HDTenEightyP/NetNews huggingface dataset:
From: RandyL@MCES.MsState.Edu (Randy Loper)
Subject: Re: Maximum number of hours prior to solo?
Summary: I'm no longer a contender for the grand prize.
Organization: Mississippi Cooperative Extension Service
Date: Wed, 6 Jan 1993 13:54:08 GMT

In article <C0F92D.K9p@utdallas.edu> kmldorf@utdallas.edu (George Kimeldorf) writes:
>From: kmldorf@utdallas.edu (George Kimeldorf)
>Subject: Re: Maximum number of hours prior to solo?
>Summary: I'm no longer a contender for the grand prize.
>Date: Wed, 6 Jan 1993 07:35:00 GMT

>In article <Bzn31F.17H@utdallas.edu> kmldorf@utdallas.edu (George Kimeldorf)
>writes:

>> What is the record for the maximum number of hours prior to first solo?
>> Since October, I have accumulated 28.3 hours without being signed off to
>> solo.  Is that a record?  Do I win first prize?
>>
>>
>After posting that message, I accumulated another 5.6 hours by continuing my
>routine of flying two or three times per week, but I still couldn't land
>the plane satisfactorily.  Then a spell of bad weather kept me grounded for
>nine days, until today when I did eight successive smooth landings with my
>instructor, followed by three SOLO!

>Why the sudden improvement after a break?  Coincidence?

>--George Kimeldorf  K5LL   Student Pilot

I don't think it was a conincidence.  Like you, I have a good many hours
built up and still haven't soloed (about 25).  However, earlier I was 
having terrible problems staying lined up on the runway on my final
approaches.  Also, I was having numerous problems drifting right and left
after breaking the glide.  Because of weather and other problems, I had 
about a three week layoff.  After the layoff, I had improved by leaps
and bounds.  My instructor says that most of learning to fly is done from
the ground.  He says that the extra time off to think about flying 
sometimes is a big help to students.  It certainly was in my case.  I expect
to be soloing real soon now.


Newsgroups: rec.aviation.student
From: phil@pex.eecs.nwu.edu (William LeFebvre)
Subject: Re: help with ATC statement
Organization: EECS Department, Northwestern University
Date: Mon, 11 Jan 1993 17:42:51 GMT

In article <1993Jan11.091304.13613@lloyd.Camex.COM> amy@lloyd.Camex.COM (Amy Lindsay) writes:
>So, there are nice controllers and not-so-nice ones, and "good" is a
>relative term.  Just remember that they're all actually there to help
>you, so if you need help in understanding THEM, just ask.

Let's all also remember that controllers are as human as we are.  They
have bad days, too.  Days when they come to work grouchy, depressed,
angry, a little sick, etc.  I'm not necessarily excusing poor or
abusive manners, just trying to understand them....

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
From: mayer@access.digex.com (David)
Newsgroups: rec.aviation.student
Subject: Re: Turning
Date: 7 Jan 1993 22:12:20 GMT
Organization: Express Access Public Access UNIX, Greenbelt, Maryland USA
NNTP-Posting-Host: access.digex.com

You were conducting an instructional VFR flight with only 
a 1000 foot ceiling???
Newsgroups: rec.aviation.student
From: bishopjl@infonode.ingr.com (John L Bishop)
Subject: Re: help with ATC statement
Organization: Intergraph Corporation, Huntsville, AL.
Date: Fri, 8 Jan 1993 21:49:07 GMT

In article <C0I1xL.IF1@mach1.wlu.ca> eandersn@mach1.wlu.ca (Niels Ejvind Andersen) writes:
>D. Noah Eckhouse (eckhouse@athena.mit.edu) wrote:
>: This morning I was flying touch-and-goes and the controller told me
>: to: "Square your turn to base and final"  which I thought meant hurry up
>: and get going with those two left handed turns.  Which I did. Is this what
>: he meant?  Or did he mean to slow down and not round the turns too much.

Actually, just the opposite.  The controller was trying to sequence you 
without making you do a 360 - which isn't the safest manuever in the world
(IMHO).  If you are flying a close downwind leg, your turns to base and
final tend to become U-shaped.  The controller was in essence asking you to
fly a wider pattern.  

Another common method for accomplishing the same thing is for the controller
to ask you to "extend your downwind".

