HDTenEightyP/NetNews huggingface dataset:
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation
Subject: Re: Christavia MK IV  Homebuilt
Date: 29 Sep 92 19:29:01 GMT
 <1992Sep29.114600.15898@dartvax.dartmouth.edu>
Organization: Dartmouth College, Hanover, NH
X-Posted-From: InterNews1.0a5@newshost.dartmouth.edu

In article <1992Sep29.114600.15898@dartvax.dartmouth.edu>
Charles.K.Scott@dartmouth.edu (Charles K. Scott) writes:

> I'm the person posting the Christavia articles and I've contacted Mark.

I guess I'll have to ammend this.  I've tried four times to send Mark
E-Mail without any apparent success.  I guess he's right that his
feeder is a little flakey.  Sorry to take up space with what amounts to
a personal message.  This is Marks E-Mail address:
richards@owl.nstn.ns.ca  If anyone can get in touch with him I'd
appreciate it.

Corky Scott, My E-Mail address is charles.k.scott@dartmouth.edu

Thanks
Newsgroups: rec.aviation
From: bdboyle@erenj.com (Bryan D. Boyle)
Subject: Re: Stay off the rudder!
Organization: Exxon Research and Engineering Co., NJ
Date: Wed, 30 Sep 1992 18:23:00 GMT

In article <1992Sep30.162333.23749@umbc3.umbc.edu> robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD)) writes:
(lots of stuff deleted about rudder control in clouds or turbc...)

>
>The *best* method is to stay the heck out of clouds *and* t-storms!
>
I spent too much money, time, and effort to get the words "Instrument
Airplane added to the ticket to do that...!!!!!:-)

But I will roger the second (loudly, with effort...) emotion...never
met anyone that wanted to tackle the monsters...:-)

Bryan D. Boyle    |Opinions are mine, not Exxon's                  
Senior Engineer   |Former Owner Cherokee N7068W
ER&E Co.          |CAP Air Search and Rescue
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: gear-down check
Keywords: gear-down, FAA
Date: 2 Oct 92 12:47:00 GMT
Organization: U. S. Naval Academy

In article <1992Oct1.191039.20686@jupiter.sun.csd.unb.ca> q1hl@jupiter.sun.csd.unb.ca (Nameless CS Student) writes:
!In article <1992Sep29.202328.19369@gtephx.UUCP! pfluegerm@gtephx.UUCP (Mike Pflueger) writes:
!!I wonder what happened in Canada?  Did the
!!incidence of gear-ups change?
!!Mike Pflueger, AG Communication Systems, Phoenix, AZ      PP-ASEL
!
!For a change, I have my copy of Canadian ATC Manops (Manual of
!operations) home with me, including the change to the gear warning.
!Following is the COMPLETE TEXT:
!-----------------------------------------------------------
!TRANSPORT CANADA - AVIATION
!Ottawa, Ontario
!
!Provisional Directive
!Number:		P-ATCD-9210
!Effective:	21-May-92
!Index:		PROCEDURES
!Supplimenting:	344.4
!
!Check Gear Down
!
!1.	In an attempt to improve the quality  of  air  traffic   services
!	provided to users, specific areas have been targeted for enhance-
!	ment.  With that in mind, the intent  of  this  directive  is  to
!	streamline phrasology in order to reduce unnecessary workload and
!	frequency congestion, while maintaining or improving the level of
                          ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
!	safety.   One  such  improvement is the elimination of the phrase
    ^^^^^^
!	"CHECK GEAR DOWN" from the landing sequence.

Now I really wonder what the rational for this statement/position etc.
is!

Dave Rogers
Newsgroups: rec.aviation,rec.aviation.piloting
From: philf@xymox.palo-alto.ca.us (Phil Fernandez)
Subject: Re: Mooney answers
Organization: Jade and Jett Incorporated
Date: Sat, 3 Oct 1992 19:40:14 GMT

In article <BvD704.Gp8.2@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:
>Oh, and here's yet another question for the Mooney mavens:  both birds
>constantly have the Ram Air annunciator lit.  Pressing the knob in only
>helps for a few seconds, then it eases out by a sixteenth of an inch and the
>light comes back on.  Is this problem common to all Mooneys?

