      
    This is most likly a hoax most small aircraft have avaition radios and most
pilots would have contacted someone in the air traffic control system first.
    If this was an ultralight type craft he may have only had CB but it would
be very unlikely that he wouldhave been up at night.  Just to be shure you
might have the Ciil Air Patorl shearch the area they are gighly trained in
aircraft locating techniques. Good Luck!
From: baldwin@pacific.cps.msu.edu (Reid A Baldwin)
Newsgroups: rec.aviation
Subject: Re: Pitching Moment of Seaplane Props
Date: 12 Oct 92 21:02:26 GMT
Organization: Dept. of Computer Science, Michigan State University

In article <2241@usna.NAVY.MIL>, dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
|> In article <1992Oct9.154026.28656@msuinfo.cl.msu.edu> baldwin@cps.msu.edu (Reid A Baldwin) writes:
|> !
|> !In article <2239@usna.NAVY.MIL!, dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
|> !|! 
|> !|! 2. Propeller normal force moment.
|> !|! 
|> !|! A propeller at an angle of attack to the airstream generates
|> !|! a force `in the plane' of the propeller disk. The propeller
|> !|! normal force generates a moment equal to the propeller
|> !|! normal force times the distance from the propeller disk
|> !|! to the cg. So it does matter where along the `thrust' line
|> !|! the propeller is located.
|> !|! 
|> !|! Ref. See Etkin `Dynamics of Flight'
|> !|! 
|> !|! Dave Rogers
|> !
|> !In what direction is the propeller normal force when the angle of
|> !attack is positive?
|> 
|> Ahh... normal to the thrust line.
|> 
|> Dave Rogers

That tells me what plane the force is in (which I was intelligent
enough to discern from the name). If the engine thrust line has a
positive angle of attack, is the normal force upward, downward, or
directed to the side?
Xref: sparky rec.aviation:16611 rec.aviation.misc:110 rec.aviation.piloting:116
From: jeremy@cs.swarthmore.edu (Jeremy Brest)
Newsgroups: rec.aviation,rec.aviation.misc,rec.aviation.piloting
Subject: Flying jobs in Africa?
Date: 12 Oct 92 21:55:29 GMT
Article-I.D.: cc.HKQRB69
Organization: Swarthmore College

I'm interested in flying in Africa professionally, starting this
summer.  At least at first, pay isn't a _huge_ factor, and I'm also
flexible on location, though personal safety is a large consideration.
Has anyone done this?  Does anyone have any leads for people,
angencies, or aviation organizations?  I'm a CP-ASMEL-IA, CFI-ASE.

(Please send mail in addition to posting follow-ups -- this machine
expires news more quickly than I can get to it.)

Thanks,

Jeremy
jeremy@vix.com

Jeremy Brest / 824 San Francisco Court / Stanford, CA  94305 / 415-322-1728
Newsgroups: rec.aviation
From: davea@col.hp.com (Dave Allen)
Subject: Re: IFR approaches and uncontrolled fields
Date: Thu, 15 Oct 1992 18:34:32 GMT
Organization: HP Colorado Springs Division

scott@hplvec.LVLD.HP.COM (Scott Turner) writes:
> I strongly
> believe that one of the items an instructor ought to cover pre-solo is a
> basic overview of the local instrument approachs as well as approach
> terminology.

Interesting idea, but I was a VFR pilot for 25 years in a dozen states. It's
not just the student pilots who don't know where the outer marker is. It's
the VFR pilots too. And why should they? I didn't know where to buy IFR
charts, how to figure out what they meant, and didn't want to fill my VFR
head with a dozen more silly names of things I would never use.

So, for me...
Should a vfr pilot be expected to know where ifr things are? No.
Should an ifr pilot be expected to know where he is from the airport in vfr
terms? YES. (He/she'd better!)

It's good advice for a vfr pilot to know ifr things because of the ifr
pilots who think everybody should know what they know. But one reason they
are vfr pilots is to avoid having to know all that ifr "crap", and I for one
respect that. It's up to the IFR pilot to speak "english" when operating
around vfr traffic.

dave allen - Fly because you love it.
From: rl@socrates.ucsf.edu (Robert Langridge)
Newsgroups: rec.aviation
Subject: Re: Powerless flight (was El Al Boeing crash on Amsterdam)
Date: 16 Oct 92 00:15:31 GMT
Organization: UCSF Computer Graphics Lab

myshatyn@hpfcso.FC.HP.COM (Mike Myshatyn) writes:

>Gregory R. Travis writes:

>> A 747-anything will fly on no engines just fine, thank you.  
>                      ^^^
>More like glide.