					John

-- 
Standard Disclaimer:  These are my comments, and not necessarily my employer's.
That's my story, and I'm sticking to it!
John L. Bishop, Tech. Manager, Intergraph Corp.     bishop@jlb911.b17a.ingr.com
From: hchong@netcom.com (Hoi Chong)
Newsgroups: rec.aviation.student
Subject: Re: Maximum number of hours prior to solo?
Date: 12 Jan 93 21:31:12 GMT
Article-I.D.: netcom.1993Jan12.213112.17685
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

From article <9301121045.aa29675@Bonnie.ics.uci.edu>, by mmuller@Bonnie.ICS.UCI.EDU:
> OK, here's my story:
> 	My attempted solo, so i call, was because i had two go-arounds
>  followed by a landing, upon which i was ordered back to my FBO.  They
> did this since i almost flew into the windsock, but pulled out in time
> to go-around.

I only had one attempt (and passed), but on the 2nd solo approach that
day the sun reflected some lights off my plane and into my instructor's
eyes.  He thought that my radio had gone out and was flashing the landing 
light to indicate so.  I guess instructors do anticipate everything happening
on solo attempts.
From: rf2c+@andrew.cmu.edu (Robert O. Frasca)
Newsgroups: rec.aviation.student
Subject: Re: Air Sickness
Date: 5 Jan 93 04:33:24 GMT
Article-I.D.: andrew.MfGNkom00iUzE1DXBx
Distribution: world
Organization: Naval Science, Carnegie Mellon, Pittsburgh, PA

Brian:

Air sickness is perfectly normal.  Some people are just more susceptible
to it.  I have read that some 80% of the people that get air sick do so
because the tell themselves to (IT's ALL IN THEIR HEAD). ie.  Eat a
small meal before they fly, thinking I better be safe.  Don't alter your
behavior in any way just relax and have fun.  That's why your learning
to fly isn't it.  

YES,  you do get used to it.  In fact if I haven't flown in a while I'm
usually pretty green after a few High-G barrell rolls (especially if I
am not flying but going along for the ride). They will do it to you
every time.  It usually doesn't take much to get re-aquinted with it.

Don't lose any sleep over it, RELAX, and HAVE FUN!

Regards,

Rob Frasca   
Newsgroups: rec.aviation.student
From: peted@microsoft.com (Peter Duniho)
Subject: Re: Maximum number of hours prior to solo?
Date: 06 Jan 93 18:02:14 GMT
Organization: Microsoft Corporation

In article <C0F92D.K9p@utdallas.edu> kmldorf@utdallas.edu (George Kimeldorf) writes:
>Then a spell of bad weather kept me grounded for
>nine days, until today when I did eight successive smooth landings with my
>instructor, followed by three SOLO!
>
>Why the sudden improvement after a break?  Coincidence?

Maybe not.  I suppose this varies from person to person, but I've
found that if I'm trying to learn a skill, or improve on a current
skill, that taking a break (sometimes just an hour or so, sometimes
days, depending on what I'm doing) really helps things along.

Hypotheses: The break allows my brain to catch up with the experiences
that my body's been having; maybe it was just too busy doing all the
work, that it didn't have a chance to rewire properly?  Or, if I get
myself into a situation where I _think_ that I should be improving
more rapidly (or at all) than I am, I get frustrated, which just makes
things worse.  The break gives me a chance to relax, slow down, think
about things, and come back with a fresh perspective.

Whether either of these are really the reasons, I'm not sure.  I can
vouch for the existence of the effect though!
-- 
Pete Duniho         "Give me a fish, or a mountain, to scale..."
peted@microsoft.com              -- Toy Matinee
Newsgroups: rec.aviation.student
From: davidm@dead.duc.auburn.edu (David Mcleod)
Subject: Re: Air Sickness
Reply-To: davidm@dead.duc.auburn.edu
Organization: Auburn University
Date: Tue, 5 Jan 1993 16:48:37 GMT

In article 040193191940@fp1-molbio-17.uoregon.edu, margolin@oregon.uoregon.edu (Brian Margolin) writes:
>As I stated in a recent posting to this newsgroup I am in the early stages
>of my flight training.  Yesterday I went up with my instructor and we were
>going to practice various maneuvers during slow flight.   When we got up
>there my instructor decided to cancel the slow flight practice because it
>was extremely turbulent.  It was hard just to hold a course and keep my
>wings level.  Because we were getting bumped around so much I ended up
>getting airsick.  My question, is it normal for beginning pilots to get
>airsick and with experience does the tendency to get airsick go away?
>
The only time I ever got airsick was in the conditions you describe.  
We were practicing 20 degree banks in slow flight and the inside wing
stalled (read spin entry at full throttle).   It was an interesting exercise
in unusual attitude recovery and it affected my stomach badly.  I expect
your airsickness will disappear as you gain confidence in controlling the
plane (mine did).  	

