HDTenEightyP/NetNews huggingface dataset:
From: bam@bang.uucp (Bret A. Marquis)
Newsgroups: rec.aviation
Subject: Re: Air Usenet patches now shipping!
Date: 7 Apr 92 05:30:44 GMT
Distribution: usa
Organization: Marquis Property Development Co., San Diego

In article <56856@cup.portal.com> Steve_M_Kile@cup.portal.com writes:
>I received my Air Usenet patch today and wanted to thank Bret for his
>efforts.

You're quite welcome.
>
>One question (perhaps I'm missing something.)  The letter N in Usenet
>is reversed on my patch.  Is there some significance to this or was it
>a manufacturing error?
>


Yes, there is indeed significance to the letter n in that particular
context.


Bret
Newsgroups: rec.aviation
From: umamihud@ccu.umanitoba.ca (Amihude)
Subject: Re: I thought I saw a F86
Organization: University of Manitoba, Winnipeg, Manitoba, Canada
Distribution: rec
Date: Thu, 16 Apr 1992 01:31:34 GMT

>up the vertical stabalizer, something like:
>
>                                 !
>                                 ! 
>                            -----+-----
>                                 !
>                               /---\     
>
>I vote for the Canadair aircraft, can't recall its designation right now.
>
>Mike
   I don't think it's a Canadair Tutor, as the tutor has a single exaust
port in the tail, not at the trailing edge of the wings..  Maybe it was a
foreign job...


Newsgroups: rec.aviation
From: davea@col.hp.com (Dave Allen)
Subject: Re: Delayed Reaction
Date: Thu, 9 Apr 1992 19:49:50 GMT
Organization: HP Colorado Springs Division

[Aerostar vs Cessna]...
Since the Aerostar saw you (or says so), he was REQUIRED to miss you by 500',
allowing that much room for whatever you might do. You both should file a
"near-miss" report. If he was doing approaches (in radar contact), they should
have called you as traffic and had the Aerostar take evasive action. Were
you mode-c or "altitude unknown"?

[Sailplane vs Powered]...
The sooner you do something the better. Even though a sailplane has the right
of way, if he doesn't see you, right of way doesn't mean much. Show him some
wing right away (in a right turn, which is proper for head-on's).

I was flying the Luscombe one day and had a T-41 (C-172) coming right at me
from the side. I watched him come and not see me, so I showed him some wing.
He turned away then. The wing is a good visibility tool.

dave allen - Fly because you love it.
From: scott@hplvec.LVLD.HP.COM (Scott Turner)
Date: Wed, 8 Apr 1992 17:56:05 GMT
Subject: Re: Motion 'Discomfort'...
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

In rec.aviation, myers@hplred.HP.COM (Tom R. Myers) writes:

Some tips for fighting motion sickness in flight:

>   1) Stay well hydrated. Drink water before you go; take a water
>   bottle with you (if non-akro), and use it.

I'm one of the lucky ones, I guess, in that I seem to have absolutely no
inclination towards motion sickness.  (I once road "The Corkscrew" at
Knottsberry Farm on a slow day so many times that I had trouble walking
a straight line, but no motion sickness.)

I can't however follow Tom's advice regarding water.  Seems I've got this
problem with the size of my er... excess moisture retention device.
Actually, I think it's in large part a mental rather than a physical
problem.  Whenever I depart on a longer trip, I almost immediately get
the urge to find a "rest stop".  If I even *think* about actually
drinking water during the flight, I'm guaranteed several hours of abject
misery :-)


Scott Turner  scott@hpisla.LVLD.HP.COM
HP VXI Systems Division
Turbo Arrow N2134N  "Baby"
From: brecher@pyramid.unr.edu (Steve Brecher)
Newsgroups: rec.aviation
Subject: Details on Reno Fly-In/Lunch 4/18
Date: 16 Apr 92 06:07:43 GMT
Distribution: usa
Organization: still disorganized in Reno, NV

The April 18 lunch will be in the Globe Room at Bally's.  It's on the
entrance level, past the Grand Staircase and then around to the left.
Just ask a hotel employee if need be.  The room opens at noon for soft
drinks; lunch is at 12:30.  The RNO FBO offering a gas discount is Sierra
Air Center, on the east side of the field, near taxiway I[ndia].

