HDTenEightyP/NetNews huggingface dataset:
From: bboswell@dante.NMSU.Edu (BOSWELL)
Subject: Re: Oops, the throttle came off!
Organization: New Mexico State University
Date: Thu, 3 Sep 1992 17:01:11 GMT

In article <6743@tekig7.PEN.TEK.COM> steveha@tekig5.pen.tek.com (Steven L  
Harris) writes:
> >
> >Has anyone ever experienced the inability to retard the throttle and 
> >had to make an emergency landing at full power?  Well, a guy I know 
> >had this happen to him recently in his 180 hp Grumman Tiger - shortly
> >after an annual of course.
> >
> >John Crawford
> 
> 
> Yes, I had exactly that happen in a C152 THE DAY BEFORE MY PP
> CHECKRIDE!  I was up for some last-minute practice doing slow
> flight at about 75% power and when I went to reduce the power,
> the whole guts of the cable assembly came off in my hand.  I was
> at a power setting sufficient to maintain altitude and was near the
> airport in the practice area.  I called tower and advised them I
> of problem and that I would be landing.  No real problem, the runway
> is quite long, I made a normal approach, used flaps and carb heat to
> help with the descent and cut the mixture over the end of the runway.
> My biggest concern, once down, was that the plane I wanted to take my
> checkride in wouldn't be available -- the only other choice was the
> C172 which I wasn't nearly as comfortable in.  But the FBO managed to
> get the throttle cable replaced that night.  
> 
> BTW, my only "inflight emergency" in about 450 hours.
> 
> Steve Harris
> steveha@tekig5.PEN.TEK.COM
> Piper PA22 - the obligatory family plane
> RV-4 under construction - "my plane"
I'm just a student, but my flight instructor (also an A&P) has advised me that    
a) this is a fairly common problem on Cessna's, not just the throttle either,  
but the mixture and carb heat...
b) If it ever happens, you can use the mixture knob to control the throttle to  
a certain extent (Don't go too far lean or you'll kill the engine though!)

Another common problem on Cessnas: make SURE your seat stays put before going  
airborne!!!  A great many Cessna accidents have been caused when, on solo  
flights, the pilot's seat rolls back upon climbout.  Both my flight club's 172s  
have seat locks, but the 150 doesn't, and I'm only 5'6", if the seat ever came  
back on me I'd be in TROUBLE!!!  I make it the last thing I check on runup, I  
brace the inside door pull and try to push the seat back, and so long as it  
doesn't move (It never has on me) you're safe.  Also, if it does happen, DON'T  
HOLD ON TO THE YOKE!!!  If you have the trim set for takeoff position, the  
plane should right itself in takeoff attitude, but you don't want to be doing  
unexpected power-on stalls in the pattern!!!
-Just some food for thought from another (student) Cessna pilot...
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Illuminations on visual a
Date: 2 Sep 92 17:19:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

RS> .Well, i attend an FAA Safety Seminar last night, and the speaker
  > . (Jim Winkleman, current a Flight Ops instructor for Alaska Airlines)
  > . had the letter sequence for the visual flight beacons in his bag...
  > .and says there's still an active chain across Montana... (go to Missoula)

Montana has quite a few beacons still in operation, but none of the
routes form a complete sequence...  <sigh!  and I missed A/N ranges,
too!)

RS> .When Undertaking Very Hard Routes Keep Direction By Good Methods

RS> ..--   ..-   ...-   ....    .-.-   -.-   -..   -...    --.   --
                                   |
                      Oops...  Extra Element!

RS> .(they should have put "C" (-.-.) between the "K" and "D" for better symmet

Not if you remove that extra element!!

        D/

 * OLX 2.2 * Real Pilots enjoy NDB approaches to minimums!  Inverted!!
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Headset/intercom incompatibilities
Date: 31 Aug 92 23:10:18 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> I have a Telex Air 3000 headset.  My instructor has a Peltor 7004
> headset, and I can't remember the brand of his portable intercom.

This is not an uncommon problem with mismatched microphones.
Fortuately, my Dave Clark's seem to be compatible with all of
the other headsets I've tried.  The intercom only has one vox and
volume control and there's no good way to get it to work properly.

> When I transmit with a PTT switch, he has no
> problem hearing me.

He's not listening to you through the intercom at theat point, he's hearing
the sidetone of the radio (same reason you can hear yourself even if
you don't use an intercom).