- David McLeod
- davidm@dead.duc.auburn.edu



Newsgroups: rec.aviation.student
From: eckhouse@athena.mit.edu (D. Noah Eckhouse)
Subject: Re: help with ATC statement
Organization: Massachusetts Institute of Technology
Date: Thu, 7 Jan 1993 20:55:54 GMT

In article <ritter.726430942@claude> ritter@claude.ma30.bull.com (Roger Ritter) writes:
>eckhouse@athena.mit.edu (D. Noah Eckhouse) writes:
>
>>This morning I was flying touch-and-goes and the controller told me
>>to:
>
>>"Square your turn to base and final"  which I thought meant hurry up and
>>get going with those two left handed turns.  Which I did.
>
>No, he meant to slow down and not round the turns too much.  And the

Thanks for all the clarification, folks.  I now believe I know the
answer.  (I will, of course, also run it past my instructor).  Nothing
like a low hour student to make the rest of the world look like
experts!



=====================================
Noah Eckhouse
Research Specialist
MIT Department of Ocean Engineering
77 Massachusetts Avenue, Room 1-225
Cambridge, MA  02139
617/253-5900  eckhouse@athena.mit.edu

Newsgroups: rec.aviation.student
From: butchern@zeus.swindon.rtsg.mot.com (Neil Butcher)
Subject: Re: Maximum number of hours prior to solo?
Organization: Motorola LTD
Date: Wed, 6 Jan 1993 10:29:10 GMT

Ever thought about taking up golf!
[joke]
-- 
Neill Butcher,
[Private & Glider Pilot, (Instrument Rated)]
Motorola,
16 Euro Way,
Blagrove,
Swindon.
Wiltshire.
England. SN5 8YQ.
Tel No  +44 793 545434
Fax No  +44 793 541228
E-mail  butchern@zeus.swindon.rtsg.mot.com
uunet!motcid!zeus!butchern


                                  ___________                                                              
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     ---------------------------------(_)---------------------------------
From: randy@cerl.gatech.edu (Randal T. Abler)
Newsgroups: rec.aviation.student
Subject: Re: ATC contact below 300ft
Date: 11 Jan 93 20:38:57 GMT
Organization: CERL/EE, Georgia Tech, Atlanta

In article <3621.1817.uupcb@compart.fi> nikke.gaby@compart.fi (Nikke Gaby) writes:
>Is it true that I don't have to answer to the ATC when being on final
>below 300 ft AGL ?

As others have said, there is no explicit exemption as far as US FARs
are concerned, but the Aviate, Navigate, Communicate (or "Don't drop the 
plane to fly the mike") policy applies.  Although it is probably more
useful under IFR than VFR, a quick response of "Standby" works well to 
let ATC know you will get back to them in a moment -  for example, on missed 
approach, in bumpy weather, when your pencil and notepad and approach 
plate just disappeared, you haven't figured out what to try next, and
ATC asks "Say intentions".
 
Without a headset & PTT while in a landing flare or short final, I'd say 
you have two choices, depending on what ATC is saying - 
If they are saying something critical like "go around" or "side-step to
parallel runway xxx" then I'd probably just follow the instructions 
without acknowledging - they will be able see your maneuvers 
which will serve as an acknowledgement.   
If they are asking something like "say parking" or other non-critical
information like asking about the winds, weather, etc, I would be
inclined to ignore them.  I'll chat with them after I get the plane
out of the landing mode and into the taxi mode.
	
-- 
Randal  Abler   	randy@cerl.gatech.edu		 
CERL/EE Georgia Tech     
Newsgroups: rec.aviation.student
From: brecher@well.sf.ca.us (Steve Brecher)
Subject: Re: Medical vision requirements?
Organization: none, in Reno NV USA
Distribution: usa
Date: Tue, 12 Jan 1993 22:16:37 GMT

In <1993Jan11.164231.15345@rwwa.COM>, witr@rwwa.COM (Robert Withrow)
writes:

> QUESTION:  How likely/hard is getting a waiver for, say, 20/400 vision
> uncorrected and 20/20 corrected for a *second-class* medical?  Anyone have
> one?

Likely, not hard; I have a second class medical with a vision waiver and
I'm very myopic.  I don't know exactly what my "20/" measurement is, but
my lenses are -6.00 and -5.50, which correct me to 20/20.