Current roster:

 Herb Bishop                     Reno   (my current flight instructor)
 Steve Brecher & Joan Quirk      Reno
 Mike & Jan Busch   T310R 2638X  SMX    76702,476
 Mark Klein         C182 759TA   O56    mklein@dis.com
  & Mark Cousins                        mtc@hpsemc.cup.hp.com
 Sean Foderaro      Tiger 28358  OAK    jkf@franz.com
  & Kevin Layer                         layer@franz.com
  & Chris Richardson                    cer@franz.com
 Margaret Puckette  Archer 1939G HIO    mpucket@jacobs.cs.orst.edu
  & Scott Heiser                        heisers@jacobs.cs.orst.edu
  & Steve 'n' Val Keifer
 Rick Reed          Bonanza 284D PAO    70730,2171 or reed@Metaphor.COM
  & Chuck Kennedy                       71410,1100 or ckennedy@netcom.com
  --passenger seats available
 Ted Sarbin         BMW325ic     Reno   ted@cs.unr.edu
 Ed Wischmeyer      ARSA Fighter SJC    wischmeyer#m#_ed@msgate.corp.apple.com>
 --tentative

Gopal Ramachandran <gopal@cirrus.com>, (510)-226-2138, is looking for
people to fill seats in a Cessna 414 from OAK.

I can guarantee lunch only for those whose confirmations reach me by noon
PDT on Thursday.  This is not to say that those confirming later, or just
showing up, will NOT get lunch, but no guarantee.  My phone number is
702-852-4532.


--
brecher@pyramid.cs.unr.edu (Steve Brecher)
Newsgroups: rec.aviation
From: davea@col.hp.com (Dave Allen)
Subject: Re: landing: flaps or not
Date: Wed, 15 Apr 1992 18:51:24 GMT
Distribution: usa
Organization: HP Colorado Springs Division

mpucket@jacobs.CS.ORST.EDU (Margaret Puckette) writes:
> Example:  Gusty crosswind conditions over an airstrip surrounded by trees
>         * Come in at slightly higher than normal approach speed, no flaps.
>           You are going to hit a lot of turbulence and wind shear when
> 	  you reach short final, you need that airspeed to maintain control
>           of pitch attitude.

Hopefully this field has a long runway. With no flaps you need more than
normal speed on approach. With gusty conditions, you need even more. With
no flaps, sounds like a LONG float.

I've landed the v-tail many times in the past 4 years with 15-20k direct
crosswinds, full flaps, full aileron, full rudder, full stall. The thrust
of this thread seems to be "don't use flaps unless conditions are ideal".
Of course they aren't "required", and we need to know what the plane lands
like with them up, and there might be crosswinds where we need to keep them
up. But I'd like to send the message "use full flaps unless you've got a good
reason not to". Your tires, airframe, brakes etc will like you for it, and
the guy behind you will be amazed at how soon you turn off.

Sounds like the instructor in the original question just wanted to save the
flap motor in that trainer. Or he was big on teaching aircraft control in
the float. :-( Floating down the runway is not one of your safest situations
in flying. Get all the lift (slower speed) and drag you've got out there
doing you some good.

dave allen - Fly because you love it.
From: cohler@vxcrna.cern.ch (Mike Cohler)
Newsgroups: rec.aviation
Subject: Re: creation of eunet.aviation
Date: 13 Apr 92 10:08:00 GMT
Organization: European Organization for Nuclear Research, CERN
News-Software: VAX/VMS VNEWS 1.41

In article <28150014@otter.hpl.hp.com>, ipc@otter.hpl.hp.com (Ian Crighton) writes...
>Re: Discussion on the creation of eunet.aviation.
> 
>I give a big "yes" to this idea, mainly because of the lack of 
>representation of the views of microlight/ultralight pilots in
>rec.aviation. 
> 

I am in favour of the creation of a european aviation news group, but not
as a back door method of getting a microlight news group..... I have no interest
in microlight flying, and only participate in Group "A" and glider flying.
However I would not averse to seeing some postings from microlight pilots
as well in the new newsgroup if it were to be formed.   I hope there
is sufficient general interest for this new group so that it can be created.
==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
Newsgroups: rec.aviation
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: (naive?) Buyer enters used plane market
Organization: National Library of Medicine
Date: Thu, 9 Apr 92 16:25:32 GMT

In article <2510386@hplvec.LVLD.HP.COM> scott@hplvec.LVLD.HP.COM (Scott Turner) writes:
>
>Again, excellent advice.  The one thing I can almost guarantee is that
>buying less plane than you really think you need/would like to have will
>be very frustrating.  There's always a temptation to say, "well gee, I
>really need X but Y is all I can really afford, and anyway at this point
>I'll be happy owning anything just so it flies."

