HDTenEightyP/NetNews huggingface dataset:
From: mjd@mm.ovro.caltech.edu (MARK DEAZLEY)
Newsgroups: rec.aviation
Subject: Fly-In at Bishop, CA (BIH) Sept 26-27, 1992
Keywords: FLY-IN BIH Bishop
Date: 11 Sep 92 21:05:00 GMT
Distribution: usa
Organization: California Institute of Technology
News-Software: VAX/VMS VNEWS 1.41


   There will be a Fly-In at Bishop, CA on the weekend of September 26-27.
   The Fly-In is sponsored by the Bishop Chamber of Commerce that can be
   reached at (619)-873-8405.

   On display will be General AV and Vintage Aircraft, Military Planes on
   static display, homebuilts, and vintage cars. There will be a Barbecue
   on Saturday night the 26th, and a Lions Club pancake breakfast the 
   morning of the 27th.

   There will be glider rides, and anyone flying in will get a view of
   the Eastern Sierra that will blow-you-away, including fall foliage
   that will be near its peak of color.

   Bishop Airport (BIH) is at 4120', and has two large runways of 7500' and
   6400' respectively. 100LL and JetA is avaliable 0700 to 1800. The 100LL
   is 2.00/gal with cash or Chevron card, or 2.05/gal for bank cards.
   The field is uncontrolled: CTAF 123.0, AWOS 118.25, Riverside FSS 122.6
   It can get pretty hot around BIH so CHECK DENSITY ALTITUDE!

   Camping Under-Wing will be allowed. The airport is about two miles east
   of the town of Bishop. If you plan to stay in a motel make your 
   reservations ASAP because it is common for the "NO VACANCY" sign to 
   be abundant on weekends.

   Recreation opportunities abound in the Bishop area so come out and enjoy
   a weekend in the Owens Valley.

                                             MJD PP-ASEL Cessna Driver.

*******************************************************************************
* Mark J. Deazley ... Owens Valley Radio Observatory .... (619)-938-2075 x131 *
* INTERNET: MDeazley@ovro.caltech.edu ................... (619)-872-4386 Home *
*              "Throw the *WHOLE* Congress out and start over..."             *
*******************************************************************************
From: stephen@moclips (Stephen L Nicoud)
Newsgroups: rec.aviation
Subject: Re: Mr Spitfire spits the dummy...news
Date: 8 Sep 92 00:25:16 GMT
Reply-To: stephen@boeing.com (Stephen L Nicoud)
Organization: Boeing Computer Services Research and Technology, Bellevue, WA USA
Originator: stephen@atc.boeing.com


   On 5 Sep 92 02:54:34 GMT in a rec.aviation article, rice@ttd.teradyne.com wrote:

   In article <115@newave.mn.org>, john@newave.mn.org (John A. Weeks III) writes:
   > In article <17v6trINNi8s@darkstar.UCSC.EDU> rob@cats.ucsc.edu (99708000) writes:
   >> The guy punched out at a very low altitude and in a very difficult
   >> attitude (almost straight down), but the ejection system miraculously
   >> saved him from significant injury. I wonder if that will sell many MIG 29s.
   > 
   > That crash is commonly refered to as the "Soviet Ejection Seat Demo".
   > While I don't know if it sold any Migs, the engineers can certainly take
   > pride in how well their ejection seat worked.  Imagine what the press would
   > have been like if the pilot had not been able to eject.
   
   And the most fascinating 10 seconds of aviation film you'll ever see.

We refer to that Paris Air Show MiG-29 incident as the first attempt
by the Soviets to Play Lawn Darts. :-)

Stephen
-- 
Stephen L Nicoud  <stephen@boeing.com>  bcstec!bcsaic!stephen
Boeing Computer Services Research and Technology, Computer Science
Bellevue, Washington  USA
"I ask unanimous consent to revise and extend my remarks."
From: jwills@ISI.EDU (Jerry Wills)
Newsgroups: rec.aviation
Subject: Still need a ride to Reno Air races, pleaseeeee
Date: 14 Sep 92 20:20:22 GMT
Organization: USC-ISI


	Someone has an extra seat, or needs another body to get them going. 
My friends place is along the N edge of the race course right at a pylon,
and the BBQ will be going, all you need to bring is ME.
Both days would be great, but even one day would be very nice. Where in So-
Cal do you take off from?