--
brecher@well.sf.ca.us (Steve Brecher)

Newsgroups: rec.aviation.student
From: peted@microsoft.com (Peter Duniho)
Subject: Re: Medical vision requirements?
Date: 12 Jan 93 19:29:03 GMT
Organization: Microsoft Corporation
Distribution: usa

In article <1993Jan11.164231.15345@rwwa.COM> witr@rwwa.com writes:
>QUESTION:  How likely/hard is getting a waiver for, say, 20/400 vision
>uncorrected and 20/20 corrected for a *second-class* medical?  Anyone
>have one?

As has already been pointed out, one can only make a guess about the
vision quality based on the lens power, and since I don't actually
know my uncorrected vision, you'll have to do the guessing here.

However, I do have a 2nd Class Medical, and wear contact lenses,
power -3.5 and -3.75.  As you can guess, my vision uncorrected is
pretty bad, but it _is_ corrected to 20/20.  Getting a waiver
was a simple as having my optomitrist sign a form and return it
to the FAA.  The FAA even sent me the form automatically when I got
my medical.
-- 
Pete Duniho         "Give me a fish, or a mountain, to scale..."
peted@microsoft.com              -- Toy Matinee
Newsgroups: rec.aviation.student
From: ett@alfred.carleton.ca (E. Todd Taylor)
Subject: Re: Maximum number of hours prior to solo?
Organization: Carleton University
Date: Fri, 8 Jan 1993 16:56:30 GMT

I was up to 15 hours before I soloed (in an aeronca champ on 
skis & I was wearing a snowsuit!!).  My instructor (an old bush pilot), 
didn't set any particular day for my solo...the wise old fella simply waited
until I said "when can I solo?".  At that point, we landed, he got out and
away I went.  I guess his reasoning went that I'd be ready to solo when
I asked...and I was.

-- 
Carleton University                          E-mail: todd_taylor@carleton.ca 
Dept. of Physical Plant                      Office:(613) 788-2600 x8557
Ottawa, ON K1S 5B6                              Fax:(613) 788-4383
From: stephens@access.digex.com (John Stephens)
Newsgroups: rec.aviation.student
Subject: Re: Medical vision requirements?
Date: 10 Jan 1993 19:58:15 GMT
Organization: Severn Companies, Inc., Lanham, MD 20706
Distribution: usa
NNTP-Posting-Host: access.digex.com

In article <1993Jan9.185746.11847@magnus.acs.ohio-state.edu> smccrory@magnus.acs.ohio-state.edu (Scott McCrory) writes:
>Hello all,
>     I'm a 25 year-old student soon to graduate and am very interested in pursuing
>my pilot's license.  The only thing I'm concerned about is the medical certificate's
>limit on uncorrected vision being no greater than 20/50.  Does anyone here know what
>that corresponds to in terms of lens values?...my worst eye uses a 3.50 corrective lens.
>

You have nothing to worry about for a private pilot license if the
correction is 3.50 (diopters).  This corresponds to
*approximately* a vision rating of 20/200.  The requirements for
vision for the three classes of medical are:

FAR 67.17 Third Class Medical  (private pilot priviledges)
(b)(1) Distant visual acuity of 20/50 or better in each eye
separately, without correction; or if the vision in either eye is
poorer that 20/50 and is corrected to 20/30 or better in each eye
with corrective lenses (glasses or contact lenses), in which case the
applicant may be qualified only on the condition that he wears those corrective 
lenses while exercizing the priviledges of his airman certificate.

FAR 67.15 Second Class Medical (commercial pilot proviledges)
(b)(1) Distant visual acuity of 20/20 or better in each eye
separately, without correction; or of at least 20/100 in each eye
separately corrected to 20/20 or better with corrective lenses
(glasses or contact lenses), in which case the applicant may be qualified on
the condition that he wears those corrective lenses while exercizing the
priviledges of his airman certificate.
     
FAR 67.13 First Class Medical (ATP priviledges)
(b)(1) Distant visual acuity of 20/20 or better in each eye        
separately, without correction; or of at least 20/100 in each eye  
separately corrected to 20/20 or better with corrective lenses        
(glasses or contact lenses), in which case the applicant may be qualified on
the condition that he wears those corrective lenses while exercizing the
priviledges of his airman certificate.        
      