When I bought a 172 as first plane, I was clearly unsure whether I could
afford an airplane at all, and figured that it was best to test the
water with as inexpensive a four place, simple airplane as I could find.
With the realization of the affordability of the plane came the realization
that it just wasn't a long-legged IFR machine.  The fixing up of the 172
and its sale after getting a 182 cost about $6K more than if I had just
gotten the 182 in the first place.  Live and learn...

Looking at the expense records, it appears that my 182 is in the aggregate
about 15% more expensive to operate than the 172 was, but provides about
30% better performance; a rather amazing reversal of the usual cost-
performance curve in higher performance planes.  Either plane is fully
capable of the $2000 surprise gotcha of unexpected maintenance.  Autogas
in the 182 additionally tips the balance in its favor, as hourly fuel
costs are less at 13 gph (if you haul your own) than a 172 burning 8.5
gph of avgas at $2/gal.

Dan Masys
masys@lhc.nlm.nih.gov
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: NEW flight simulator
Keywords: an idea who's time has come
Date: 8 Apr 92 14:52:48 GMT
Organization: Stratus Computer, Inc.

In article <2217@ariel.its.unimelb.EDU.AU>, rab@ariel.its.unimelb.EDU.AU (Richard Alan Brown) writes:
> 
> ********************************************************************************
> 	   		A NEW CONCEPT IN FLIGHT SIMULATORS
> 
> 			*****New Features*******
> 	o SVGA drivers
> 	o Windows support (only joking!)
> 	o A true to detail 'seat back' display.(YOU choose the
> 	non-flame-retardant covering)
> 	o 'one click' action to lower the tray table
> 	o Random diversions to any airport not of your choice
> 	o Inflight entertainment soundblaster support (sometimes it works,
> 	sometimes it doesn't, how's that for realism!)

I'd like to see another couple of features added: 
	random luggage routing.
	passenger bumping.  The simulation ends abruptly before takeoff,
		but you get to play again.
	scratch 'n sniff airline meals (hmmmm, maybe that one should be left out :(
	departure delays.  You have to wait an hour for the simulation to start.
 	"cockpit visit" feature, in which you switch to a REAL flight simulator.
		(Assuming, of course, that it simulates non-U.S. carriers!!)

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation
Subject: How do you cope with turbulence?
From: n6vbg@debisa (Javier Henderson)
Date: 5 Apr 92 20:40:36 PST
Organization: What, me organized???

Three postings today...hm...but the netiquette calls for only one topic per
message...

Anyways, on to my question.

I've been flying for about a year now, and I still feel ssssoooo uncomfortable
flying through bumpy air. How does one get used to it to the point where it
doesn't matter anymore? 

I think I have enough fingers to count the numbers of days I had perfectly
smooth air. With the mountains and all, bumpy skies seem to be the norm in So.
Cal. 

Unless the wx forecast calls for severe turbulence, so far I've put up with it,
as much as I hate it (even though I keep ordering good conditions, UPS is late
in delivering...) 

Can anyone share any therapies for this uncomfortable feelings? I would enjoy
flying so much more then. 
______________________________________________________________________________
Javier Henderson, N6VBG | Beat the 55mph limit...learn to fly!
n6vbg%debisa@mccall.com |
From: paulf@ci.deere.com (Paul A. Fisher)
Newsgroups: rec.aviation
Subject: Re: Motion 'Discomfort'...
Date: 8 Apr 92 17:32:16 GMT

jeffg@loki.asd.sgi.com (Jeff C. Glover) writes:

>I, too, got a little sick to my stomach during the initial training, but
>it went away as time went on....
>The more you're in
>control, and the more you _feel_ in control, the less likely you are to
>have this sensation, IMHO.

I took my father up a few weeks ago and we were getting bumped around - 
nothing serious, but it was constant.  He started feeling bad and he
finally asked if he could take the stick for a few minutes (he was a 
B-25 instructor pilot in the '50's).  After just 5 or 10 minutes he
was feeling fine.  He just needed that 'control' of the airplane.

There is a BIG difference between RIDING in an airplane and FLYING an
airplane.  I suspest when the original poster starts doing the flying,
he won't even notice it.

--
Paul A. Fisher                       paulf@ci.deere.com
Engineering & Manufacturing Systems  ...uunet!deere!paulf
John Deere Road                      (309) 765-4547
Moline, Illinois 61265
From: yiannis@ccad.uiowa.edu (Yiannis Papelis)
Newsgroups: rec.aviation
Subject: Re: (naive?) Buyer enters used plane market
Date: 7 Apr 92 13:03:29 GMT
Organization: CAD-Research, University of Iowa, Iowa City

In an article  rosinski@neit.cgd.ucar.edu (Jim Rosinski) writes:

>The time has come.  I'm tired of renting, and have decided to take the
>plunge to seriously consider outright purchase of a used 4 place,
>single engine, fixed gear airplane.  

