HDTenEightyP/NetNews huggingface dataset:
From: kkalan@casbah.acns.nwu.edu (Kenneth Kalan)
Subject: Re: why IFR = "real pilot"
Organization: Northwestern University, Evanston Illinois.
Date: Wed, 27 Jan 1993 15:25:09 GMT

>In article <1993Jan26.121831.539@ncrcae.ColumbiaSC.NCR.COM>, hutton@ncrcol.ColumbiaSC.NCR.COM (Edward.Hutton) writes:
>> 
>> 	I still don't have a first hand perspective on "real" flying vs.
>> the airline, but one other humorous story springs to mind. I was relating
>> Mike's answer to a pilot who flys for the airlines (he also had a fighter
>> back ground). He looked sort of wistful and said, "You know when you taxi
>> out to the runway and look up at the heavy iron and think, boy I wish I
>> was flying that... More times than not, the heaving iron driver is looking
>> down at your little Cessna and thinking, boy I wish I was flying that!"
>
When I was working on my Private, we stoped at an airport and met a guy
who flew, with the now defunk Midway Airlines, flying a MD-80.  His
personal airplane was a Cessna 140.  Talk about night and day difference.

I'm sure he could afford a different plane, but choose the 140 because
it gave him the satifaction of grass roots flying.

Ken


-----------------------------------------------------------------__-------------
Kenneth Kalan                                        _===_      /  |
PP ASEL                                        | ___/[__ ] \___/__ |
                                               |\__ _|___|_____===/
                                                      \/
kgk@nwu.edu                                            O
--------------------------------------------------------------------------------
From: dand@netcom.com (Daniel Deremiah)
Newsgroups: rec.aviation.misc
Subject: FAA records
Date: 26 Jan 93 16:19:51 GMT
Article-I.D.: netcom.1993Jan26.161951.25274
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

Summary: Want to see FAA records with FTP. 
Followup-To: 
Distribution: usa
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 
Keywords:FAA, records, accidents 


Does anyone know of a site that I can check out FAA accident reports by FTP 
or otherwise?  I really would like to see some of the accidents that have 
happened recently and not so recently.

dand@netcom.com
From: klaus@enuxva.eas.asu.edu (Todd C. Klaus)
Subject: WANTED: PIPER ALTERNATOR IDLER PULLY ASSEMBLY
Followup-To: christen@saifr00.cfsat.honeywell.com
Summary: Needed: Piper PULLEY ASSEMBLY - ALTERNATOR DRIVE 
Organization: Arizona State University
Date: Sat, 23 Jan 1993 00:20:06 GMT

Help is needed.  If you have any contacts or a way
to help find Piper part no. 99072-00 "Pulley assembly
- Alternator Drive".  I have tried all the salvage 
yards I know of and will attempt to contact the 
Cherokee owners association next.  If anyone has 
ideas, better sources, etc. please contact Mike at 
the following e-mail addres:

christen@saifr00.cfsat.honeywell.com

I'm posting this from a friends account but will
get all e-mail to the above address.  Thanks!!!

P.S. this is for the air-conditioned 140.  
Newsgroups: rec.aviation.misc
From: hutton@ncrcol.ColumbiaSC.NCR.COM (Edward.Hutton)
Subject: Re: Return to Truckee
Keywords: n
Organization: NCR E&M Columbia SC.
Distribution: na
Date: Mon, 25 Jan 93 23:15:27 GMT

In article <19805@sunfse.ese.lmsc.lockheed.com> claude@color3.UUCP (Claude Goldsmith) writes:
[ nice story of trip to Truckee deleted ]
>
>I couldn't help but wonder to myself if owning a high wing aircraft
>for all those years hadn't contributed to his misfortune by leaving
>him programmed with an inappropriate template for situational
>awareness.

	Nah! I'd say after all those years of owning a plane with 
wings in the 'right' place -- he was lulled into a false sense of
security and didn't realize the dangerous location of the wings in
the new airplane :-) :-) :-).

Ed <hiding under a wing> Hutton 

-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation.misc
Subject: Teledyne Ryan Aeronautical
Date: 25 Jan 1993 20:44:40 GMT
Organization: Stratus Computer, Inc.
Distribution: world
NNTP-Posting-Host: wiley.ts.stratus.com

At the San Diego airport, I recently noticed a building with the words
"Teledyne Ryan Aeronautical" on its side.  I wasn't aware that there was
any "Ryan" still in business.  Can someone tell me what they do, and what
is the relation to the original Ryan Aircraft (or whatever the proper name 
would be).

Just curious.
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
From: winter@Apple.COM (Patty Winter)
Newsgroups: rec.aviation.misc
Subject: Palo Alto: Blimp capital of the U.S.? :-)
Date: 25 Jan 93 04:20:03 GMT
Distribution: ca
Organization: Apple Computer Inc, Cupertino, CA


Where did all those blimps come from??! 

I was heading home (Sunnyvale) from some shopping when I spotted the
Goodyear Eagle and decided to head north on Bayshore to get a closer
look. I couldn't believe it when I spotted two more blimps circling
Stanford Stadium!

I turned my radio to KNBR just in time to hear the game announcers
mention that one blimp was advertising the Family Channel and the
third one was unmarked. Does anyone know more about these two, like
who owns them and where they live? By the time I got to Palo Alto
the game was over and the blimps were heading away.

The Eagle often goes right over my house on its way from Oakland
(its Bay Area anchorage, right?) to the coast when it goes back to 
L.A.; maybe I should stand on my roof and wave tomorrow morning. :-)


Patty

-- 

    :::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
    ::   Patty Winter N6BIS	       Internet: winter@apple.com  ::	     
    ::   Sunnyvale, California	       AMPRNet: 44.4.0.44          ::
    :::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
From: hull@sybil.cs.Buffalo.EDU (Jon Hull)
Newsgroups: rec.aviation.misc
Subject: FBOs at JFK?
Date: 25 Jan 93 06:08:40 GMT
Distribution: usa
Organization: State University of New York at Buffalo/Comp Sci
Originator: hull@sybil.cs.Buffalo.EDU

A friend of mine (without net access) will be making
a flight from Buffalo to JFK at the end of this week to pick up
some folks at JFK airport in New York.
They will be staying over the weekend in New York
and will need to tie down the plane (a Cherokee six) at JFK.
Any recommendations about FBOs at JFK would be appreciated.
Also, if you have any other information that you think might
be helpful, please let me know.

Thanks in advance,
Jon Hull
hull@cs.buffalo.edu
Newsgroups: rec.aviation.misc
From: bryan@intellistor.com (John Bryan)
Subject: Re: Ain't No Such Thing?
Organization: Intellistor, Inc.
Date: Fri, 22 Jan 93 22:43:58 GMT

I don't know all the tradeoffs with low-cost jet engine aircraft, but
what I've been lusting after ever since my copy of AOPA Pilot showed
up a couple months ago (December? October? maybe even January?) is the
Silver Eagle Cessna P210 conversion; an Allison 250 Turboprop, plus an
effective payload increase (turboprop engine is lighter than the stock
turbocharged piston), new instrumentation, baggage compartment
(fuselage) fuel tank, etc., etc.  It sounds lovely.  I want one.

Anyone around here want to form a partnership?  At only $350,000 -
$500,000, I figure I'll only need about 35-50 partners!  :) (Actually,
probably only 5-6 partners would do it, but that's still a lot of
headaches for a plane I'd want to have all to myself, alas.)
-- 
------------------------------------------------------------------------
John T. Bryan       | e-mail: bryan@intellistor.com
Intellistor         | UUCP:   ...!csn!arrayb!bryan
Longmont, CO        | USPS:   2402 Clover Basin Drive, 80503
(303) 682-6527      | PP-ASEL/IA
------------------------------------------------------------------------
From: lhe@sics.se (Lars-Henrik Eriksson)
Newsgroups: rec.aviation.misc
Subject: Re: Lawsuits (was: more on business flying)
Date: 26 Jan 93 20:43:02 GMT
	<JONT.93Jan25130235@ml.harlqn.co.uk>
	<1993Jan25.141302.13816@bcrka451.bnr.ca> <C1F90E.2ID@tss.com>
Organization: Swedish Institute of Computer Science, Kista

In article <C1F90E.2ID@tss.com> burke@tss.com (Jim Burke) writes:

   A recent article (I believe it was in AOPA Pilot) described an ongoing 
   lawsuit involving Piper that seems utterly ridiculous to me.  
...
   The basis for the suit is that Piper was negligent
   in not installing shoulder belts in the plane, even though the plane 
   met the then-current FAA certification requirements.

It is even worse! It is also claimed that Piper was negligent in
producing tailwheel aircraft, since they are "an inherently unsafe
design"! Why inherently unsafe? Well, part of the reason why the Cub
collided with the truck was that the pilots visibility was reduced
because of the tail-low attitude of the aircraft at the beginning of
the take-off roll. As we all know, this is a problem with many
tailwheel aircraft.
--
Lars-Henrik Eriksson                            Internet: lhe@sics.se
Swedish Institute of Computer Science           Phone (intn'l): +46 8 752 15 09
Box 1263                                        Telefon (nat'l): 08 - 752 15 09
S-164 28  KISTA, SWEDEN                         Fax: +46 8 751 72 30
Newsgroups: rec.aviation.misc
From: hutton@ncrcol.ColumbiaSC.NCR.COM (Edward.Hutton)
Subject: Re: attitudes of IFR rated pilots (was Re: business flying policies)
Organization: NCR E&M Columbia SC.
Date: Thu, 21 Jan 93 15:08:23 GMT

In article <1993Jan21.064644.13021@xymox.palo-alto.ca.us> philf@xymox.palo-alto.ca.us (Phil Fernandez) writes:
>
>Of course, a "real" Ph.D doesn't represent the ultimate in academic
>proficiency or achievement either...  Maybe we can think of the
>commercial as equivalent to finishing a postdoc, and the ATP as the
>equivalent of getting a tenured faculty position at a major
>university.
>
	[Note few smileys] I learned a valuable lesson the first time
I was invited to visit an engineering research lab. Fresh out of the
Army, with my lowly trade school back ground, I had been repairing,
calibrating, and doing preventative maintenance on complex medical
instruments for 5 years; nevertheless, I was ready to be awed by my
visit to this temple of technology (the University Engineering Research
Lab). A place I was sure would be populated only by people bordering on
genius.

	When I arrived, I saw two professors attempting to fix a data
collection instrument for one of their experiments. Picture this :-):

Two Ph.D's, one holding a tortured DB-25 connector in a pair of pliers --
the other attempting to solder a 22 gauge wire to it with a 250 Watt
Weller soldering gun!

	Well I learned something :-) -- just not what I expected. I
took classes with both guys. When ever they attempted to portray 
omnipotence in my presence, that image in the lab came to mind.

Ed

-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)    
Newsgroups: rec.aviation.misc
From: mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman)
Subject: FLORIDA FLY IN?
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Sat, 23 Jan 93 19:22:03 GMT

anyone know of any?

I'm a student here at Florida Tech, and haven't been to a fly in since
I left California... do we not have them in Florida or what?

Later,

Marshal
--
  |o| Marshal Perlman                       Internet: perlman@cs.fit.edu |o|
  |o| Florida Institute of Technology                        IRC: Squawk |o|
  |o| Melbourne, Florida                             Private Pilot, ASEL |o|
  |o| 407/768-8000 x8435                      Goodyear Blimp Club Member |o|
From: news@sunfse.ese.lmsc.lockheed.com (news)
Newsgroups: rec.aviation.misc
Subject: Re: Airport closures?
Keywords: n
Date: 22 Jan 93 00:22:26 GMT
Distribution: ca
Organization: LMSC, Sunnyvale