Gliding IS flying, though it is better to do it in an aircraft designed 
for the purpose.

Bob Buck, who had more experience in all kinds of flying machine than most
of us will ever have, always insisted that experience in flying sailplanes 
sharpened the skills necessary to fly even the bigger and noisier ones.

Bob Langridge    		       Phone: +1 415 476-2630, -1540, -5128
Computer Graphics Laboratory		               FAX: +1 415 476-0688 
926 Medical Sciences
University of California	                    E-Mail: rl@cgl.ucsf.edu
San Francisco  CA  94143-0446 
Newsgroups: rec.aviation
From: bishopjl@infonode.ingr.com (John L Bishop)
Subject: Re: A very short aviation story
Organization: Intergraph Corporation, Huntsville, AL.
Date: Wed, 14 Oct 1992 12:53:59 GMT

In article <1992Oct13.215752.21388@adobe.com> mparker@adobe.com (Mike Parker) writes:
>In article <1992Oct13.155351.7265@nntpserver.chevron.com> hdnea@usho92.hou281.chevron.com (David Neal) writes:
>
>>Actually the reverse. He started the gear raising process while
>>all three tires were still fully on the runway. The plane sort
>>of nodded (I said bowed) as the nosegear raised itself inwards
>>towards the belly.

I'm not a Bonanza driver - but I do recall hearing that the gear and flap 
switches are identical except for their position on the panel.  I heard 
that it is a fairly common mistake to inadvertently select gear up
on rollout when attempting to retract the "flaps".  This sounds like a similar 
situation occurring on takeoff.

						John
-- 
Standard Disclaimer:  These are my comments, and not necessarily my employer's.
That's my story, and I'm sticking to it!
John L. Bishop, Tech. Manager, Intergraph Corp.     bishop@jlb911.b17a.ingr.com
Xref: sparky rec.aviation.piloting:101 rec.aviation.ifr:58
From: richieb@bony1.bony.com (Richard Bielak)
Newsgroups: rec.aviation.piloting,rec.aviation.ifr
Subject: Flying with few instruments (Re: Stay off the rudder!)
Date: 7 Oct 92 20:37:45 GMT
Organization: multi-cellular

In article <1992Oct6.033436.8622@netcom.com> steve@netcom.com (Stephen Williams) writes:

[...]

>>Leaving out the engine instruments, the basic VFR instruments are 1) magnetic
>>compass, 2) heading indicator, 3) turn & bank indicator, 4) attitude
>>indicator, 5) altimeter, and 6) rate of climb meter (did I miss any in
>>there?). With these your typical private pilot has the ability to execute
>>a 180 degree turn quite safely. That's basically what they recommend.
>
>FAR 91.205(b), VFR day required instruments:
>	(1) Airspeed indicator
>	(2) Altimeter
>	(3) Magnetic direction indicator
>	[ ... sundry engine instruments ... ]

[...]
>
>Notice that VFR flight doesn't require much, instrument wise. Also note
>that the FARs make no mention of the VSI (rate of climb indicator) However,
>I frankly have never seen a plane without most of the above equipment.
>(Ok, so I fly complex aircraft.)

The Aeronca Champ I fly has the minimal set of instruments: air speed
indicator - which occasionally breaks, altimeter, compass - which is
not too reliable, engine rpm, oil pressure and oil temperature.

I also flew one dual flight in a glider (2-33) with all the
instruments covered. Only the yaw string was visible. The instructor
(who was also a DE) said "Take off, get off the tow at 2000 feet and
then land".

This was easier to do than I expected. I let off the tow at, what
looked like 2000 feet AGL - turned out to be little higher. Did a
couple of stalls, to see what they feel like. Flew the pattern and
landed. 


...richie


Glossary:

   DE  - FAA Designated Examiner
   AGL - Above Ground Level
-- 
* Richie Bielak   (212)-815-3072   |                                          *
* Internet:       richieb@bony.com | Rule #1: Don't sweat the small stuff.    *
* Bang {uupsi,uunet}!bony1!richieb | Rule #2: It's all small stuff.           *
*    - Strictly my opinions -      |                                          *
From: gandy@tellabs.com (John Gandy)
Newsgroups: rec.aviation.piloting
Subject: Re: wanna be a pilot with eye-glasses???
Date: 7 Oct 92 17:39:53 GMT
Organization: Tellabs, Inc.