Had to have this adjusted on my '83 201 at its last annual.  The
mechanic, a long-time Mooney specialist (Top Gun, Stockton) said that
this was a *very* common problem.

pmf
pp-asmel-ia
mooney n5632j
From: randy@khan.gatech.edu (Randal T. Abler)
Newsgroups: rec.aviation
Subject: Re: Stay off the rudder!
Date: 2 Oct 92 12:37:42 GMT
Organization: CERL-EE, Georgia Institue of Technology

In article <1992Oct1.040828.7043@netcom.com> steve@netcom.com (Stephen Williams) writes:
>Odd, but I have a variant that seems to work especially well
>in a C-310: hold the rudder still by pressing evenly (not too
>hard!) on both rudder pedals. The theory here is that the effective
>surface area of the vertical stabilizer is greater if the rudder
>doesn't flap about. Think about it.

Kershner gives a 2 plots of pitch stability in his Advanced Pilot 
(ie commercial) book.  One for free elevator and one for neutral
(held) elevator.  Quite a bit of difference.
-- 
Randal T. Abler   	randy@cerl.gatech.edu		 
CERL/EE Georgia Tech     
Newsgroups: rec.aviation
From: stote@tomcat.den.mmc.com (M. Stote)
Subject: Re: Medication
Organization: Martin Marietta Astronautics Group
Date: Wed, 30 Sep 1992 16:10:33 GMT

In article <BvDBuL.M16@acsu.buffalo.edu>, v064myby@ubvmsb.cc.buffalo.edu (Christophe J Quaranta) writes:
|> 
|> 	On the subject of medication & flying, didn't astronaut Wally Schirra
|> used to advertise Actifed?  It's a cold medication - he suffered a cold on the
|> Apollo 7 mission, and said he used it during space travel.
|> 	Well I've taken the stuff - I won't even run the dishwasher when 
|> I'm on the stuff - makes you very hyper indeed.
|> 		
|> 						Latre,
|> 						Chris Q.

Actually my experience is exactly the opposite.  Actifed will put me to sleep
faster than any sleeping pill!  Antihistimines are very weird that way.  
Majority of people become hypo-active when they take them, but a significant
minority have a hyper-active response to them.  

--
Mike Stoughton
stote@den.mmc.com
From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Date: Thu, 1 Oct 1992 14:21:54 GMT
Subject: Re: Re: New Denver TCA NPRM Published (overflying TCA's really)
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

In article <19vkn0INNa3j@news.aero.org>, lmiller@aero.org (Lawrence H. Miller)
writes:
>In article <3400262@hpcc01.corp.hp.com> mtc@hpcc01.corp.hp.com (Mark Cousins) writes:
>>This TCA design business is interesting.  LA has some of the busiest
>>airspace in the country...and yet the TCA seems to take up only that
>>which it needs.  Contrast this with Atlanta, another busy airport to
>>be sure, but surrounded by a postively immense TCA.
>
>	LA's TCA is simpler than most because all LA's 4 runways
>	are parallel, east-west.  [...]

In Denver's case, there will be three N/S and two E/W runways on opening day,
with a plan for more than twice that in the future.  They are also staggered,
so that some begin abeam the terminal (in the center of the complex), while
others end there.  Therefore, the TCA is rather large to be able to accomodate
IFR arrivals and departures from this mess.  This airport is truly gigantic!

To further complicate TCA design, FARs require that the final approach fixes
for the primary airport must be contained within the core of the TCA.  That is
what makes the core of the new TCA 10NM in radius.  We did manage to talk them
into a waiver for a little space on the north side.  The original plan called
for the northern most outer marker to be practically on the Van Aire airport,
essentially closing it since it would be inside the TCA core.  The waiver was
to allow the outer marker to be moved south to 4.8 miles from the runway
(instead of the FAR-dictated 5nm), thus allowing Van Aire to stay open and out
of the TCA core.