-Ron
From: pauls@hpnmdla.sr.hp.com (Paul Stafford)
Newsgroups: rec.aviation
Subject: Re: Supplier Wanted for Aircraft Mike Plugs (3/16")
Date: 28 Aug 92 16:39:05 GMT
Organization: Hewlett-Packard, Santa Rosa, CA

check Aircraft Spruce and Specialty.
714 870 7551
Newsgroups: rec.aviation
From: zardoz@rx-db (zardoz@rx-db.hf.intel.com)
Subject: Re: "Aero-car" from 1940's/1950's
Organization: Intel Development Tools Operation, Hillsboro, OR
Distribution: usa
Date: Thu, 3 Sep 92 23:41:28 GMT

In article <170900002@hpubvwa.nsr.hp.com> eldonb@hpubvwa.nsr.hp.com (Eldon Brown) writes:
>
>An "aerocar" is on display at SEA-TAC airport Terminal in Seattle, it
>has several "story cards" posted around it giving history and usage, I
>think this "aerocar" was used in Portland for many years as "spy in the
>sky" giving traffic reports for one of the Portland radio stations.
>

When I was a kid in the 60's living in Portland, I used to observe
Scotty Wright flying around in the KISN Aerocar.  This lasted a year or
two I think.  I thought it had crashed for some reason.
So that's the way it is, Seattle gets our Aerocar and Salt Lake City
gets our radio station!

These days I sometimes listen to the traffic report pilots chatting to
each other on 122.725 or 122.775.  

-- 
Fan mail may be sent to:                 | 
zardoz@rx-db.hf.intel.com                | 
Newsgroups: rec.aviation
From: jkr@cray.com (John Renwick)
Subject: Re: There I was - mag check
Organization: Cray Research, Inc.
Date: 26 Aug 92 17:04:33 CDT

In article <1992Aug26.185809.20661@i88.isc.com> ericth@i88.isc.com (Eric Thiele) writes:
> [story about not returning to BOTH at end of mag check, resulting
> in reduced power]

I did this on a mountain checkout, with the result that we couldn't
get over the pass we wanted to cross.  Fortunately my instructor
figured it out after we turned back, and we continued the flight with
the mags on BOTH.  His suggestion was to remember that there are two
parts to a mag check--the single-mag drop is within limits AND the
RPM returns to normal when switched back to both.  Remember to
observe the return to original RPM and you won't make this *very*
embarrassing mistake!

-- 
- John Renwick
J-3 Cub N62088
jkr@cray.com
From: jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard)
Newsgroups: rec.aviation
Subject: Re: Principle of ILS/LOC (was Re: Principle of VOR)
Date: 27 Aug 1992 21:32:47 GMT
Organization: UT Health Science Center Houston

In article <greg.714949186@saltydog> greg@saltydog.dpsi.com (Gregory R. Travis) writes:
>In <EGDORF.92Aug27135630@zaphod.lanl.gov> egdorf@zaphod.lanl.gov (Skip Egdorf) writes:
>>An instructor stated in a conversation last night "ILS channels
>>are always on odd tenths (108.1, 108.3, ...) while VORs are on
>>even (108.2, 108.4) so that the unit can channel a different receiver
>>for the ILS and the VOR."
>The instructor was wrong, at least about VORs.  I count dozens of
>VORs on "odd" channels - Boiler VOR in Lafayette, IN is
>115.1 for instance.

True. The instructor's statement was incomplete: The distinction between VOR
and ILS/LOC is correct, but only from 108.0 through 111.9 (or maybe 112.9).
The rest of the range up to 118.0 is exclusively VORs.

To answer the other question, here's how the localizer works. There are
actually two radiated signals: One side of the centerline is modulated by one
(low) audio frequency (I seem to recall 150 Hz), and the other side is
modulated by a different low frequency (which I don't recall offhand). The
receiver notes the relative levels of the two tones, and the ratio is
displayed as a deflection of the needle; if the two levels are equal, the
needle is centered. The glideslope works the same way, with one signal being
above the glide path and the other being below it.
-- 
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: brent@greatcircle.com (Brent Chapman)
Subject: Problems reaching duat.contel.com lately?
Originator: brent@napa
Organization: Great Circle Associates; Mountain View, CA
Date: Fri, 28 Aug 1992 06:10:35 GMT

It seems that every time I've tried to telnet to duat.contel.com lately
(within the last month, say), I haven't been able to get through.  A
"traceroute" shows packets getting as far as "con-sura-p1.sura.net", which
I assume is CONTEL's gateway to SURANet (one of the NSF regional networks),
but no further.

