HDTenEightyP/NetNews huggingface dataset:
From: Brian.Horn@west.sun.com
Newsgroups: rec.aviation
Subject: Re: Principle of ILS/LOC (was Re: Principle of VOR)
Date: 31 Aug 1992 15:17:07 GMT
Organization: Sun Microsystems, Mt. View, Ca.
NNTP-Posting-Host: pongo

In article <1992Aug31.075230.16547@peck.com> geoff@peck.com (Geoff Peck) writes:
>Strangely enough, a few pages later (Radio Aids, p. 26) , there's a table
>which shows the pairing of glideslope and localizer frequencies:
>
>    Localizer		Glide Slope
>    MHz			MHz
>    108.10		334.70
>    108.15		334.55
>    108.3		334.10
>    108.35		333.95
>    108.5		329.90
>    108.55		329.75
>
>and so on.  This means that someone is thinking about the 10x.y5 localizer
>frequencies, but only when y is odd!

Well, just for a point of reference, the recently commisioned Santa Monica
LDA is on 110.15.  Now if they just made the minimums useful!
Newsgroups: rec.aviation
From: rmt@pioneer.uucp (Richard Tweedie)
Newsgroups: rec.aviation
Subject: Re: Carrier version of the F-86F Sabre
Date: 28 Aug 92 20:07:22 GMT
Distribution: rec
Organization: Network Equipment Technologies

If memory serves--the Sabre was originally designed to be a carrier
plane--known as the Fury.  It originally had straight wings onn the 
same basic fuselage, later models had the swept wings with leading
edge slats (automatically retracting slots).  Don't remember all the 
details, but I believe the carrier performance was marginal.  Also,
it may have been the first postwar use of a Navy design by the USAF,
(of course the pre-war use of F4B's, CUrtiss hawks, etc. would have
been U.S. Army air corps, not usaf).

Rich Tweedie
Newsgroups: rec.aviation
From: smith@ur-guh.com (Russ Smith)
Subject: Lifeguard and the econazi thread
Keywords: doing good
Reply-To: smith@ur-guh.com
Organization: Ur-Guh Complex Inc.
Date: Wed, 26 Aug 1992 13:49:44 GMT


I'd like to second Steve Pennypacker's stated hope of seeing more posts
on the Lifeguard flights. This is one of those things I think I could
really enjoy doing -- seriously providing critical help for people at
the same time as engaging in a hobby's activities.

I'd also like to encourage Ms. Puckett (sp?) and others to continue posting
on eco-flights et al as I find this to be quite close in nature (punny!) to
the Lifeguard flights (however, I do find it necessary to add that we
don't see totally eye-to-eye on the informer bit -- to me, taking an EPA
inspector or a reporter for a ride and allowing him/her to visually note
things to potentially investigate settles -much- better than arbitrarily
reporting sites as eco-hazards -- there really are people out there with
innocent 55 gallon drums in their yards...somewhat hazy distinction, I know,
but there none-the-less).

Russ <Smith@ur-guh.com>


Newsgroups: rec.aviation
From: mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman)
Subject: Re: I love kids who love airplanes 
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Wed, 2 Sep 92 02:28:03 GMT

isen@cbnewsj.cb.att.com (david.s.isenberg) writes:

>I loved it, I LOVED it, I LOVED IT -- it was the highlight of my weekend . . .

>David "maybe its because I don't have any of my own" Isenberg

No kids? Want some? I can get 'em for you for real cheap..

Just kidding..that is a cute story..it is the little things like that
which make life come into prespective...<well..besides flying>.


--
Generic Signature:
Marshal Perlman - Huntington Beach - California - USA - Earth - Milky Way
yaW ykliM - htraE - ASU - ainrofilaC - hcaeB notgnitnuH - namlreP lahsraM
                                                        :erutangiS cireneG
Newsgroups: rec.aviation
From: gl1@cec2.wustl.edu (Greg Lyon)
Subject: McDonnell Douglas MD-90
Organization: Washington University, St. Louis Mo.
Distribution: na
Date: Mon, 24 Aug 1992 00:31:21 GMT


    I was just wondering if anyone knew what the timeframe is for the 
production of the MD-90 (ie.  when is the first one to be delivered,
and who will the first airlines to receive them).

Thanks,

Greg
From: glennw@cbnewsm.cb.att.com (glenn.r.wesley)
Newsgroups: rec.aviation
Subject: Re: crossing a runway, and instructor relations
Date: 3 Sep 92 13:24:45 GMT
Organization: AT&T

> In article <CSTACY.92Aug26144058@wheat-chex.ai.mit.edu> cstacy@ai.mit.edu (Christopher C. Stacy) writes:
>
>The FAA says that an ATC instruction to "taxi to" a runway is a
>clearance to cross any inactive runways between here and there.  