			Jerry Wills 
I'll have enough POWER when I can spin the tires at the end of the straight!
89 FJ, 83 Le Mans III Kit   DoD#500  KotF (Flag)   Mark Donahue, about 917's
USC/Information Sciences Institute  (USC/ISI)  SoCal (310) 822-1511 x 236

You done violated Physics, BOY!    Assume the position..... (Rider 5/92)
Newsgroups: rec.aviation
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Bad week for Aerostars (was Re: Twin Beechcraft crashed in Hinckley, IL)
Organization: Data Parallel Systems, Inc
Date: Wed, 9 Sep 1992 18:39:28 GMT

In <1992Sep9.160841.695@nlm.nih.gov> masys@nlm.nih.gov (Dr. Daniel R. Masys) writes:

>Welcome to the stark realities of twin engine operation.

>This past weekend
>a neighbor down the street (a competent cardiologist and competent multi
>pilot) could not maintain control of his Piper Aerostar in an engine out
>situation and crashed at the Sussex Country airport in MD, killing himself
>his daughter and her husband.

From today's (September 9, 1992) Bloomington, IN _Herald-Times_

=
PILOT KILLED WHEN HIS PLANE CRASHES IN DEARBORN COUNTY (AP)

  DILLSBORO - A pilot died Tuesday when his twin-engine plane crashed in a
thickly wooeded area in Dearborn Country, state police said.

  The 1980 Piper Aerostar was en route to Memphis, Tenn., from Dayton, Ohio,
when it lost contact with radar in Indianapolis around 3:40 p.m. EST, said
Cpl. Dennis LeBlanc of the state police post at Versailles.

  Witnesses reported hearing the plane smash into the ground in an area about
one mile northeast of Dillsboro.  The body of 27-year-old Todd Thatcher of
Cambridge, Ohio was found about 6:30 p.m. after police searched the scene
for more than two hours, LeBlanc said.

  He said the cause of the crash is being investigated by the Federal
Aviation Administration and the National Transportation Safety Board.
=

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: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Interstate Landing--Not such a good idea
Keywords: Emergency Landing Road Interstate
Date: 10 Sep 92 17:27:20 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> I, like many of us, had it drummed in early that if the engine quits and
> no airfield is close by, head for the interstate.

Gee I was told to specifically avoid roads because they have a
higher percentage of having power lines and such than random
fields.  Of course, Colorado is pretty desolate so there are a
lot of off-road options.

-Ron
From: kzk00@ccc.amdahl.com (  200  Klaus Kraemer)
Newsgroups: rec.aviation
Subject: Re: Hinckley Crash
Date: 11 Sep 92 00:43:50 GMT
Reply-To: kzk00@JUTS.ccc.amdahl.com (  200  Klaus Kraemer)
Organization: Amdahl Corporation, Sunnyvale CA

In article <72208@apple.Apple.COM> robg@Apple.COM (Rob Griffiths) writes:
>In article <1992Sep8.222131.12575@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
>>
>>This is just simply not true.  Skydivers are explicitly waived from
>>the requirement to be seated and belted on takeoff and landing(!)
>
>Umm, last time I checked, this is also not true.  There are no exceptions
>to the seated and belted rule for skydivers.  Now, I believe that some of
>the FSDO's have, in years past, ignored enforcing this regulation.
>