Is anyone else having this problem, or is it just me?  If anyone else
has been seeing this, please let me know the IP address of the machine
you're coming from, what network (NSFNet regional, or commercial net
such as AlterNet or PSINet) you're on.  If your machine has
"traceroute", and you can send me the output of "traceroute
duat.contel.com", that would be ideal.

On the other hand, if nobody else is having problems, please let me
know that, too, so I can chase the problem at this end.


Thanks!

-Brent
--
Brent Chapman                                   Great Circle Associates
Brent@GreatCircle.COM                           1057 West Dana Street
+1 415 962 0841                                 Mountain View, CA  94041
From: ms@hpfcso.FC.HP.COM (Mark Stolz)
Date: Mon, 31 Aug 1992 15:09:02 GMT
Subject: Paint Shop Needed
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation



  I'm planning to have a Piper Saratoga painted this fall.  Does anyone
have any recommendations or experiances with paint shops.  I plan to have
either Imron or Jetglow paint, and I'm located in Colorado, so something
in the center of the country is best.  But since that is a XC airplane,
I would consider something out on the west coast.


Mark Stolz
ms@hpfims.fc.hp.com
(303) 229-3478
Newsgroups: rec.aviation
From: dls@genrad.com (Diana L. Syriac)
Subject: Re: There I was - mag check
Organization: GenRad, Inc.
Date: Fri, 28 Aug 1992 13:12:46 GMT

In article <BtnK93.Gzz@vcd.hp.com> schinner@vcd.hp.com (Jim Schinnerer) writes:
>Brian Lewis (BCLEWIS@LSTC2VM.stortek.com) wrote:
>: So if your routine is Both - Right - Both - Left - Both, this will
>: reduce the chances of inadvertently not getting the switch back to the
>: "Both" position prior to takeoff.
>
>Hmmmm.  I have always done my check B-L-B-R-B, from day one when my
>instructor let me do it for the first time.  I don't exaclty know why
>one way is better than the other, since I always look for the RPM to
>recover to 1700 (in Buster's case).

I USED to do it B-L-B-R-B, however on my Instrument checkride, the flight
examiner noticed the way I was doing it and told me that I should really
do it B-R-B-L-B instead.  Why?  It's easier to make two clicks to right
FIRST, then one click to left, because there's less chance of leaving it
on Left at the end if you only have one click to switch it to.  Since then,
I've always done it Right, then Left. 

PS, I still passed my instrument checkride :-)



->Diana L. Syriac (Carlson) dls@genrad.com	Ham: KC1SP (Sweet Pea)      <-
->I'D RATHER BE FLYING!	P-ASEL, INST		CAP: 1LT, Freedom 690 Mobile<-
->AD ASTRA, PER ASPERA				Airplane: C-172 N6513E	    <-
->GenRad, MS/6, 300 Baker Ave, Concord, Mass.  01742  (508)369-4400 x2459   <-
Newsgroups: rec.aviation
From: milgram@eng.umd.edu (Judah Milgram)
Subject: Re: Assembling gliders
Date: Wed, 26 Aug 92 23:11:26 GMT
Organization: College of Engineering, University of Maryland, College Park

In article <1992Aug26.140558.3912@brtph560.bnr.ca> rlarsen@bnr.ca (Richard Larsen P220) writes:

>He had forgotten to hookup the ailerons. How often is assembly a
>problem or cause of accidents?


As far as control hookups go, too often. I saw it once myself - a
Libelle. He took off with one or both ailerons disconnected and
managed to stay behind the towplane long enough to get high enough to
turn back to the field. He made it back OK (perhaps rudder only), but
his wings were flapping +/- 5-10 ft at the tips (in 1st. symm.
bending). This was one case where disconnected control surfaces made
for crummy flutter characteristics. 

Automatic hookups are a great invention. Anyone know of any cases
where automatic hookups didn't? 

- Judah Milgram
From: drchambe@tekig5.pen.tek.com (Dennis Chamberlin)
Newsgroups: rec.aviation
Subject: Re: "Aero-car" from 1940's/1950's
Date: 3 Sep 92 18:58:36 GMT
Reply-To: drchambe@tekig5.pen.tek.com
Organization: Tektronix, Inc., Beaverton,  OR.