Yes that is correct. But here at ABE, we get a lot of trainee
controllers. And guess where they seem to go first?  You got it. On
ground control.
    So I always look REAL good before crossing a runway and announce I
am crossing just before doing so. This gives the controller a chance
to correct him/herself.
=========================================================================
Glenn Wesley			PP-ASEL
glennw@alux2.att.com		230 hrs and climbing...
AT&T Bell Laboratories		Lehigh Valley Flying Club
Allentown, PA			Warrior 30LV, Charger 40LV, Archer 47480
Newsgroups: rec.aviation
From: ericth@i88.isc.com (Eric Thiele)
Subject: Re: umwaufi report
Organization: INTERACTIVE Systems Corporation, Naperville, IL
Date: Wed, 2 Sep 1992 04:25:39 GMT

Well, I've been to Galena, but not Mineapolis - so I'd be happy to go there
too.

Eric Thiele
From: drchambe@tekig5.pen.tek.com (Dennis Chamberlin)
Newsgroups: rec.aviation
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Keywords: ponds, plumes, piles, and stains
Date: 26 Aug 92 20:24:09 GMT
Reply-To: drchambe@tekig5.pen.tek.com
Organization: Tektronix, Inc., Beaverton,  OR.

In article <c!an1ka@dixie.com> jgd@dixie.com (John De Armond) writes:
>
>Am I the only one frightened by this kind of meddling?  THese sound like
>the same kind of rationalized justification the Drug Warriers against the 
>Constitution are using to justify no-knock gestapo raids, civil forfeture 
>and similar acts not even dreamed a few years ago.  
>
Not to take sides, but you did ask.

Doesn't bother me a bit.
Happy flying.
From: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation
Subject: Re: Oops, the throttle came off!
Date: 27 Aug 92 21:21:19 GMT
Organization: Geoffrey G. Peck, Consultant, San Jose CA

In article <1992Aug27.120223.12480@dvnspc1.Dev.Unisys.COM>
jac@dvnspc1.Dev.Unisys.COM (Judy Cadmus) writes:
> What about turning on the carb heat to lose a couple of hundred RPMs?  That
> would help slow it down at least a little bit.  Or how about switching the
> mags from BOTH to LEFT or RIGHT to lose a few more RPMs?  I would try the
> carb heat, but I'm not sure if I would try switching mags.  Would this harm
> the engine in any way?

Carb heat would help -- a little.  In a 180hp airplane, lightly loaded, it
probably wouldn't help much at all.  And if you happen to be flying an
airplane with fuel injection and an alternate air control rather than carb
heat, that knob wouldn't help at all.

Running on one mag at full power is probably inadvisable.  When the
throttle is at full power, the engine is receiving a maximum amount of fuel
and air -- indeed, in many engines, the mixture is actually enrichened a
bit extra at full throttle.  The engine _needs_ both spark plugs to fully
combust the fuel/air mixture.  Also, one piece of anecdotal evidence -- if
one inadvertently does a mag check at full power, rather than at 1600-2000
RPM as recommended by the pilot's operating handbook, the removal of one
mag is frequently accompanied by a rather disconcerting loud bang.  And the
engine may start running rather rough.

Simple advice:  use the mixture, Luke.  (or Judy.)

						Geoff
Newsgroups: rec.aviation
From: stellabo@phage.cshl.org (Fred Stellabotte)
Subject: PostScript Checklists
Organization: Cold Spring Harbor Laboratory
Date: Wed, 26 Aug 1992 18:01:22 GMT

I have setup an anonymous 'ftp' site at 'phage.cshl.org' 143.48.1.1

Under /pub/av .. is my checklists for a C210 and Beech Travelair ..
in both Framemaker and Postscript formats .. 

Please help yourself to these checklists .. use at your own risk ..

I also have developed an AirCraft performance worksheet .. for
collecting V speeds and power settings for the different A/C
I fly .. take a look ..

Please send any suggestions / comments to stellabo@cshl.org ..

If you have any checklists that you would like to share with
others .. please feel free to upload them into /pub/av  on
'phage.cshl.org' .. 

My postion at the lab and my partime flight instructor status ..
does not allow me much time to look after /pub/av .. so please
upload your files with descriptive file names ..