Hmmmm, when was it that you checked, then? ;-)
FAR 91.107(b): ...and a person on board for the purpose of engaging in
sport parachuting may use the floor of the aircraft as a seat.(No mention
of a safety belt, you say? Even the FAA, I assume, does not expect
the floor of an aircraft has them.)
In addition, FAR 91.905 is a list of rules subject to waivers. Its first
entry is 91.107 Use of safety belts.
From: exumfs@exu.ericsson.se (Mark Steph)
Newsgroups: rec.aviation
Subject: Re: FAA - Believe it or not
Date: 15 Sep 92 22:24:05 GMT
Reply-To: exumfs@exu.ericsson.se
Organization: Ericsson Network Systems

In article 13957@swrinde.nde.swri.edu, ted@swrinde.nde.swri.edu (Ted Mueller) writes:
>
>Taken from the Last Page, Motorcyclist, September 1991
>(The article is accompanied by a photo of a bike in the background.  In the
>foreground we have a man in leathers w/ helmet holding a large bird from
>one wingtip.  The wingspan is roughly as wide as he is tall...)
>---
> [stuff deleted]
>  "Eyewitness accounts of the incident indicate the buzzard was not developing
>power after the initial collision and traveled in a ballistic arc of substantial
>height, eventually impacting the ground in a steep nose-down attitude.  There
>was no fire after impact.  The bird was not transponder equipped and had not
>filed a flight plan.
>   "CAUSE OF ACCIDENT: BUZZARD ERROR"

This all goes to show what I've suspected all along.  Those things just aren't
safe.  Buzzards (and all other birds, for that matter) should be subject to
higher regulation and should be equipped with mode C transponder when 
within 30nm of a TCA.

---
Mark Steph               | The most endangered species--The honest man
exumfs@exu.ericsson.se   | Will still survive anninilation
(yes, .se *is* in Texas) | Forming a world--State of integrity
PO Box 833875, MS L-05   | Sensitive, open, and strong
Richardson, TX 75083     |      -Neil Peart, "Natural Science"
From: ross@novax.llnl.gov
Newsgroups: rec.aviation
Subject: Re: Reno Air Race Frequencies Wanted
Date: 14 Sep 92 23:50:56 GMT
Followup-To: rec.aviation
Distribution: usa

In article <5203@gold.gvg.tek.com>, randyh@gvgadg.gvg.tek.com (Randy Hall) writes:
> I am looking for frequencies that may or will be used at the Reno Air Race
> coming up this weekend. Air frequencies and anything else of interest at
> the race would be appreciated.
> 
> Randy
> 
> randy@gvgadg.gvg.tek.com

Randy - If you want to hear the race planes, they usually use the Stead tower
freq. which is 118.1 (I think). The military aircraft usually communicate in
the Military air band (not found on most scanners). The new PRO-43 handheld
from Radio Shack covers the military band.

Gary
From: makinc@hhcs.gov.au (Carl Makin)
Newsgroups: rec.aviation
Subject: Re: High or low tow normal?
Date: 7 Sep 92 17:31:26 +1000
Organization: Aust. Dept. Health, Housing and Community Services

In article <1992Aug24.134302.6542@dsg.cs.tcd.ie>, sloubtin@dsg.cs.tcd.ie (Sylvain Louboutin) writes:
> [..discussion about low-tow autralian style versus ''high-tow'' elsewhere...]

> one story I heard about low-tow is that it is less efficient and
> requires more powerful tugs.... had anyone tried both techniques with
> the same combination tug&glider to make a comparison?

One of the tug pilots at the local club (Canberra Gliding Club)
mentioned that with a high tow he had to keep a significant
amount of down elevator to counteract the pull from a glider in
high tow.  During low tow the glider is closer to the tug's
thrust line and requires less effort by the tug pilot.

Carl.