Finally, Denver's diverse weather dictates that runways be available for all
directions.  The really bad IFR weather usually requires operations to the
north, but the upslope fog will often require landings and takeoffs to the
east.  The strong winds in the winter we often get require west ops, and the
summer thunderstorms could mean using all four directions within an hour.

Bill Standerfer
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Newsgroups: rec.aviation
Subject: Re: Logging PIC (sorry ... sigh )
Date: 29 Sep 92 09:04:00 GMT
	<1992Sep25.175703.8828@eng.umd.edu>
	<1992Sep28.212236.8426@microsoft.com>
Organization: Technical University of Berlin, Germany

In article <1992Sep28.212236.8426@microsoft.com> peted@microsoft.com (Peter Duniho) writes:

> As surprising as it may seem (at least, _I_ was surprised), this
> rule does not actually say that you have to have had three
> take-offs and landings within the last 90 days in order to
> be current to take passengers.  Rather, if you have not flown
> within the past 90 days, you must first make the requisite
> three take-offs and landings (full stop if night-time or
> taildragger) before loading the passengers up.  If you've
> flown even just once within the past 90 days, you're not
> required to make those extra three (or two, if you count the
> other one time you flew) take-offs and landings.

But this would in effect *voiden* the "3 landings within 90 days"
requirement:
If it's sufficient to have flown *once* within the past 90
days, go fly once *now* and you are current.
Unless you want to interpret it in yet another way (this is
becoming wild speculation): as long as you remain current, it's sufficient
to fly once every 90 days to remain current; once you have lost
currency you have to make 3 landings. This doesn't sound very
reasonable to me; comments anyone ?
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de
Organization: Penn State University
Date: Wed, 30 Sep 1992 17:13:12 EDT
From: <VPN1@psuvm.psu.edu>
Newsgroups: rec.aviation
Subject: Stay off (on?) the rudder

Several interesting responses to my earlier posting!
(Greg, I thought "passed along" was accurate; I didn't
say "advised" or "endorsed," but sorry if I put it the
wrong way
     It wasn't clear to me whether "stay off" meant to
keep one's feet flat on the floor or to hold the rudder
in neutral *with* the feet,  but I wanted to see what other
netters think about that.
     Like "Robie," I remember learning to "walk" (a J-3 cub,
not a Champ) down in a stalled condition with the rudder,
and frankly I can't remember what I did in a T-Craft; that
was too long ago.
     I have also read that back in the early days, airmail
pilots would deliberately spin down if caught in clouds.
     The one reply I would respectfully disagree with is the
advice to use throttle to maintain speed or altitude (I'm not
sure which the poster said).  Navy cadets were taught to set
power for a safe airspeed and never touch the throttle, but
fly attitude, attitude, attitude.  Let altimeter and ASI
go where they will; they are responding as much to sudden
changes in air density and to gusts more than to actual changes
in what the airplane is doing.  I'm still here, so I guess it
was good advice.  We used to blunder into thunderstorms
occasionally because there was no radar, either in our our
airplanes (night fighters had it) or on the ground.  In those
days, ATC had no idea where we were; we had to tell them via
position reports at each fix, along with ETA at next fix, which
was they only way they could keep IFR traffic separated.  (If
we missed an ETA by more than three minutes, we heard about it.)
     That was 40 years ago, but I haven't seen anything rebutting
the "fly attitude, attitude, attitude" rule for surviving strong
turbulence in IFR.
     I'm still open to different points of view.
                                    vince norris,  penn state u.
Newsgroups: rec.aviation
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: Logging PIC (sorry ... sigh )
Keywords: PIC, logging
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 29 Sep 92 17:19:24 GMT

In article <1992Sep28.221940.6732@tera.com> erik@tera.com (Erik Hedberg) writes:

>This "sole manipulator" bit just caught my eye.
>
>Let's say I'm tooling around with an instructor for no apparent reason
>except to help him/her earn a living and practice some maneuvers my
>wife doesn't like.  We decide to practice something, say accelerated
>stalls.  I do a (sloppy) one, and he/she says "the airplane's mine"
>and shows me how he/she likes to see them done.
>
>In the legal limit, I'm not the "sole manipulator of the controls"
>during the demonstration, so I can't log the time of the demo, right?
>
You can't log it as PIC, but you certainly can log it as dual.