Other stuff deleted

>General conclusions: Cessna 172 or 182 would seem to come closest to

Cessna/Tiger comments deleted

>                      Some of the Piper aircraft are perhaps worth
>consideration, but I've never piloted them and know next to nothing
>about them.  

This is no reason to not consider them!!  The cherokees (warrior, archer,
arrow) are very easy to fly and it would take very few hours to become
totally familiar with them.  The low wing doesn't do much for sight-seeing but
from you discussion of the Tiger that doesn't seem to be a problem.  
The arrow is probably out of the question (retractable) and the warrior
is kind of slow but the archer (I, II etc.) does about 125Knots, and hauls 
around 1000 lbs of stuff (minus 300lbs for fuel).

I understand your reservation for planes you don't know about (I feel
like that for cessnas, did my training in a warrior) but the archer seems
to be close to you specs.

Good luck and keep us posted !!!!
-- 
Yiannis E. Papelis,            - Electrical & Computer Engineering, U of Iowa
Center of Computer Aided Design- Home of the Iowa Driving Simulator & future
e-mail: yiannis@ccad.uiowa.edu - home of the National Advanced Driving Simulator
From: richieb@bony1.bony.com (Richard Bielak)
Newsgroups: rec.aviation
Subject: Re: Air Usenet patches now shipping!
Date: 11 Apr 92 00:49:38 GMT
Article-I.D.: bony1.1992Apr11.004938.29476
Distribution: usa
Organization: multi-cellular

In article <1998@transfer.stratus.com> spenny@sw.stratus.com (Steve Pennypacker) writes:
>In article <1992Apr7.053044.18941@bang.uucp>, bam@bang.uucp (Bret A. Marquis) writes:
>> 
>> Yes, there is indeed significance to the letter n in that particular
>> context.
>> 
>
>Sooooo, what is it?
>

My guess is that the backwards N is supposed to be a letter in
the cyrilic (sp?) alphabet. Since that part of the word USENET
is over Asia, where Russia is, this seems somewhat appropriate.

Am I on the right track?


...richie

P.S. The "backwards N" is not the letter N in the russian alphabet,
     I think its sound is similar to "ee" (as in see). But, I haven't
     looked at russian for a long time.




-- 
* Richie Bielak   (212)-815-3072   | "Your brain is a liquid-cooled parallel  *
* Internet:       richieb@bony.com | super-computer". He pointed to his nose, *
* Bang {uupsi,uunet}!bony1!richieb | "This is the fan."                       *
*    - Strictly my opinions -      |                     - David Chudnovsky - *
From: pmagnuso@hpdmd48.boi.hp.com (Phill Magnuson)
Date: Thu, 9 Apr 1992 19:25:26 GMT
Subject: Soaring in GA, TN
Organization: Hewlett Packard - Boise, ID
Newsgroups: rec.aviation

I will be visiting Atanta & Knoxville this summer.  What recommendations 
do people have for soaring sites and instructors near those areas?  I have
some glider training and hold a PPSEL license.  I would like to spend a 
week and get my glider rating.
From: Charlie_Gibbs@mindlink.bc.ca (Charlie Gibbs)
Newsgroups: rec.aviation
Subject: Re: Nearby N-numbers
Date: 8 Apr 92 23:28:58 GMT
Article-I.D.: mindlink.11325
Organization: MIND LINK! - British Columbia, Canada


     OK, so not an N-number (we don't have those things up here in
the Great White North), but there's a 172B, C-FMXD, living here at
Pitt Meadows just a few slots away from my 172B, C-FMXE.

Charlie_Gibbs@mindlink.bc.ca
"I'm cursed with hair from HELL!"  -- Night Court
From: jac@dvnspc1.Dev.Unisys.COM (Judy Cadmus)
Newsgroups: rec.aviation
Subject: Re: Landing a Skylane
Date: 7 Apr 92 12:13:34 GMT
Distribution: world,local
Organization: Unisys Corporation, Devon Engineering Offices

In article <6APR199210440026@misvax.mis.arizona.edu> smithcap@misvax.mis.arizona.edu (Cap Smith) writes:
>
>Well, I've got about 50 hours now in my new-to-me C-182, and I haven't
>been able to replicate this "don't mess with the power" philosophy.
>The Skylane seems to need a significant power reduction in order to
>initiate a descent.  Then, with the flaps hung out, it needs a bunch
>of nose-down trim to maintain a speed of, say, 75mph.  From this
>nose down attitude, I haven't been able to get it to flare without
>adding power. (we're talking nose-heavy here)  I don't have any
>desire to bonk the nose wheel, so I add a bit of power before
>flaring, which causes me to balloon, .... and so forth.
>
>I've tried various speeds on final, ranging from 60-80mph IAS.
>So, what's the secret, Skylane drivers?  How does one land a 
>Skylane with *panache*? 