-- 
Carl Makin, MVS/ESA Systems Programmer, VAX/VMS Dabbler. 
Dept. Health, Housing and Community Services, Canberra, Australia.
sserve.cc.adfa.oz.au!hhcs!makinc   -   UUCP
makinc@hhcs.gov.au		   -   Internet
vk1kcm@vk1kcm.act.aus.oc	   -   Packet Radio
"I'm from the Government and I'm here to help you."
Newsgroups: rec.aviation
From: zwork@starfighter.den.mmc.com (Michael Corvin)
Subject: Re: Canard Pros -n- Cons
Organization: Martin Marietta Astronautics Group
Date: Sat, 12 Sep 1992 01:17:44 GMT

I have not seen any calculations or tried them myself to verify this,
but in terms of 'unconventional' layouts, the three surface layout
used by some of the later Rutan designs and, perhaps most successfully,
by the Piaggio Avanti, may offer 'canard' type advantages while
mitigating some of its drawbacks.  In this configuration the tail is
typically used for pitch control and stability while the canard
contributes lift.  Having the canard stall first to prevent main wing
stall is still a feature but having pitch control via the tail should
allow (I'm guessing) a higher main wing CL than in a pure canard.
The arrangement may also offer a wider CG range. It may also have
structural advantages,eg it's easier to keep the wing carry-through
out of the cabin since it is farther aft. 

Anyone have any qualitative info about this?  Are there any
three-surface homebuilts (Apart from biplanes... obviously)?

-----------------------------------------------------------------------------
Michael Corvin 	      PP-ASEL, PP-G		zwork@starfighter.den.mmc.com
just another spaced rocket scientist at    Martin Marietta Astronautics Group
-----------------------------------------------------------------------------
===============    My views, not Martin Marietta's   ========================
-----------------------------------------------------------------------------


Newsgroups: rec.aviation
From: serafin@epcot.spdc.ti.com (Mike Serafin)
Subject: Re: Twin aircraft (was: Re: Twin Beechcraft crashed in Hinckley, IL)
Organization: TI Semiconductor Process and Design Center
Date: Thu, 10 Sep 1992 19:32:50 GMT

In article <jcmorris.716141852@mwunix> jcmorris@mwunix.mitre.org (Joe Morris) writes:
>zari@bolzano.math.ethz.ch (Alain Zarinelli) writes:
>
>>                                                       To make things
>>even more complicated there is one "critical" engine if the two engines
>>turn in the same direction (if they turn in opposite directions neither
>>is critical): during climbs the down-spinning propeller-blade gives more
>>thrust than the up-spinning. The way the two engines are mounted on the
>>wings gives asymmetric thrust vectors and thus an angular momentum
>>tending to twist the aircraft. This is the reason why the losing of the
>>critical engine during TKOF is somehow the "worst case".
>
>A real-world dictionary (as opposed to the written test guides) would define
>the term "critical engine" to mean "the engine which is still running".
>
>;-)    <-- for the humor-impaired
>
>This is the reason why a few twins were marketed with opposite-rotating
>engines.  (The Commanche C/R is a good example.)  In these birds with
>either engine shut down the remaining powerplant generated a P-factor
>opposite in direction to the turning moment on the fuselage caused
>by the absence of the other engine's thrust.
>
>Joe Morris


Do not be mislead in to believing that counter-rotating twins do not experience
the same problems as a conventional twin. Even in C/R setups you still develop
an asymmetric thrust condition when an engine fails.  Although it is not as
great as that generated in a conventional twin, the plane can still kill you if
you are not sharp.  C/R twins still have a Vmc speed, below which you cannot
control the aircraft.  The only real advantage to the C/R setup is that Vmc is
slower than that for a conventional twin.  But, as I said before, if you are
not sharp on your emergency procedures any twin CAN kill you.  Having flown
both types I really can't say that one is better than the other.


Here's a lame attempt at graphics to illustrate location of the thrust vectors
generated by the descending propeller blade:

Convetional twin 
(engines rotating same)                  Counter-rotating twin


      ^      ^                                ^    ^
    ___ || ___                              ___ || ___
     |  ||  |                                |  ||  |
  ||||||||||||||                          ||||||||||||||
        ||                                      ||
        ||                                      ||
        ||                                      ||
      ||||||                                  ||||||


******************************************************************************
Mike Serafin          email=serafin@epcot.spdc.ti.com
1964 C310I N48WM       
PP-ASMEL-I
******************************************************************************
Newsgroups: rec.aviation
From: rdd@cactus.org (Robert Dorsett)
Subject: Re: New Career in Flying?
Keywords: Career, Commercial Pilot
Organization: Capital Area Central Texas UNIX Society, Austin, Tx
Date: Fri, 11 Sep 1992 00:27:57 GMT

In article <1992Sep10.133744.461@altair.selu.edu> tmis1692@altair.selu.edu writes:
>
>Has anybody changed careers at the age of 36 from say programming computers to
>flying airplanes for a living?  I see ad's in the magazines that say you can
>get a license (commercial) within a year or so provided you go to their school
>full time of course.  

Just remember that they're selling something.  There was a 2-3 year pilot
shortage in the mid-80's; at the END of it, a lot of schools expanded their
business/advertising.  So we have a lot of people with a lot of expensive
equipment to pay for.  What better way than to recruit ah, "suckers" on the
promise of instant gainful employment in the industry upon graduation?

One only needs to look at the ever-growing mothball fleet in the Arizona
desert to seriously question the claims of these people.  Your best bet
is to simply call up the chief pilots' offices of the airlines you're 
interested in (get the addresses from the World Aviation Directory) and ask
them who/what they're likely to hire in the next year.  The worst they can
do is hang up on you.  Don't waste (much) time or money on FAPA.



> PS. Where can I get a cheap rudder/yoke interface for MS FS-4?

Has anyone ever considered that if it were possible to fly FS4 for a living,
they'd probably require 20/20 vision for it? :-)



---
Robert Dorsett
rdd@cactus.org
...cs.utexas.edu!cactus.org!rdd
From: jle@hpfcso.FC.HP.COM (Jer/ Eberhard)
Date: Sun, 6 Sep 1992 23:19:41 GMT
Subject: Re: umwaufi report
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation

Minden Nebraska.

Home to Harold Warp's "Pioneer Museum" and
"Christmas City" to the Midwest.

The aiport courtesy cars are early and mid 60's Mustangs!

Jer/ Eberhard, (SLASH), HAM = N0FZD     | Hewlett-Packard - MS99, 1UP10,15'East
Pilot: COMM, INST, CFI-Airplane & Glider| 3404 East Harmony Road (303) 229-2861
CAP CFI, Check & Mission, Pikes Peak 218| Fort Collins, Colorado  80525-9599 
EMAIL:  jle@fc.hp.com or Jer_Eberhard@fc.hp.com
Newsgroups: rec.aviation
From: rex@eng.umd.edu (Rex Root)
Subject: Re: Beachfront Home For Rent, Newport Beach, CA
Date: Fri, 11 Sep 92 13:03:20 GMT
Organization: College of Engineering, University of Maryland, College Park
Summary: Omit rec.aviation
Distribution: usa
Keywords: Omit rec.aviation


Will anyone posting future followups to this topic please edit out rec.aviation
from Newsgroups ..... thank you.


	*******************************************************

   Rex L. Root Jr.  PP-ASEL-G        
   Electrical Engineering Dept.
   University of Maryland        
   College Park, Maryland  20742
   e-mail: rex@eng.umd.edu
   voice: (301) 405-3688
   FAX: (301) 314-9281 
Newsgroups: rec.aviation
From: ginsberg@t.Stanford.EDU (Matthew L. Ginsberg)
Subject: Re: Transponder problems / great flight
Organization: Computer Science Department, Stanford University
Date: Mon, 14 Sep 1992 22:28:57 GMT

In article <1992Sep14.185519.3170@tss.com> burke@tss.com (Jim Burke) writes
about transponder problems, saying in part:

>Took off from Palo Alto ... Over the Dumbarton bridge ... ATC
>informs me that they don't have my transponder signal and that they don't even
>have much of a primary on me ... [he turns toward PAO and is then told,
>"hold on, wait
>a second, okay we're getting it now.  Must have just taken a while to
>warm up".