-Fred
_______________________________________________________________________
  >| ====  Fred J. Stellabotte                     stellabo@cshl.org  
  >| ====  Computer Systems Manager
  >| ====  CFIA SEL MEL Commerical Instrument         
  >| ==== ___________________________________________________________
  >| ====  Cold Spring Harbor Laboratory         Voice: (516)367-8420
  >| ====  1 Bungtown Road                         Fax: (516)367-8845
  >| ====  Cold Spring Harbor, New York 11724                     
_______________________________________________________________________
From: cantrell@seqp4.sequoia.com (Paul Cantrell)
Newsgroups: rec.aviation
Subject: Re: "Andrew" takes WWII planes (fwd)
Date: 1 Sep 92 19:20:22 GMT
Distribution: usa
Organization: Sequoia Computer Systems

In article <BtM411.7w0@mentor.cc.purdue.edu>, jewell@mace.cc.purdue.edu (Larry Jewell) writes:
> 
> However, I've been informed by someone who is involved indirectly with
> the Kermit Weeks Air Museum, that his collection of WWII and vintage
> aircraft is considered a ``near total loss'' following Hurricane Andrew.
> 
> The Hurricane not only roared through Homestead, but also Tamiami.
> Not all the aircraft were able to be moved into hangars, but the results
> didn't matter.  His B-17 was found a mile and a half away with a DC-3
> attached to it.  The B-23 ``is just gone.''

I'm really sorry to hear about this, it's a terrible loss to us all, and
especially to the people who restored these aircraft.

I have a question, though:

At least for the flyable aircraft, don't people/museums who have such
collections make contingency plans to fly such aircraft away when such
a storm threatens?

I realize that in the case of California earthquakes, not much can be done
(yet), but there was plenty of warning in the case of Hurricane Andrew.
I'm sure they wouldn't lack volunteer pilots :-) Why were they left in
the path of the storm?

If I owned a plane in Florida (even a non-classic) the first thing I'd
do when I found out a major storm was headed my way would be to fly it
a few states away. If I didn't have the time, I'm sure I could find a
few hungry CFIs who would do it for me for almost nothing.

					PC
-- 
cantrell@sequoia.com
From: sloubtin@dsg.cs.tcd.ie (Sylvain Louboutin)
Newsgroups: rec.aviation
Subject: what do you think of the IC-A20?
Date: 2 Sep 92 22:04:27 GMT
Organization: DSG, Dept. of Computer Science, Trinity College Dublin

I saw recently an add for the ICOM IC-A20,  this hand held VHF with VOR
capability;  one netter (someone from Zurich I believe) said that this
kind of VOR can indeed be usable (by the way,  does it include DME as
well?)

is it worth the difference in price? (i.e. the IC-A20 vs IC-A2)  What
are the different alternative?  (i.e. other brand)

I would like to use a hand held VHF in sailplanes;  I fly with club
gliders and I find quite bothering to fly once in a while with a
machine which does not have Dublin ATC frequency for instance, and
being stuck below 3500 MSL (we fly below Dublin CTA).

How useful would be a VOR capable hand held VHF in a glider?  has
anybody out there used one of these in a cross country?

Last question:  where should I buy it?  the add I saw was in a UK
paper,  and the add mentioned explicitly that only the UK version was
CAA approved (the IC-A20 is sold around 400 pounds there;  and I reckon
this is far more expensive than in the US).  How much is it sold in the
USA?  I believe that such restrictions are irrelevant in Ireland, so I
could easily use something purchased via mail order in the US if the
difference of price is significant.

-- 
//Sylvain R.Y. Louboutin, fax: (+353-1)772204, e-mail: Louboutin@dsg.cs.tcd.ie
//Distributed System Group, O'Reilly Institute, room F.35, (+353-1)7021539 ...
//Department of Computer Science, Trinity College, Dublin 2, -Ireland-  ASK-18
From: egnr70@castle.ed.ac.uk (J Pryce)
Newsgroups: rec.aviation
Subject: What is Ground Effect? (was GLIDER: stall landings)
Date: 31 Aug 92 14:12:00 GMT
Organization: Edinburgh University

raveling@Unify.com (Paul Raveling) writes:
>In article <1992Aug27.153441.13571@i88.isc.com>, rmiller@i88.isc.com (Richard J. Miller) writes:
>>  the 152 may be 5:1 in the landing configuration,
>> the Discus may be as much as 42:1 depending on where the spoilers are.
>	Probably even more -- don't forget ground effect.  It wouldn't
>	take much excess airspeed to bleed off before it's worth
>	calling it infinity-to-one on a short field.
> 
OK, anyone got a good aerodynamic explanation of ground effect. 

My guess is that it is a reaction to the downdraught from the wing. 
The effects must decrease, the better the performance of the aircraft
(otherwise here comes another perpetual motion patent,) and so although
significant in a 25:1 glider, are unlikely to make much difference in a
50:1 ship.
From: davea@col.hp.com (Dave Allen)
Newsgroups: rec.aviation
Subject: Re: FAR 91.205 ?
Date: 2 Sep 92 18:06:34 GMT
Distribution: rec
Organization: HP Colorado Springs Division

jouvelot@alexandria.lcs.mit.edu (Pierre Jouvelot) writes:
> I am wondering whether flying a non-turbo non-super charged engine with
> a stuck MP gauge would break FAR 91.205.
> ...for "altitude engines" only. ...
> ...an "engine having a rated takeoff power that is
> reproducible from sea level to an established higher altitude".

I don't think you'd break 91.205, but naturally, there's more to it.
In your POH (or there-abouts) is a list of standard instruments and the
official equipment list. Your plane was probably "certificated" with a MP
gauge, and it's probably on one or both of these lists. So you could be
operating illegally that way, and voiding your insurance. Such fun. :-(

But as far as I know there is a provision that you may label the gauge
"INOP" and go flying (at least in the general direction with the general
intention of getting it fixed).

dave allen - Fly because you love it.
Newsgroups: rec.aviation
From: mark@hpcvxmsr.cv.hp.com (Mark Rowe)
Subject: Re: Flying saves money (sic)
Reply-To: mark@.cv.hp.com
Organization: UDT-CV (ITO)
Date: Wed, 2 Sep 1992 20:45:54 GMT

In article <7243@lib.tmc.edu>, jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard) writes:
>>And who do they file pilot reports with?
> 
> ATC. They're just as happy to take them.

My experience has been different.  When I tell ATC I would like to file
a pirep, they typically respond, "... frequency change approved, report
back this frequency."

Mark Rowe       Corvallis, OR       PP-SEL G I       Comanche N5943P
Newsgroups: rec.aviation
From: doshay@ursa.arc.nasa.gov (David Doshay)
Subject: Re: DEA on 60 minutes
Keywords: DEA, aircraft confiscation, TV
Organization: NASA-Ames Biocomputation Center
Date: Thu, 3 Sep 1992 21:02:50 GMT

In article <1992Sep2.231458.17831@gtephx.UUCP>, pfluegerm@gtephx.UUCP (Mike Pflueger) writes:
|> In article <1992Sep1.210653.15651@hpcvusn.cv.hp.com>, mark@hpcvxmsr.cv.hp.com (Mark Rowe) writes:
|> > Anybody catch 60 minutes this past weekend.  They had a clip on the
|> > DEA (drug enforcement agency) that seemed to me to pretty much confirm
|> > the concerns ...
|> 
|> Well, at least the (proposed?) legislation to be allowed to shoot down
|> planes "suspected" of smuggling was canned!
|> 
|> Is this what they mean by "the friendly skies"?
|> 

No, but trying to pass rules like this is what is meant by "Kinder, Gentler"

David		doshay@soma.arc.nasa.gov

The thought police insist I tell you:
my thoughts, not NASA's
From: jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard)
Newsgroups: rec.aviation
Subject: Re: Be nice to your engine
Date: 1 Sep 1992 15:35:03 GMT
Organization: UT Health Science Center Houston

In article <greg.715357773@saltydog> greg@saltydog.dpsi.com (Gregory R. Travis) writes:
>Now, Chris has a valid point regarding HIS engines.  The geared engines,
>by and large, all have a terrible reputation for reliability.  And, indeed,
>the geared O-300 in the C-175 suffered from inadequate lubrication at
>the high RPMs it saw.  However, this was a design defect in the engine,
>not a blanket condemnation of high power.

Huh? Light Plane Maintenance (or was it Aviation Consumer?) said a couple of
years ago that the biggest source of the 175's GO-300 not making TBO was
pilots afraid to run it hard. Their recommendation was to go ahead and run it
at high power.
-- 
Jay Maynard, EMT-P, K5ZC, PP-ASEL | Never ascribe to malice that which can
jmaynard@oac.hsc.uth.tmc.edu      | adequately be explained by stupidity.
 "Keep in mind that Amateur Radio As We Know It Today will cease to exist
            at midnight tonight." -- Dave Newkirk, WJ1Z
Newsgroups: rec.aviation
From: geoff@peck.com (Geoff Peck)
Subject: Re: Comparing Tach and Hobbs rates?
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Tue, 1 Sep 1992 06:05:28 GMT

Ah, the perennial tach vs. Hobbs rate question.

> IMHO, Tach rates are a much fairer way to charge than pure Hobbs.