Yes, I have to pull the power way back in the Skylane to slow it down.  I 
usually try to slow up to 120 mph before entering the pattern and add 10 
degrees of flaps.  On downwind, I pull the power back some more, add carb heat,
and when in the white arc, 20 degrees.  Turning base, I slow up to 90 mph,
reducing power, if necessary.  Turning final another 10 degrees, prop high RPM,
80 mph.  When established on final, full flaps (40 degrees), then slow up to
70 mph "over the fence."  All the while, I'm adding nose up trim when 
necessary.  On final, I also add power when necessary to maintain a proper
glide path and airspeed.  When over the threshold, I pull the power to idle.
I don't add power in the flare.  Do you have enough nose up trim, Cap?  I find
that with enough nose up trim, it lands like a 152.  Also, do you usually fly
alone, or with passengers?  I find that the Skylane handles alot different when
I fly solo vs when it's loaded up with weight.  FLying solo, I have to make
more power adjustments to slow the plane down.  

Hope this helps.


Judy Cadmus  PP-ASEL, Instrument Student
Skylane N42202
Newsgroups: rec.aviation
From: peltz@cerl.uiuc.edu (Steve Peltz)
Subject: Re: Delayed Reaction
Organization: Computer Based Education Research Lab - University of Illinois
Date: Thu, 9 Apr 1992 05:39:26 GMT

In article <1566@devnull.mpd.tandem.com> bill@mpd.tandem.com (Bill Baker) writes:
>I'm not sure if I agree with you here.  The Aerostar crew had a tough
>decision to
>make.  If they changed course to avoid you, they might have conflicted with a
>course change you initiated.  The problem is a classic one in any right of way
>situation when one party 'don't play by the rules'.

Either the other party sees you and can react to your changes, or they
don't see you and you're the only one who can take action to avoid a
collision. If they don't take any action, you MUST assume that they don't
see you.

However, that can be hard to apply in practice. I had an "interesting"
encounter with an airplane last year. Flying straight and almost level in
a glider, I spotted an airplane about a mile away, slightly to my left,
nearly head-on. I waggled my wings to see if he saw me (if he had, I would
have had no problem with turning slightly to the right to avoid him, as he
would see that and turn slightly to his right to avoid me). Since he
didn't appear to see me, I didn't know if I should turn to the right,
since that would (possibly) place me directly in his course - yet I didn't
want to continue on what looked like a very close encounter with me
passing to his right, since if he did finally see me, he'd possibly turn
abruptly into me. At about 1/4 mile, I turned sharply to the right in a
descending turn, and he passed behind and above me. I'm still not sure
whether I should have a) turned to the left much earlier; b) turned to the
right much earlier; c) done a spin to get his attention and lose altitude
at the same time (sorry, I don't do smileys)... note, since it was nearly
head-on, the right-of-way rules didn't apply, so it didn't matter that
much that I was in a glider (except that I could descend a lot faster than
I could climb, and I could turn a lot faster than he could). It was enough
to the left that it bothered me to turn right in front of him, but mostly
head-on so that I was unsure where exactly our paths would cross.

I did talk to the other pilot, and he claims he saw me. I do know he saw
my diving turn and changed course when he saw it. I also know he had been
doing some photography, so I'm not sure if he was paying that much
attention before I flashed my wings at him.
-- 
Steve Peltz
Internet: peltz@cerl.uiuc.edu	PLATO/NovaNET: peltz/s/cerl
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: Air Usenet patches now shipping!
Date: 8 Apr 92 14:04:27 GMT
Distribution: usa
Organization: Stratus Computer, Inc.

In article <1992Apr7.053044.18941@bang.uucp>, bam@bang.uucp (Bret A. Marquis) writes:
> 
> Yes, there is indeed significance to the letter n in that particular
> context.
> 

Sooooo, what is it?

-- 
     Steve Pennypacker		     PP-ASEL
     (eagerly checking the mail every day :-)

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation