HDTenEightyP/NetNews huggingface dataset:
Newsgroups: rec.aviation

In rec.aviation, burke@tss.com (Jim Burke) writes:


>   The AOPA has problems in general with the wording of the carb float AD.
>   It was written by people who don't normally write AD's and the AOPA is
>   trying to get clarification from the FAA.  However, to be technically 
>   correct, and to be on the safe side, the AOPA technical specialist 
>   recommended that you have a mechanic sign off on the AD(s), even if they 
>   don't appear to apply, by entering wording in the log book to the effect
>   that a review of the aircraft maintenance records indicates that the AD
>   does not apply to the aircraft in question.

This is an interesting couple of AD's.  In the 2.5 years I've owned my
plane I've only received one AD in the mail, till now.  That AD clearly
affected some Turbo Arrows, and I needed to worry about complience.
Now I've received both of these new AD's in the mail, even though they
*CLEARLY DON'T* apply to my aircraft.  One of the AD's is a carb float
problem (I'm fuel injected) and the other applies to Lycoming engines
(I've got a Continental).  Obviously neither one even remotely applies to
me, which leads to two questions.

	1)  Why did I get them?  Neither have anything to do with my
	    type aircraft!
	2)  According to AOPA's interpretation, is Jim saying that I
	    still should have an AI make a logbook notation?

Did they just send these silly things to all registered US aircraft?
Sheesh!

Scott Turner  scott@hpisla.LVLD.HP.COM
HP VXI Systems Division
Turbo Arrow N2134N  "Baby"
From: chem4-aa@garnet.berkeley.edu (Lonnie C. Martin)
Newsgroups: rec.aviation
Subject: Re: Flames (and bumper stickers)
Date: 18 Aug 1992 01:07:20 GMT
Organization: University of California, Berkeley
NNTP-Posting-Host: garnet.berkeley.edu

In article <l8vod7INNrs7@jethro.Corp.Sun.COM> wsanders@ffeine.Sun.COM (Wiley Sanders) writes:

skipped stuff ...

>Let's see, don't you have to be of "good moral character" to keep
>your pilot's license? Would harassment by email be evidence of "bad

As I recall, ATPs have to be of good moral character, but private and
commercial pilots have no such requirement.

For whatever it's worth, I recall it was a question about sight-seeing
flights, and whether drug testing would be required in her environmental
activities, that were where Margaret Puckette left off. The spin stuff
probably didn't do her in. The drug testing / commercial operations aspects
that someone (I don't remember who asked) inquired about might have proved a
difficult subject.

On the other hand, maybe she is too busy to join in with us on rec.aviation
right now. I also found her postings interesting.

Lonnie
-- 
Lonnie C. Martin    lonnie@hydrogen.cchem.berkeley.edu
Newsgroups: rec.aviation
From: doug@alliant.com (Doug Bloomberg)
Subject: Re: Oshkosh award
Keywords: Oshkosh award
Organization: Alliant Computer Systems Corp.
Date: Fri, 14 Aug 1992 04:56:29 GMT

In article <1160@deere.com> paulf@deere.com (Paul A. Fisher) writes:

>The UPS truck dropped off a package at my house yesterday that came from 
>the Experimential Aircraft Association in Oshkosh.  Since I hadn't ordered
>anything from them, I was pretty curious about what it might be.
>
>Inside the package was a plaque engraved with the words 'Outstanding
>Workmanship' along with my name and my airplane's N number!  As soon as
>
> - Paul A. Fisher (I hope my head still fits through the door :-)
>   Q-200 N17PF
>
Way to GO Paul.  That really is a Super acheivement.

Some day if I work hard, and you don't happen to show up at Oshkosh, I might
win that award for my RV-6.

Doug Bloomberg  (doug@alliant.com)
Littleton, CO

RV-6 Builder

ps Paul do you know Charlie Harris, a friend of mine here in CO, he won
his class in the Sun 'n Fun 100 I think he went 206MPH using a Cont O-200.
You guys sure are "quick" in speed and in getting Awards.

pss How about a "quick" rundown on your plane for those folks who are 
not YET into homebuilding.


Newsgroups: rec.aviation
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Re: Regional differences in IFR route assignment (was: I give up...)
Organization: Data Parallel Systems, Inc
Date: Thu, 20 Aug 1992 17:05:00 GMT

In <1992Aug20.023831.5816@xymox.palo-alto.ca.us> philf@xymox.palo-alto.ca.us (Phil Fernandez) writes:

>In article <23479@alice.att.com> ark@alice.UUCP writes:
>> Question:  Why do they insist that you specify the "route" portion of
>> your IFR flightplan in the NE?  It's not like you're EVER going to use it!

Let's be a little more careful about quotes.  The above, attributed to
ark@alice.UUCP, was actually written by me: greg@dpsi.com

>Oh, the question:  is this different in the Northeast?  I've seen
>several references that suggest extreme unpredictability in IFR
>routings in the NE corridors.  Does anyone have thorough experience in
>both regions to discuss the similarities/differences in procedure?
>How about other regions?

Well, Dave Rogers says that he gets what he files in the NE and I
believe him.  But I don't know how he does it.  I CAN get what I
file in the NE if I file the IFR "preferred" routes.  However, these are
only published for certain regions/destinations and you're left on your
own if you want to fly somewhere else.  The other problem is that they
are often significantly longer than a more direct route.

Going to or from MVY, for example, is a complete mystery to me.  The first
time I did it, I tried to file over NYC.  HaHa.  The second time I did it
I tried the route they had given me the first time.  No good.  And
so on...

In the midwest it's a COMPLETELY different story.  99% of the time I
get "cleared as filed" and it stays that way.  Of course, going into
Chicago or Cleveland, they have a couple of preferred routes to which I
am savvy.  However, those routes involve only one or two VORs outside of the
destination and do not seem to change from day to day.

I'll agree with Geoff about IFR in busy airspace:  I'll avoid it in the
NE corridor as much as possible.  IFR in the midwest, though, is much
more laid back and often no more trouble than going VFR and even
less than VFR+VFR Flight Plan+Flight Following.

greg
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
From: VPN1@psuvm.psu.edu
Newsgroups: rec.aviation
Subject: partial engine failure, speed
Date: 16 Aug 92 12:48:25 GMT
Article-I.D.: psuvm.92229.084825VPN1
Organization: Penn State University

I stand corrected.  As was pointed out (I've misplaced
the poster's name), best rate-of-climb speed and best glide
speed are not the same.  I memorized both numbers for the
PA-28 long ago; I think my brain was in idle-cutoff when I
wrote that.
      I guess that means that with partial power, insufficient
to maintain altitude, the best speed (greatest distance) would
be between best rate-of-climb and best power-off glide?
    That's probably as close as I could hold the speed anyway,
while trying to trouble-shoot the engine and look for a landing
spot at the same time.
                       vince norris,  penn state u.
Newsgroups: rec.aviation
From: josh@sol.asl.hitachi.com (Joshua Koslov)
Subject: Re: Transition Glider to Power
Reply-To: josh@sol.asl.hitachi.com
Organization: Hitachi America Ltd
Date: Fri, 21 Aug 1992 20:00:05 GMT

In article 28610@dsg.cs.tcd.ie, sloubtin@dsg.cs.tcd.ie (Sylvain Louboutin) writes:
> In <21AUG199213271714@vxcrna.cern.ch> cohler@vxcrna.cern.ch (Mike Cohler) writes:
> 
> >I try to land with the airbrakes about half out on gliders, I hold the glider 
> >just above the runway and let the speed decay until the aircraft stalls
> >to a gentle touchdown, with the HALF BRAKE condition.  Of course if you shut the
> 
> I agree that ideally the approach should be done with half-brake
> conditions.  However as soon as I am clear of obstacles and start
> flaring I open the brakes fully.  I don't see the point of leaving the
> brakes half-open then.
> 
> and no,  I have never been told to fly the glider into the ground...  
> 

It may depend upon what type of glider you are flying.  Probably, holding off with
full brakes gives the LOWEST-energy landing.  However, in terms of a "nice" landing,
I find that full brakes in a 1-26 will land you tail first;  half spoilers will 
result in a low-energy landing--with nose and tail wheel simultaneously.


Newsgroups: rec.aviation
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Re: I give up...
Organization: Data Parallel Systems, Inc
Date: Tue, 18 Aug 1992 14:42:39 GMT

In <BsxHA5.JvD@world.std.com> anderson@world.std.com (Dave Anderson) writes:


>From yesterday's Boston Area Forecast synopsis section:

>  SC FA 121345 AMD 2
>  SYNOPSIS AND VFR CLDS/WX
>  SYNOPSIS VALID UNTIL 130300
>  CLDS/WX VALID UNTIL 122100...OTLK VALID 122100-130300
>  .
>  SYNOPSIS...09Z CDFNT EXTDG FROM NS ACRS CAPE COD AND DELMARVA PEN
>  TO SWRN NC AND NRN MS WILL MOV SLOLY EWD THRU 03Z. SFC RDG BLDS
>  SLOLY EWD ACRS AREA TO W OF FNT. ...CUNDY...
>  .
>  
>Excuse me, but, qu'est-ce que c'est un "CUNDY"?  

The name of the forecaster who prepared the forecast.

That WAS a nice weather system, now wasn't it?  I just loved flying through
all five hours of it on my way home from MVY.  At least I was on top
SOME of the time and the airplane DID get washed.

Question:  Why do they insist that you specify the "route" portion of
your IFR flightplan in the NE?  It's not like you're EVER going to use it!

greg
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
Newsgroups: rec.aviation
From: derrell@kirk.retix.com (Derrell Lipman)
Subject: Wonderful place to visit in Idaho Wilderness Area!
Organization: Retix, Santa Monica
Distribution: rec
Date: 14 Aug 92 18:19:24

In the last few days, someone asked for advice on places to fly to in
the west.  I no longer have that article, so don't know who to
address, but I think this will be of general interest.

Three years ago, I was on a fly-around-the-country trip, and
discovered what I believe is the most relaxing place on earth.  It's a
ranch in the middle of the Idaho wilderness area.  The only ways to
get in there are to fly in, and land on their own turf landing strip,
or to come in by horseback from the road five to ten miles away.  The
place is BEAUTIFUL!  Sulphur Creek Ranch is nestled in a valley,
surrounded by gorgeous mountains.  It offers horseback riding,
fishing, hiking, and other forms of outdoor entertainment.  The Middle
Fork of the Salmon River is only a short trail ride away.  You stay in
private cabins which are rustic, but offer hot showers and beds.

Sulphur Creek Ranch is not listed on my aviation charts, but here's
how you find it: On the CF-16 WAC, find 114 degrees / 45 degrees for
the Salmon VOR.  Look south of V121-269 between McCall VOR (MYL) and
Salmon VOR (LKT).  Right on V298 is Landmark USFS Field (0U0).  Just
south-east of that is Morgan Ranch (65U).  Draw a line between
Landmark and Morgan, and immediately south of that line, just a little
bit to the Morgan side of halfway, is Sulfer Creek Range.  The
altitude is 5860 ft., and the runway is 3300 feet long (enough for a
fully-loaded Grumman Tiger in the heat of summer).  Note that this is
a one-way runway.  There are trees at one end.  You always land
towards the trees (from over the field), and take off away from the
trees (towards the field).  This often implies early morning or late
evening takeoffs due to prevailing winds.

For information, the address I have for Tom and Shirley (the owners) is:

	Sulphur Creek Ranch
	7153 West Emerald St.
	Boise, Idaho 83704

I also have a phone number for Tom and Shirley which you can try; I'm
not sure it's valid: (208) 376-5555

Have Fun!  This place is GREAT!
--

--derrell    (derrell-lipman@retix.com)

Cogito Signum - "Consider the stamp"

	"Consider the stamp, my son, for its usefulness consists in
         its ability to stick to one thing until it gets there."

			Omega Phi Alpha motto.
From: glenb@hpnmdla.sr.hp.com (Glen Baker)
Date: Tue, 18 Aug 1992 16:05:01 GMT
Subject: Re: Cellular phones again!  Argh!!
Organization: What, me? Organized?
Newsgroups: rec.aviation

In rec.aviation, rob@cats.ucsc.edu (99708000) writes:

> Anybody know what gives?

  Yep. They're out of line. I called up the FCC and the conversation went
  something like this:

 Me > "Hi, I've got a quick question about cellular phones...."

 FCC> "They're not legal in an airplane."

 Heck, I didn't even get to ask the question!


 ..glen
From: bull@vaxc.cc.monash.edu.au
Newsgroups: rec.aviation
Subject: Re: Commercial and Military Simulators
Date: 17 Aug 92 20:19:44 +1000
Organization: Computer Centre, Monash University, Australia

In article <17059@ulysses.att.com>, esc@ulysses.att.com (E. Steve Crandall) writes:
>
> Five or six years ago I had the opportunity to "fly" an Evans and
> Sutherland simulator.  What is the current state of simulator
> technology?  Who are the major players these days (is E&S still state
> of the art?)?

        On a side issue, what happens to the military simulators when
aircraft are removed from service? Seems like one way to get close to
owning a military jet without having a megabuck income ( I am aware
that the similators use specialised computer systems to drive the image
projectors ).


           Bull@vaxc.cc.monash.edu.au  OR  bull@monu1.cc.monash.oz
                    DOD# 251  '84 VF 750   Closet Ducatisto
             Disclaimer. If you love your llama, let it lambada.
From: cap@selway.umt.edu (Charles A. Smith)
Newsgroups: rec.aviation
Subject: Setting the hook
Date: 12 Aug 92 17:03:17 GMT
Article-I.D.: selway.1992Aug12.170317.29668
Organization: University of Montana


Last Sunday, I took my neighbor and his wife for their first flight in a 
light plane.  Rick told me that he had always wanted to learn how to fly.
So, once we were at altitude and away from the airport, I showed him how
to work the controls, and let him "fly" for awhile.

He goes for his medical tomorrow, and his first lesson is scheduled
for next week.
-- 
Cap Smith                 Assistant Prof. of MIS           
cap@selway.umt.edu        University of Montana
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Principle of VOR
Date: 20 Aug 92 18:19:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

TR> .    Very fundamental question(I suppose).
  > .    What is the principle of VOR system ?   I've ever read that the differ
  > .between phases of two waves(a wave for reference and a wave whose phase is
  > .different according to the direction ?) specifies the angle(or radial), bu
  > .only one frequency is assigned to a VOR.   I think I should misunderstand,
  > .but cannot find further description.
  > .   Does anyone tell me ????

Very fundamental and not very rigorous answer.  Think of the carrier
modulated with both AM and FM signals.  That'll get you closer to "The
Truth".

There's a good basic book called Avionics Fundamentals, published by
IAP.  The last address I remember was Riverview(?) Wisconsin, but I
think they moved since...  If nobody posts a better address, Email me
and I'll dig out my copy and send you the information.

        D/


 * OLX 2.2 * Dick.Zeitlin%acc1bbs@ssr.com
                                                                                                                  
Newsgroups: rec.aviation
From: rjg@umnstat.stat.umn.edu (Robert J. Granvin)
Subject: Re: Where oh where is mpuckett?
Organization: School of Statistics, University of Minnesota
Date: Sat, 15 Aug 1992 01:38:24 GMT

In article <SHAFER.92Aug14180420@ra.dfrf.nasa.gov> shafer@rigel.dfrf.nasa.gov (Mary Shafer) writes:
>I'd suggest that people who _have_ to be right and who _have_ to have
>the last word, no matter how trivial the provocation, find another
>group.  Try talk.bizarre.

i.e., behave towards others as you would like to have others behave
towards you in the pattern.

-- 
Robert J. Granvin                                       School of Statistics
rjg@umnstat.stat.umn.edu                             University of Minnesota
Newsgroups: rec.aviation
From: olsen@xn.ll.mit.edu
Subject: Re: Clearing customs
Organization: MIT Lincoln Laboratory, Lexington, MA
Date: Fri, 14 Aug 92 15:55:09 GMT

brent@telebit.com (Brent Chapman) writes:
>DON'T COUNT ON "ADCUS"!!!  ... It is much better to call Customs
>yourself before departure, to advise them of your ETA; make sure to
>note the name and badge number of the Customs agent you speak with,
>in case there are any problems later.

I don't ask for the badge number.  I just make sure that the
telephone call to Customs will show up on my phone bill, so I can
prove that I called.

In addition to the unreliablilty of ADCUS, here are some more reasons
to call US Customs directly:

 - US customs airports are either "International" or "Landing-Rights"
   airports (LRA's).  The large majority of them are LRA's.
   International airports require advance notice.  LRA's require advance
   notice *and* permission from Customs.  ADCUS constitutes a *request*
   for such permission, but unless you call you won't know if it will be
   granted until it's too late.  If it isn't granted, you in a lotta
   trouble, boy.

 - If you call ahead, and you have a customs-fee sticker already, it's
   likely that you will get a "telephone inspection", as other posters
   have described.  If you don't call, they have to send someone out
   and you may have to wait for them (in the airplane, regretting that
   pre-takeoff cup of coffee.) :-)

 - The Customs people seem to like having telephone notice better than ADCUS.

For this last reason, I'll usually call Canada Customs too, when going
the other direction.
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: TRSA's
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Sun, 23 Aug 1992 00:21:28 GMT

barney@sol.usc.edu (Barney Lum) writes:

>And now a few words from our sponsor:
>   TVL UA /OV FAT-SWR (Fresno-Squaw Valley/Tahoe) /TM 1840/FL115/TP PA28
>          /TB MDT /RM CONT 105-135 A REAL BUTT BUSTER-INTERESTIN

I flew back from Newport, OR to Palo Alto, CA (via Eugene, OR and
Redding, CA) yesterday.  There were both SIGMETs and a center urgent
weather advisory for "moderate, occasional severe" turbulence over the
Sierra Nevada, backed up by numerous PIREPs of same...  We came down
the western edge of the SIGMET area, and had no problems at all.  There
were some _serious_ downdrafts between Medford and Redding (then again,
just about _any_ downdraft is "serious" for a 172 at 11,500...), but no
turbulence.