These are the specific regulations that apply to the granting of
the medical certificate based on the examination.  There are many
instances, at all pilot levels, of certificates being granted on
the basis of waivers after obtaining a certificate of
"demonstrated competence", with poorer vision than specified
above.  There are one-eyed pilots out there, for example.

As well as the distance acuity test, there are others, such as
reading acuity, image fusion, etc., none of which are a problem
for the vast majority of private pilots.

Based on your posting, you should not have any problems with the
eye test.  Go for it, and good luck.

-- 


   _____________________________________________________________________
  /                              .                                      \
Newsgroups: rec.aviation.student
From: black@westford.ccur.com (Samuel Black)
Subject: Re: Medical vision requirements?
Organization: Concurrent Computer Corp.  Westford, MA
Distribution: usa
Date: Mon, 11 Jan 1993 15:32:37 GMT


>You'd have to have your vision with and without lenses checked, and as far
>as I remember for a class 3 medical (private pilot requirement) you need no
>more than 20/200 uncorrected; anyway, if you don't meet the standard,
>you can still get a waiver, ...


My vision is far worse than 20/200 (6.5 diopter correction).  In my case, when
they asked me to take my contacts out for testing, I just told them it was no
use (I can't even detect the big "E").  All that happened is that my license
has the "must wear corrective lenses" clause in the restrictions section.
Of course, my color deficiency still prevents me from night flying, but
that's another story.

		- sam black

-------------------------------------------------------------------------------
Once you remove the absurdity from human existence, there isn't much left.
		     __________
		    /  _______/__	...!{decvax,uunet}!masscomp!black
		   /__/______/  /	black@westford.ccur.com
	  Concurrent /_________/
	Computer Corporation
-------------------------------------------------------------------------------
Newsgroups: rec.aviation.student,rec.aviation.piloting,rec.aviation.ifr
From: ddavis@gain.com (David P. Davis)
Subject: Re: A unusual DUAT NOTAM abbrev.
Organization: Gain Technology, Inc.
Distribution: usa
Date: Tue, 12 Jan 1993 05:28:21 GMT

In article <barnett.726811983@convex.convex.com>, barnett@convex.com (Paul Barnett) writes:
|> In <1993Jan12.031056.29301@tandem.com> len@Tandem.com (Len Fishler) writes
|> 
|> [NOTAM description edited....]
|> 
|> >It turns out that CFA stands for Controlled Firing Area (pretty ominous 
|> >sounding, eh?).  The briefer explained that Lawrence Livermore Labs is test
|> >firing a very powerful laser (no doubt Star Wars related!), and that it is
|> >recommended that aircraft avoid that area (no radius specified) between
|> >midnight and four AM on the 12th. Interesting, eh?
|> 
|> Depending on what the test actually involves, it might be a rather
|> spectacular sight.  Although, I wonder if the NOTAM is simply a
|> precaution if things don't go as planned.  If there was really
|> something to see, I would expect them to close the airspace.
|> 
|> What surprises me is that the briefer told you what was going on.  I
|> ...

-- 

Closing the airspace isnt really a requirement for laser testing.  Last month
they were conducting laser tests at NASA Ames.  Aircraft requesting transit
of the ATA were approved, but told *not* to look down during transit due
to tests in progress.  I dont think they were testing anything powerful
enough to melt the airframe of a 150 though...

						David Davis

--
David P. Davis
Gain Technology Inc.
Palo Alto, CA
ddavis@gain.com

Standard Disclaimer:

	The above does not represent the views and/or opinions of
	Sybase Inc. or Gain Technology Inc.

Newsgroups: rec.aviation.student
From: rogersmf@eplrx7.es.duPont.com (Mark Rogers)
Subject: Re: King videos
Organization: Cimtek America  
Date: Thu, 7 Jan 1993 12:04:39 GMT

In article <1993Jan7.015214.25784@hplabsz.hpl.hp.com> laubach@hpl.hp.com (Mark Laubach) writes:
>This pilot used the King School tapes to transition from glider to
>power.  I found the tape course great and I passed the exam with at
>score of 98%.  Now, for me, a large part of the material was

Has anyone tried the American Flyers' videotapes?  Their video ground
school goes for $89.95 (6 videotapes plus materials) and is described as 
covering more than just the material required for the written.  At that
price, it's almost worth it just to satisfy my curiosity!

>Am currently using the King tapes for my IFR exam, wish me luck....

Good luck!!
-- 

Mark Rogers, PP-G (rogersmf@eplrx7.es.dupont.com)

Newsgroups: rec.aviation.student