Well, yes and no.  I'd suggest that for the renter, tach is almost always
preferable to Hobbs.  However, "fairness" needs to work both ways, and for
aircraft which are primarily used for primary training, Hobbs may actually
be a more fair charging scheme.  Why?  Well, trainers are subjected to
lots of takeoffs and landings, slow flight, and so on.  They are, to put
it gently, somewhat abused.  Some of the _least_ abusive use to which they
are put is cross-country flight, which is the _most_ expensive from the
point of view of the tachometer.  The more abusive uses, such as stall and
pattern practice, would be comparatively inexpensive from the tach's
viewpoint.  Hobbs time is "the great equalizer" -- it all costs the same.

Actually, Hobbs makes tremendous sense here, since engines are frequently
maintained on a tach basis.  When doing things like takeoffs and landings,
more dollars to to tires and brakes; when doing cross-countries, more
dollars flow to the engine.  (Well, sort of.)

One scheme which I've seen is for there to be a single rate for a given
airplane -- student pilots pay Hobbs, and post-student pilots pay tach,
using the same dollar figure.  (Another variable here is wet vs. dry -- in
one case I know, students pay wet Hobbs and post-students pay dry tach,
using different dollars-per-hour figures, of course.)

The only good thing about charging tach for student pilots is that this
would make full-stop, taxi-back takeoffs and landings less expensive.

What about instrument students?  Instrument training is relatively benign
to aircraft, and charging on the tach is immensely humane -- all that time
waiting for ATC, either on the ground or in holding patterns, becomes less
expensive for the student.

And what about wet vs. dry rates?  Wet rates have one notable advantage in
a rental/club situation -- if the previous user doesn't completely refill
the aircraft, the next renter isn't unduly inconvenienced.  Also, when a
plane is rented wet, the renter has no incentive to lean the engine
excessively.  However, the renter also has no incentive to shop for cheap
gas.  One solution is to pay a fixed per-gallon cost, such as the price
paid at the home airport.  This isn't all that good an idea, though, as
some price-conscious renter might decide "gee, gas here at Gouging
International is $2.84/gallon, but if I can just squeak home, it'll be
only $2.12/gallon, and it'll be paid for -- so I'll go with what's left in
the tanks."  (Bzzzzt!)

In the end, I think that dry rates are probably the best way to go for
non-students and wet rates for student pilots, primarily based on the usual
duration of a flight.  Sometimes, with student pilots, it's convenient for
an instructor to do a "quick turn" and possibly not refuel.  Wet rates make
that practical.

Enough rambling on this subject...

						Geoff
Newsgroups: rec.aviation
From: jkf@Franz.COM (Sean Foderaro)
Subject: Re: crossing a runway, and instructor relations
Organization: Franz Inc., Berkeley, CA
	<Aug.26.21.53.56.1992.26294@pilot.njin.net>
Date: Thu, 27 Aug 1992 05:51:27 GMT

  
  Despite what the AIM says, it never hurts to play it safe and 
ask if you are at all uncertain about whether to cross.   It helps 
to understand your your taxi request is handled in the tower.  
At Oakland (and probably elsewhere) if your path will take you over 
an active runway the ground controller has to get permission from the 
local controller (the one who talks on the 'Tower' frequency).  
This takes a bit of time so if you ask to "taxi to X" and the controller
immediately responds, "taxi to X", then this conversation hasn't
taken place so be suspicious if you come to an active runway.
Also if you have to taxi for a few minutes before reaching an active
you have to cross then chances are you aren't cleared to cross it
since the local controller is unlikely to surrender his runway for 
a few minutes while you taxi to it.  Of course this all depends on how
busy the airport is.  If it is so slow that there is one person working 
both the ground and local positions then you can get 'long distance' clearances
to cross active runways.
  I've had a lot of experience with this at the Oakland airport since if
I land on runway 27R I have to taxi for about four minutes then cross
runway 15 to get to my parking spot in the old-t's parking area. 
Most often I hear

	"taxi to the old-t's, hold short of 15"

occasionally I hear

	"taxi to the old-t's"

    but I always assume that the controller forgot to tell me to hold
    short of  15, so I do, and the controllers have never sounded peeved 
    by this.  There have been occasions when if I'd just followed the
    AIM and crossed that I would have been in conflict with aircraft
    departing on 33 (the other end of 15).   My tombstone could
    have read "See AIM 4-68".

and sometimes (especially at night) I hear

	"taxi to the old-t's, cross runway 15"

    when they want to make it clear that I needn't stop at 15.


-sean

Newsgroups: rec.aviation