In article <1992Oct5.191930.13861@nntpserver.chevron.com>, hdnea@usho92.hou281.chevron.com (David Neal) writes:
> In article <1992Oct5.160155.18100@porthos.cc.bellcore.com> patter@dasher.uucp (24224-guthrie) writes:
> >In article <1992Oct3.232600.5132@nic.funet.fi> asunta@convex.csc.FI (Miika Asunta) writes:
> >>
> >>I have about -6 in both eyes.
> >>
> >>Have I any chance to become a private pilot?
> >
> >I don't know what this means.
> 
> Try ~20/450 in one eye and 20/500 in the other. 
> 
> I had to take the eye exam portion of the medical
> twice, once without corrective lenses, and once with.
         ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

You, too! I was perplexed and more than a little miffed when I
was asked to remove my soft contacts simply to prove that I
indeed could not read the big "E" on the top of the eye chart
(thats the 20/250 line...I have 20/500 in both eyes).


> David Neal -- hdnea@hou281.chevron.com 


--
^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^
John F. Gandy            Tellabs, Inc.            gandy@tellabs.com
708-512-8194               Lisle  IL          ...!uunet!tellab5!gandy
v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v-^-v
From: bill@tucson.sie.arizona.edu (Bill Ganoe)
Newsgroups: rec.aviation.piloting
Subject: Re: wanna be a pilot with eye-glasses???
Summary: Something doesn't sound right here...
Date: 8 Oct 92 05:10:50 GMT
Organization: SIE Dept.,  Univ. of Arizona,  Tucson, AZ

In article <1992Oct5.160155.18100@porthos.cc.bellcore.com>, patter@dasher.uucp (24224-guthrie) writes:
> In article <1992Oct3.232600.5132@nic.funet.fi> asunta@convex.csc.FI (Miika Asunta) writes:
> >
> >I have about -6 in both eyes.
> >
> >Have I any chance to become a private pilot?
> 
> I don't know what this means.
> 
> You have to have 20-200 or better uncorrected vision, correctable to
> 20-20 to get a third-class medical certificate.  Waivers are possible
> if you're close to this, but they're very hard to get.
> 
My eyes are way beyond 20/400 (as I understand it: -6.75 and -5.75),
but they are correctable to 20/20, and I got my 3rd-class medical last
May with almost no questions asked.  The physician who signed my
certificate said I would need a waiver (no surprise) for a 2nd-class
certificate, but he thought it would be trivial to get unless the
opthalmologist who examined me (for the waiver) found something that he
had missed.

For the record, FAR 67.17(b)(1) says:
   "Distant visual acuity of 20/50 or better in each eye separately,
without correction; or if the vision in either or both eyes is poorer
than 20/50 and is corrected to 20/30 or better in each eye with
corrective lenses (glasses or contact lenses), the applicant may be
qualified on the condition that he wears those corrective lenses while
exercising the privileges of his airman certificate."

Bill
-- 
William H. Ganoe  (bill@sie.arizona.edu) |
Systems & Industrial Engr. Dept,         | "I'd rather be soaring!"
Univ. of Arizona, Tucson, AZ 85721; USA  |
Newsgroups: rec.aviation.piloting
From: enns@waterloo.hp.com (Roger Enns)
Subject: Parapalegic Pilots?
Date: Wed, 7 Oct 1992 14:22:45 GMT
Organization: HP Panacom Div Waterloo ON Canada
X-Newsreader: TIN [version 1.1.4 PL6]

I have a co-worker here who has the flying bug.  He is wheelchair
bound, and wonders what solutions, if any, exist to allow him to
learn to fly.  He has taken a couple of ultralight lessons, but
wants to learn in something more substantial.  I know the old
Ercoupes had the rudder linked with ailerons.  Are there any
other aircraft with similar control systems? 

Thanks in advance, and please e-mail responses if possible.

--
Roger Enns (enns@waterloo.hp.com) Panacom Automation Division, HP
C-GIIV Dragonfly, 1979 RX7 13B, 1985 Colt
From: smythe@cats.ucsc.edu (Brian Matthew Aljian)
Newsgroups: rec.aviation.piloting
Subject: Flight planning software for Amiga/UNIX/Macintosh/Sun/IBM?
Date: 13 Oct 1992 07:19:21 GMT
Organization: University of California; Santa Cruz
Distribution: world
NNTP-Posting-Host: am.ucsc.edu


I guess this relates to piloting...