>In practice, of course, it usually takes less than 0.1 hours for such
>a demo, so it doesn't affect the log book, right?
>

This should be true for MOST instructors.  If your instructor is flying
more than you are, get another instructor.  Instruction is much more
beneficial with *YOUR* hands/feet on the controls, not his.  He might
talk you through a maneuver, or quickly demo a part of a maneuver,
say 360 degrees of a 720 steep turn, but you should do 99+% of the flying
after the first couple of lessons.

Kerry
Newsgroups: rec.aviation
From: jlong@uhunix.uhcc.Hawaii.Edu (John Long)
Subject: Helicopter abuses (?)
Keywords: law, helicopter
Organization: Purgatory Embassy
Distribution: usa
Date: Tue, 29 Sep 1992 00:47:33 GMT

The other day I saw something I can't believe happened legally. I am
asking the net for your opinion.

I was walking to a place on the highway where I meet my ride into
town. Traffic was moderate to heavy on a 2 lane road with wide
shoulders. There are powerlines on both sides of the road. 

About 500 away on my side of the road there were some power company
boom trucks working. Along comes a helicopter which flys over to 
the trucks, and drops a cable. Then the chopper starts flying in 
my direction, pulling a powerline, hooking it onto the power poles.

The blades of the helicopter looked like they were less than 10 feet
away from the tops of the poles at times, and when it was between
poles, it looked like the blades were about even with the tops of 
the poles at times. It was flying sideways, pulling cable, making
a little maneuver to hook the cable onto the poles.

Nobody had to tell me to get on the other side of the road, I'll tell
you! The traffic being what It was, I would have ran across the road
a lot sooner if I could have, but when I did, I got hit by the prop
wash and almost got blown across. I couldn't believe the wind, having
never been in a helicopters blast before. The cable was sagging close
to the ground where I was standing just seconds after I got across.

Cars were being blown into the oncoming lane. Fortunately, it was early
morning and traffic was mostly one-way. It was just luck that there
were no accidents caused by the combination of the wind blast and 
rubbernecking (traffic was slowing down).

There was no police escort, flagman, sign, or any kind of warning, other
than a notice in the newspaper. Nothing on the road except the power
company trucks. It was obvious what was going on, but I sure wasn't
prepared for the propwash, and neither were most of the motorists on
the highway. 

QUESTION: Is this kind of flying *legal*? I KNOW it is not safe, and
I KNOW that the only thing that kept anybody from being killed was
luck. 

QUESTION: Is the practice of stringing powerlines with helicopter
common in other parts of the country? Is it common to do so without
an escort? I can't believe it is.

I would appreciate the opinions of anyone familiar with avaition
regulations, helicopter flying, etc. regarding the legality of
this incident. 

Please reply e-mail or to this newsgroup.

Thanks in advance
John Long
From: per@front.se
Newsgroups: rec.aviation
Subject: Re: What did you do to the rest of your shirt?
Date: 28 Sep 92 20:33:00 MET
Distribution: world
Organization: Front Capital Systems AB, Sweden

In article <1992Sep28.033758.8718@jupiter.sun.csd.unb.ca>,
q1hl@jupiter.sun.csd.unb.ca (Chris Rasley)
writes about various first-solo rites of passage.

Although these rites of passage vary a lot, there seems to be many
common denominators. Cut ties are common. One flying school in
Stockholm had a row of cut ties pinned on the wall, plus one garter
belt.

Bribery is also allowed. I saved my tie with a bottle of champagne.
(And my instructor had the nerve to ask for whisky!)

Per Lindberg (per@front.se)         !      __!__
Front Capital Systems, Box 5727,    !  _____(_)_____  Ceci n'est pas une Piper
11487 Stockholm, Sweden. 8-6611510  !     !  !  !
From: herloski@supreme.Xerox.COM (Robert Herloski)
Newsgroups: rec.aviation
Subject: Wanted: Recommendation for Albuquerque-area Airport Visit
Date: 30 Sep 92 12:04:22 GMT
Article-I.D.: spectrum.1992Sep30.120422.528
Reply-To: herloski.wbst102a@xerox.com
Organization: Optical Engineering & Technology, Xerox Corporation

>I will be in the Albuquerque area this coming week and am looking for
>recommendations for airports and/or FBO's to visit.  In fact, I may
>consider paying for some dual time just to get the experience of flying
>in a different environment (as compared to my home area on the south shore
>of Lake Ontario, 500 MSL).
>
>Any suggestions?
>
>What are the "average" costs of rental/instructor time in that area?  (This
>leads to the question of whether there is a database of information on
>rental-prices, similar to the fuel-prices database.  Should there be such
>a database, Geoff?)

It turns out our news server was brain-dead last week and was not posting
to the net, so I think this never got out.  I have already been to Albuquerque
and back, but am still interested in recommendations about the surrounding
airports.  I got some dual time in a C172 while I was there, which was great
for a former Piper-only pilot. I learned a lot about high density altitude
and Cessnas.  (And I learned about a general aviation field, Double
Eagle, with a 7000' runway that was originally intended to be an ABQ reliever!)

Anyone on the net fly out of Double Eagle or Coronado, or has Vickie Cox as an
instructor at Coronado?


Former net.lurker,

Robert Herloski                       Internet: herloski.wbst102a@xerox.com 
Xerox Corporation                         or    herloski@scan.mc.xerox.com
Newsgroups: rec.aviation
From: system@gnd1.wtp.contel.com (Marty Anilane)
Subject: Re: GTE CONTEL DUAT new features
News-Software: VAX/VMS VNEWS 1.3-4   
Reply-To: system@gnd1.wtp.contel.com
Organization: GTE Government Systems, Federal Systems Division, Chantilly, VA
Date: Thu, 1 Oct 1992 21:47:19 GMT

In article <1992Sep30.230406.12352@mnemosyne.cs.du.edu>, mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman) writes...
>system@gnd1.wtp.contel.com (Marty Anilane) writes:
> 
>>In the last year, there have been several new features added to GTE
>>CONTEL DUAT. Many users have missed their announcement and are unaware of 
>>them. Here is a synopsis of the new features:
> 
>I was told a while ago that CONTEL would have a
>'flight planner'...sort of like DTC <your buddies>
>has..>BUT IT WOULD BE BETTER<...
> 
>I called and asked about it a month ago...i was told it was going to be
>on line as on SEPT 1...well..it is SEPT 30..and still nothing.
> 
The flight planner is in (hopefully) the final stages of testing. The 
flight planner software was ported to the DUAT platform and we ran into
unanticipated problems (such as compiler "bugs" and differences in unix 
system call implementations). It should be available in the next few weeks. 
For those of you who are interested, I can e-mail a pre-release copy of 
the flight planner users guide. It is about 40 pages long. Please e-mail 
requests to me.

Marty 

----------------
 Marty Anilane, GTE Contel Federal Systems, P.O. Box 10814, Chantilly VA. 22021
 Internet: "system@gnd1.wtp.contel.com"    (703) 818-4413
----------------
Newsgroups: rec.aviation
From: ericth@i88.isc.com (Eric Thiele)
Subject: Re: New Magazine
Keywords: tech stuff, motors
Organization: INTERACTIVE Systems Corporation, Naperville, IL
Distribution: usa
Date: Mon, 28 Sep 1992 22:46:27 GMT

<tbruseha@hollywood.ems.cdc.com (Tom Brusehaver) writes>
...

>Introducing 
>_Performance Engineering_ Magazine
	Where have I heard that name before.  Mouth of the South, or some such?

> As I poke around in and out of industry, my worst fears are being realized - 
> that is, practically none of the modern automotive research is being 
> published because of obsessive secrecy within American manufacturers.
	Oh, this guy has a problem with others maintaining secrecy.  As long as
	it isn't his own, I guess.  Those darn motonazis in Detroit...  I can't
	believe how this guy expects us to respect his rights, yet scoffs at
	companies preserving their competitive information.

>In order to give you a flavor for what this publication will be, here is
>a short list of topics:
	What, I didn't find "coherent, enlightened editorials from the 
	publisher" in the list.  What a twink...

>For those lacking Internet access, a free issue may be requested and/or 
>subscriptions purchased by mailing a postcard to:
	Of course this guy knows the rules about non-commercial use of the net
	don't apply to him.  Heck, they're only voluntary rules...

>John De Armond, Publisher.
	Oh, I remember who this is now.  This is the guy who blasted Margaret 
	Puckette a month or ago, in such a gentlemanly fashion.  NOT!
	Just thought I'd point that out to other rec.aviators
From: v064myby@ubvmsb.cc.buffalo.edu (Christophe J Quaranta)
Newsgroups: rec.aviation
Subject: Medication
Date: 30 Sep 92 01:51:00 GMT
Organization: University at Buffalo
News-Software: VAX/VMS VNEWS 1.41


	On the subject of medication & flying, didn't astronaut Wally Schirra
used to advertise Actifed?  It's a cold medication - he suffered a cold on the
Apollo 7 mission, and said he used it during space travel.
	Well I've taken the stuff - I won't even run the dishwasher when 
I'm on the stuff - makes you very hyper indeed.
		
						Latre,
						Chris Q.
Newsgroups: rec.aviation
From: hchong@netcom.com (Hoi Chong)
Subject: Re: Solo Rites
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 
Date: Wed, 30 Sep 1992 15:16:56 GMT

From article <1992Sep30.123212.10279@erenj.com>, by bdboyle@erenj.com (Bryan D. Boyle):
> On the other hand, at the school I soloed at-the women get the tails
> of their shirts clipped just like the rest of us did...except the woman
> that runs the school does the clipping...saves on hard feelings...ya
> see, guys, it can be handled with grace and good humour....

Hard feelings?  Gee, maybe we should just get rid of this shirt thing
and have a tea party and invite the Queen of England... 

Then again, maybe I shouldn't talk that much since I am soloing in a few
days... 
Newsgroups: rec.aviation
From: ulick@angelico.helios.nd.edu (Ulick Stafford)
Subject: Re: logging vs. acting = credit vs. blame
Organization: OUC, University of Notre Dame
Date: Sat, 3 Oct 1992 21:54:13 GMT

In article <BvIJuB.G1A.2@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:
>
>The right to log PIC time comes from having paid one's dues.  Student pilots
>of course *act* as PIC on solo flights -- they get the blame if something
>goes wrong.  But they can't *log* PIC time yet, because they haven't paid
>their dues.  CFIs have paid a lot of dues, so they get to log time even when
>they don't touch the controls.  Logging time from the back seat is
>considered poor form, though.

This is an old oft recyled discussion.  When I learned to fly last year,
my instructors made this point, but when I went did my flight test, the
DE made a point of putting my solo time in the PIC column on the application.
He said that the FAA thinking at the time was that student solo was PIC.
Has this position changed again?


+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ 
+ 'There was a  master come unto the earth, + Ulick Stafford, PP-ASEL       +
+    born in the holy land of Indiana,      + Dept of Chemical Engineering, +
+ in the mystical hills east of Fort Wayne'.+ Notre Dame, IN 46556          +
+      B'fhearr liom bheith ag eitilt.      +    ulick@bach.helios.nd.edu   +
+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++

From: scott@hplvec.LVLD.HP.COM (Scott Turner)
Date: Thu, 1 Oct 1992 17:38:33 GMT
Subject: Re: Posting articles on plane crashes
Organization: Hewlett-Packard Co., Loveland, CO