There was an _amazing_ amount of smoke from the forest fire currently
burning north of Redding, and LOTS of air attack traffic in the air
around Redding, which is home to one of California Department of Forestry's
major air attack bases.  We landed at Redding just before sunset, when all the
tankers and spotters were on their way home for the night.  Within 5 or
10 minutes before and after our landing, we the arrival of several
P-3s, several P-2's (including one who executed a "short approach" that
involved turning final at not more than 1 wing-span above the runway),
3 Navy Blackhawks (not sure if they were there because of the fire, or
for some other purpose), and an OV-10 Bronco in a very striking civilian
green and orange paint scheme (I wasn't aware that any of the OV-10s were
out of the hands of the military yet). 

The place was a _zoo_...  I was talking to the folks at the FBO, and
they said that it's _always_ like this when the air attack base is
operating, and that the fact that the particular fire they were working
on was very nearby didn't really make it any busier.


-Brent
From: dsnyder@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation
Subject: Re: Commercial and Military Simulators
Date: 21 Aug 92 08:43:54 EST
Organization: USAF AL/CFH, WPAFB, Dayton, OH

>
> Five or six years ago I had the opportunity to "fly" an Evans and
> Sutherland simulator.  What is the current state of simulator
> technology?  Who are the major players these days (is E&S still state
> of the art?)?  

  CAE-Link are still big in the simulator market as are Boeing.
  In the commerical market Flight Safety makes simulators for heavy
  haulers.  I have developed numerous military simulators while
  working for smaller companies.  David
-- 

---------------------------------------------------------------------
David B. Snyder                     Logicon Technical Services Inc.
dsnyder@falcon.aamrl.wpafb.af.mil   Wright-Patterson Air Force Base
513-255-7557                        Dayton, Ohio USA
---------------------------------------------------------------------
It is said that GOD doesn't subtract from ones' time on earth, those
hours spent flying.
---------------------------------------------------------------------
1946 Cessna 140 N76234 "The lady in waiting" Owner/Operator
---------------------------------------------------------------------
Opinions expressed are my own and not those of Logicon or the USAF.
---------------------------------------------------------------------
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: Gear down
Date: 22 Aug 92 02:07:20 GMT
Organization: U. S. Naval Academy

In article <1992Aug21.133846.21742@nlm.nih.gov> masys@nlm.nih.gov (Dr. Daniel R. Masys) writes:
!In article <2051@usna.NAVY.MIL! dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:

!!Oh, yeah, I just got back from BUF where I climbed to 9000 feet
!!in the Bonanza WITH THE GEAR DOWN! That's what 25+ hours in
!!a straight legged 182 will do to you.

!Wisdom from Ancient Aviators says: Better to climb forgetting gear down
!than descend forgetting gear up.

!That's also what a lot of hours in a straight leg bird will do to you.

Dan,

25+ hours in a straight legged 182 at 110 kts (47% power for range) will
really make you appreciate the fact that you own and fly a Bonanza.

Dave Rogers

Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: Clearing customs
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Thu, 13 Aug 1992 04:12:13 GMT

ron@turing.toronto.edu (Ron Wessels) writes:

>Yes, really!  In fact, the customs offical we had seemed genuinely
>disappointed that we >had<, in fact, put "adcus" on our 2.5hr flight
>plan, so he could not impound our airplane.  He even boasted that
>he had impounded one "just last week".  This was at St. Clair County
>airport in Port Huron, Michigan (PHN).

DON'T COUNT ON "ADCUS"!!!  FSS provides that service as a _courtesy_,
and if they forget to pass the word along to Customs, it falls on the
PILOT'S head.  Specifying "ADCUS" on your flight plan doesn't mean didley,
as far as Customs is concerned.

It is much better to call Customs yourself before departure, to advise
them of your ETA; make sure to note the name and badge number of the
Customs agent you speak with, in case there are any problems later.


-Brent
--
Brent Chapman                                   Great Circle Associates
Brent@GreatCircle.COM                           1057 West Dana Street
+1 415 962 0841                                 Mountain View, CA  94041
From: ggraef@convex.csd.uwm.edu (Gerald Luther Graef)
Newsgroups: rec.aviation
Subject: Re: Question: Number of small aircraft wanted
Date: 12 Aug 92 17:28:25 GMT
Distribution: rec.aviation
Organization: Computing Services Division, University of Wisconsin - Milwaukee

Keywords: 
On a related note, does anyone know how many certified pilots there
are in the United States?

thanks...gerry