I have an Amiga computer at home with a modem that I can use to connect to my
school's UNIX machines (text only).  I also have a Macintosh emulator for my
Amiga.  A flight planner for any of these three systems would be best because
I could use it at home.  Fancy graphics are not required.

I also have access to Sun Sparcs (computer lab) and IBMs (friend and computer
lab).  A flight planner for either of these two systems would also be fine if
I couldn't get one for Amiga/UNIX/Mac.

I *know* that there is some flight planning software for the IBM (because my
instructor told me about it).  What software is available, and can someone
give me some pricing information?  Reviews of said software would be great if
anybody has any insightful comments and has the time to type them in.  :-)

Thanks very much!

-- 
------------------------------------------------------------------------------
Brian M. Aljian                                                 // Only Amiga
smythe@cats.ucsc.edu                                           // makes it
"Procrastinators do it tomorrow." -- fortune -os            \\// possible...
------------------------------------------------------------------------------
From: hdnea@usho92.hou281.chevron.com (David Neal)
Newsgroups: rec.aviation.piloting
Subject: Re: A very short aviation story
Date: 13 Oct 92 15:53:51 GMT
Organization: Chevron

In article <2250@usna.NAVY.MIL> dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
>In article <1992Oct13.064134.18531@peck.com> hdnea@usho92.hou281.chevron.com (David Neal) writes:
>!I was just about to leave when a pretty yellow and brown v-tail Beech
>!taxis down to the end of 16. He spends 10 full minutes doing his
>                                        ^^^^^^^^^^^^^^^^^
>!pre-departure takeoff. 
>
>Bonanzas have a prohibition against exceeding 1000-1200 rpm before the
>engine is warm (100 degrees F). It takes about 10 minutes to warm it
>up even in the summer. More like 15+ if it is cold. So that is probably
>what he was waiting for.
>
That probably explains that. 

>!As his big engine spools up, it makes enough noise that I can hear it
>!above the FM radio from 1/2 of a mile away. He soon has enough speed to
>!rotate and promptly raises the gear. The Beech bows to me as he rocks down
>!on his nosegear and then quickly lifts the nose of the plane into the air.
>!The gear comes back down, and the pilot shoots out of my line of vision as
>!he passes the stand of trees blocking view of the runway.
>
>This is interesting. Are you suggesting here that the mains came up
>while the nose gear remained on the runway?
>

Actually the reverse. He started the gear raising process while
all three tires were still fully on the runway. The plane sort
of nodded (I said bowed) as the nosegear raised itself inwards
towards the belly.


>
>With a two bladed prop the tip is normally not to much more than 6"
>from the pavement. You get a bit more clearance with a 3 blade.
>

I have no idea exactly how close he came to the runway. If
the plane resting on the fully extended nosegear is
considered 100% of his clearance, then he was down to 25% of
his clearance based on my observation. Is that clearer?


>!Before I can key to transmit he begins to call traffic and makes an
>!immediate hard turn into the downwind leg. Downwind to base, base to final
>!and he is flying the plane like a pro.  Smooth flare, nice landing and he
>!taxis off behind the FBO.
>
>!A few minutes later he and his wife leave in a Cadillac, guess they are
>!done flying for the day.
>
>Probably said there is something screwy with the gear so took the
>plane to the shop to have it jacked up and the gear swung and checked.
>
>He got a good scare but it also sounds like he handled the situation
>very well.
>


Hmm.. hopefully my relaying of the events didn't seem critical.
My comments in the last paragraph were meant to be humorous.


I guess I could have said "Gee, saw a near prop-strike today".



>Dave Rogers


-- 
David Neal -- hdnea@hou281.chevron.com 
Conserve water, California's deserts need more cotton farms.
Barbie says, Take quaaludes in gin and go to a disco right away!
 But Ken says, WOO-WOO!!  No credit at ``Mr. Liquor''!!
Newsgroups: rec.aviation.piloting
From: greff@eecs.umich.edu (vincent greff)
Subject: true_airspeed=f(pressure_alt,outside_temp,calibrated_airspeed)
Date: Fri, 09 Oct 92 12:44:15 EDT
Organization: University of Michigan
Distribution: rec.aviation

Hi,
I'm a student pilote and was wondering if anyone
could give a function to calculate:
true_airspeed=f(pressure_alt,outside_temp,calibrated_airspeed)

Thanx in advance for your help

Vince
E-mail:greff@eecs.umich.edu