>In article <C0tLu5.7Hn@taligent.com> cep@taligent.com (Christophe Pettus)
>writes:
>> While getting a for-curiosity-only briefing from DUATS, I noticed a
>> whole raft of airport closures in Northern California:
>> ...
>> What's going on here? 
>
>The four letter answer is ... SNOW.
>
>For example:
>
>Truckee CA (Truckee-Tahoe) [TRK]: January NOTAM #16:
>      Airport closed night daily
>Truckee CA (Truckee-Tahoe) [TRK]: January NOTAM #9:
>      Runway 10 - 28 closed
>Truckee CA (Truckee-Tahoe) [TRK]: January NOTAM #14:
>      Runway 1 - 19 snow and ice on runway 5 foot snow bank
>Truckee CA (Truckee-Tahoe) [TRK]: January NOTAM #15:
>      Runway 1 - 19 runway braking action poor - runway braking action nil
>Truckee CA (Truckee-Tahoe) [TRK]: January NOTAM #4:
>      Runway 1 - 19 runway lights obscured by snow
From: claude@leadse9.UUCP (Claude Goldsmith)
On January 4th my S.O. and I decided to fly to Truckee in order to see
how our house had faired after the big snow fall.  Checking weather in
the morning; I was surprised to find the airport closed due to fog
with a surface temperature of -23F!!  By the time we were ready to
leave at 11AM the fog had cleared and the temperature had warmed to
-10F.  So, we launched from Hayward.  I was concerned that after
leaving the plane parked for a few hours, I would have to get the
engine pre-heated before restarting for the trip home.  Not normally
having to concern myself with below zero operations, I am not sure how
long it takes for the engine and oil to cool to ambient.  Perhaps some
of you who deal with those conditions on a regular basis could pass
along the "rules of thumb".

That Sunday was a beautiful day for flying; clear-blue skies and light
winds.  As we neared Truckee, I was happy to hear that the surface
temperature had warmed to 0F.  Interestingly, temperatures aloft were
considerably warmer; at our cruising altitude of 9500' the outside
temp was +25F (field elevation at TRK is 5900').  

Arrival at Truckee was interesting.  First off, you couldn't even tell
from the air that there was a runway 10/28; it and the parallel
taxiway being completely buried in snow.  Secondly, even though runway
01/19 was nicely plowed, the parallel taxiway was only plowed 30' wide
with 4' - 6' berms along side!  One of the few times where a high-wing
plane had a clear advantage.  Taxiing my Mooney required moving from
side to side avoiding the high spots, which fortunately were not in
synch.

The FBO was very busy digging out and pre-heating aircraft for people
who wanted to depart that afternoon.  We found a recently vacated
tiedown spot and parked.  

Unfortunately that's about as far as we got.  When we went in search
of our airport car, we couldn't even get into the parking lot.  All of
the cars were buried in chest-high snow with no access available.  We
were not even sure which "bump" in the snow belonged to us.  There was
no way we were going to get a car out of that lot without first having a
plow open a path to the car.  As you might guess, that lot is way
down on the priority list.

So, we headed back to Hayward.  The flight was great!

A call to the airport this week revealed that a road has finally been
plowed into the parking lot.  Perhaps this weekend we'll be able to
locate our car, dig it out and then see if we can find our house!
That is, if it doesn't snow some more....

Claude Goldsmith, CFII <claude@sunfse.ese.lmsc.lockheed.com>
 twisted-pair (408) 742-7514	      | Opinions expressed are not 
 on the air - WB6UOO                  | necessarily those of my 
 through the air - Mooney N6416U      | employer.
From: geoffm@purplehaze.Corp.Sun.COM (Geoff Miller)
Newsgroups: rec.aviation.misc
Subject: Re: Palo Alto: Blimp capital of the U.S.? :-)
Followup-To: rec.aviation.misc
Date: 25 Jan 1993 23:17:10 GMT
Organization: Sun Microsystems, Inc.
Distribution: world
Reply-To: geoffm@purplehaze.Corp.Sun.COM
NNTP-Posting-Host: purplehaze.corp.sun.com



winter@Apple.COM (Patty Winter) writes:

>The Eagle often goes right over my house on its way from Oakland
>(its Bay Area anchorage, right?)


The Eagle?  I thought the LA-based Goodyear blimp was the Columbia.  Has
it been retired?