[on to Reno]

> Leaving
>Reno yesterday evening I notice as I'm taking off that the xponder again
>isn't blinking as it should.  ATC doesn't mention it, however, and by
>the time the tower hands me off to departure, it starts to blink regularly.
>Departure has radar contact, so the return in uneventful.  

Transponders typically take about five minutes to warm up.  That's why
the switch typically includes a "standby" mode -- you should power it
on to standby when you start the plane, and turn it on just before
departing.  If you leave it powered off till you are (for example)
cleared onto the runway for takeoff, you won't get a peep out of it
for the next few minutes.

I don't know if you knew that or not, of course, but as someone who
made that mistake regularly until it was explained to me, thought it
might help ...

						Matt Ginsberg
From: blh+@cs.cmu.edu (Bruce Horn)
Subject: Re: Las Vegas->Chicago Race
Followup-To: rec.aviation
Summary: More info in Sport Aviation
Keywords: Lancair IV
Organization: School of Computer Science, Carnegie Mellon
Date: Wed, 9 Sep 1992 12:18:07 GMT

There is more information about the Las Vegas to Chicago race in this
month's Sport Aviation, which I just received yesterday.  As Ralph Ginsberg
pointed out, my information about passing the Citation was "wishful
thinking."  (Well, that's what I heard...hyperbole from the participants, I
guess).

Still, an excellent showing by all of the high-end homebuilts, Lancair,
Cirrus, and Venture.

In addition, Neico Aviation is planning on certifying both the Lancair IV
and Lancair ES.  This information confirmed by Sport Aviation (and hopefully
not just wishful thinking).


-- 
Bruce Horn, Carnegie Mellon School of Computer Science
uucp: ...!seismo!cmucspt!cmu-cs!blh
ARPA: Bruce.Horn@cs.cmu.edu
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: DEA on 60 minutes
Date: 10 Sep 92 15:43:49 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> Let's not slam the DEA quite so hard.  Although they are probably taking
> the law to the extreme, what they are doing is legal.  Congress passed a
> law that stated that all assets bought by, used for transportation of, or
> otherwise involved in drugs or drug money can be siezed by the DEA or 
> agents when an arrest is made.

The problem is that congress is not allowed to "Just pass a law" that
subverts the consitution, which requires due process in the government
deprivation of property or liberty.

-Ron
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: Twin Beechcraft crashed in Hinckley, IL
Date: 14 Sep 92 16:43:59 GMT
Organization: U. S. Naval Academy

In article <1992Sep11.172022.26434@hpcvusn.cv.hp.com> mark@.cv.hp.com writes:
!In article <1992Sep11.141242.11958@spdc.ti.com!, serafin@epcot.spdc.ti.com (Mike Serafin) writes:
!
!! The C310I handbook gives the following figures for SE climb:
!! 
!! gross	sea level	2500	5000	7500	10000
!!  wt
!! 4300	   560		 440	 325	 210	  90
!! 4700	   460		 345	 235	 125	  20	
!! 5100	   360	         255	 155	  50	 -55
!! 
!! all figures assumes standard temp.  SE service ceiling is 7500.
!                                      ^^^^^^^^^^^^^^^^^^^^^^^^^^
!My understanding was that the service ceiling of an aircraft was
!the altitude at which the plane could no longer maintain a 500 fpm
!rate of climb.  Am I mistaken?

Yes, the service ceiling is that altitude where the aircraft can
just maintain 100 fpm rate of climb.

The absolute ceiling is that altitude where the aircraft has
zero rate of climb.

Dave Rogers

From: joell@hpgrla.gr.hp.com (Joel Larner)
Date: Mon, 14 Sep 1992 21:46:24 GMT
Subject: Re: CAP info
Organization: Hewlett-Packard, Greeley, CO