Geoff


-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-
Geoff Miller			+ + + + + + + +        Sun Microsystems
geoffm@purplehaze.Corp.Sun.COM	+ + + + + + + +     Menlo Park, California
-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-

Newsgroups: rec.aviation.misc
From: cep@taligent.com (Christophe Pettus)
Subject: Re: In the "System"
Organization: Taligent, a little subsidiary of two really big companies.
Date: Sat, 23 Jan 1993 01:48:51 GMT

In article <1993Jan22.071844.27313@peck.com> geoff@peck.com (Geoff Peck) writes:
>In article <1993Jan21.105913.6562@ncrcae.ColumbiaSC.NCR.COM> and
><742@oscar.UUCP>, hutton@ncrcol.ColumbiaSC.NCR.COM (Edward.Hutton) and
>hurvitz@oscar.UUCP (Dennis Hurvitz) share with the net their observations
>tha the scariest solo of all is that first instrument flight alone.
>
>I'll second that.  (And even third it!)

Fourth!  Fourth!

My first IFR solo occurred on a flight back from Columbia to Palo
Alto.  When I had set out on the flight, the weather was supposed to be
VFR both coming and going ... and it still was >8,000' ceilings at
Columbia.  Unfortunately, a storm front had moved in early, and the
weather had gone down to 2,000' at San Jose and Palo Alto.

No problem, I thought; that's why I got the rating.  I filed an IFR
pickup from the Manteca VOR to Palo Alto, with San Jose as the
alternate, planning to fly the ILS into San Jose and then skip across
to Palo Alto.  After all, I'm an Instrument Rated Pilot of about 1
week's standing ...

And it all worked just as planned.  But when the Stockton Approach
controller said, "N2395V, cleared to Palo Alto as filed, climb and
maintain 6,000'," and the entire world went away as I climbed through
4,500', I've NEVER felt so isolated.  It was night, and all I could see
was the position lights.  I did manage a few 15-20 degree bank
excursions before I finally got settled down on instruments ...
fortunately, my passenger didn't notice.

I thought I was going to burst from tension; everything was working
just fine, but every small noise seemed to portend the wing falling
off.  It didn't.

The flight was uneventful, although as I was being vectored around for
the SJC ILS at 4,000', all I could think of was Mount Hamilton at
somewhat higher than that ... But, right at 2,000', there was the
runway, right on the centerline.  That was definitely one of the most
exceptional moments of my life; made all of the training worthwhile.
--
-- Christophe

"Bad analogy!  No biscuit!"
From: cep@taligent.com (Christophe Pettus)
Subject: Re: In the "System"
Organization: Taligent, a little subsidiary of two really big companies.
Date: Sat, 23 Jan 1993 01:37:30 GMT

In article <1993Jan22.071844.27313@peck.com> geoff@peck.com (Geoff Peck) writes:
>In article <1993Jan21.105913.6562@ncrcae.ColumbiaSC.NCR.COM> and
><742@oscar.UUCP>, hutton@ncrcol.ColumbiaSC.NCR.COM (Edward.Hutton) and
>hurvitz@oscar.UUCP (Dennis Hurvitz) share with the net their observations
>tha the scariest solo of all is that first instrument flight alone.
>
>I'll second that.  (And even third it!)

Fourth!  Fourth!

My first IFR solo occurred on a flight back from Columbia to Palo
Alto.  When I had set out on the flight, the weather was supposed to be
VFR both coming and going ... and it still was >8,000' ceilings at
Columbia.  Unfortunately, a storm front had moved in early, and the
weather had gone down to 2,000' at San Jose and Palo Alto.

No problem, I thought; that's why I got the rating.  I filed an IFR
pickup from the Manteca VOR to Palo Alto, with San Jose as the
alternate, planning to fly the ILS into San Jose and then skip across
to Palo Alto.  After all, I'm an Instrument Rated Pilot of about 1
week's standing ...

And it all worked just as planned.  But when the Stockton Approach
controller said, "N2395V, cleared to Palo Alto as filed, climb and
maintain 6,000'," and the entire world went away as I climbed through
4,500', I've NEVER felt so isolated.  It was night, and all I could see
was the position lights.  I did manage a few 15-20 degree bank
excursions before I finally got settled down on instruments ...
fortunately, my passenger didn't notice.

The flight was uneventful, although as I was being vectored around for
the SJC ILS at 4,000', all I could think of was Mount Hamilton at
somewhat higher than that ... But, right at 2,000', there was the
runway, right on the centerline.  That was definitely one of the most
exceptional moments of my life; made all of the training worthwhile.
--
-- Christophe

"Bad analogy!  No biscuit!"
Newsgroups: rec.aviation.misc
From: rdd@cactus.org (Robert Dorsett)
Subject: Re: why IFR = "real pilot"
Organization: Capital Area Central Texas UNIX Society, Austin, Tx
Date: Thu, 28 Jan 1993 19:46:13 GMT

In article <1k481mINNn1n@transfer.stratus.com> spenny@sw.stratus.com (Steve Pennypacker) writes:
>
>What he meant was that the bus drivers... uh, I mean airline pilots  :^)
>spend all their time going through checklists, with their eyes fixated inside
>the cockpit, do everything by the numbers, and have no real room for 
>flexibility and having fun.  They're pilots without a doubt, but they're even
>more systems managers.  On the other hand, GA pilots fly a lot by feel, 
>get to look out the window (that airliner sure isn't going to see *us*!),
>and can pretty much do what we want when we want.

You would be surprised how many airline pilots have "rubber-band" heads.
Under 18K, they're REAL busy trying to keep a look-out; under 10K, they're
in Indian Country, shotguns out, trying not to run over the Indians.  In
addition, since FMS operation in terminal environments is now discouraged,
many pilots gladly fly "manual" takeoffs and landings.


>I'll bet most airline pilots (at least the ones who don't also fly GA) 
>would feel mighty uncomfortable in a Cub ("hey, how do you know what 
>direction this thing's going?

If you flew with them, I think you'd find that they fly extremely precisely,
with excellent coordination.  That has my experience with airline pilots
I've flown with, and has been the experience of most airline pilots I've 
spoken with who are active in GA.  "The needles are painted on the 
instrument."  You can't fly 80 hours a month, manipulating controls that are 
*extremely* heavy, in which a nudge can mean a thousand foot per minute climb, 
without bringing something to the smaller arena--even the button-pushers,
who are, fortunately, a minority.  

If airline pilots have a fault in a general aviation environment, it is 
likely relying on a higher degree of systems reliability (or redundancy) than 
is appropriate, or lack of familiarity with the "rules of the road" in 
uncontrolled situations.  But as with everything, experience, or, more
importantly, currency, is a great cure-all.





---
Robert Dorsett
rdd@cactus.org
...cs.utexas.edu!cactus.org!rdd
Newsgroups: rec.aviation.misc
From: barford@hpllab.hpl.hp.com (Lee Alton Barford)
Subject: Heard on the air
Date: Wed, 27 Jan 1993 16:56:34 GMT
Organization: Hewlett-Packard Laboratories, Palo Alto, CA


us:  Bay Approach, Cherokee 235H, climbing through 2800 for 4000.

ATC: Cherokee 235H, roger.

ATC: American xxx, traffic 12 o'clock, 7 miles is a Cherokee 3000
climbing to 4000, northbound.

AAxxx: Got 'em on the Nintendo.

ATC: <laughter>


(c) 1993 Lee A. Barford, all rights reserved.  (Note to Belvoir
Publications: Don't even *think* about publishing this without asking
me first!)
--
===============
Lee Barford, PhD, CFII, CAP Chief Check Pilot, and other silly acronyms
Hewlett-Packard Laboratories, Bldg. 26U, POB 10350, Palo Alto, CA 94303-0867
Digital: barford@hpllab.hpl.hp.com           In the air: N235H
Analog:  Twisted pair: (415) 857-3606        Ether: N6UDE or Eagle 618 (CAP)
Newsgroups: rec.aviation.misc