In article <bakc.121.715501755@giraffe.ru.ac.za> bakc@giraffe.ru.ac.za (MR KR COMAN) writes:
>Browsing thu an old kids aviation book from 1948 and saw a picture of a US 
>"aerocar" -- concept involved a small 4-wheel car that had bolt on wings and 
>tail assembly.   
>
>Anyway, what is/was the state of play with aerocars?  They never seemed to 
>find a market but surely someone still has one in service  or knows a bit 
>of their background/history?
>
I believe this thing was called the Taylor Aerocar, after its designer.  You
could likely find articles about it in stacks of Popular Science or Popular
Mechanics in the 1948-1953 period. In those days (I was a pup), the future
of general aviation was thought to have no limits, and the Aerocar 
represented the prospect of "an airplane in every garage". As I remember, 
the cover picture showed the aerocar making a low pass over a house with
an open garage door, and wife, two kids and a dog in the yard waving. 
The traffic on a nearby highway was jammed, but the concept fancied that
homeward-bound landings could be accomodated on a nearby clear stretch of 
road, and the craft driven the remaining few blocks to home.

I don't know why it failed, but it probably raised some formidable new 
risks that would have to be confronted by insurers, not to mention pilots.
Any structure light enough to fly would not withstand fender-benders very
well. (As I recall, the wings folded back or were towed behind on a small
trailer.) After a parking-lot minor accident, the driver of a car can 
usually drive home with some ugly sheet metal but without risk to life and
limb. But the aerocar would not be flyable, even if it remained  driveable.
And it was probably only a marginal car, since it assumed that any long-
distance travel would be airborne. 

Even driving over a curb would raise serious airworthiness questions, 
particularly with those small wheels. 

An impressive piece of engineering, but did not take into account the 
different environments of cars and airplanes.
Newsgroups: rec.aviation
From: shafer@rigel.dfrf.nasa.gov (Mary Shafer)
Subject: Re: Remote controlled lights
Organization: NASA Dryden, Edwards, Cal.
Date: Thu, 27 Aug 1992 15:35:58 GMT

I just found my notes on the light controller that we bought to
trigger my ground equipment.  I found this company by calling all the
airports in the area (Mojave, Rosamond, Fox, etc) and asking them what
brand they used.  The unanimous choice was Control Industries in
Urbana, OH.  The box cost $950 dollars (in 1988) and an additional
frequency board was $230 and a power supply was $135.

We have both UHF and VHF dedicated frequencies that only we use is
this area, but I ended up going with only the UHF frequency on the
theory that Edwards is pretty much UHF.

I use the controller box to turn on an array of lights that flash
in an apparently random sequence.  The pilot has to track the lights
as they come on.  This is a high-gain, repeatable handling qualities
task that's extremely useful in assessing aircraft.  We start the
tracking run about 5 miles out, so the box has to be able to pick up
the clicks when the plane is that far away.  This is no problem for
radio, but might be a problem for garage door openers and clap-on,
clap-off switches.

--
Mary Shafer  DoD #0362 KotFR NASA Dryden Flight Research Facility, Edwards, CA
shafer@rigel.dfrf.nasa.gov                    Of course I don't speak for NASA
 "There's no kill like a guns kill." LCDR "Hoser" Satrapa, gunnery instructor
                       "A kill is a kill."  Anonymous
From: ket@cse.ucsc.edu (Kim Taylor)
Newsgroups: rec.aviation
Subject: Concord, CA --- school/instructor info wanted
Date: 28 Aug 92 21:16:05 GMT
Distribution: ca
Organization: University of California, Santa Cruz (CE/CIS Boards)
NNTP-Posting-Host: arapaho.ucsc.edu


I just moved to the Berkeley area and am planning to finish up
my private pilot's license (C-152) at Concord.  Any recommendations
for flight schools/clubs and/or instructors?

Please send replies directly to me at ket@cse.ucsc.edu

Thanks much!
Kim Taylor
Newsgroups: rec.aviation
From: phil@eecs.nwu.edu (William LeFebvre)
Subject: Re: umwaufi report
Organization: EECS Department, Northwestern University
Date: Wed, 2 Sep 1992 14:46:25 GMT

In article <m=kn=9=.rkaplan@netcom.com>, rkaplan@netcom.com (Richard Kaplan) writes:
|> For some real excitement, how about MSP (the TCA primary field
|> in Minneapolis) at Northwest rush hour?  Then we could 
|> spend the afternoon/evening at the new Mall of the Americas.
|> 
|> Disclaimer: I'm not sure if I'm serious about this or not. -:)

What's the landing and ramp fees like there?  Are they GA unfriendly?
This might be kind of fun, as long as we don't get tower and approach
angry at us.  Does MSP require reserved-in-advance landing and takeoff
slots like ORD does?

Disclaimer:  I'm not sure if I'm serious either.  :-)

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
Newsgroups: rec.aviation
From: davea@col.hp.com (Dave Allen)
Subject: Re: Kneeboards
Date: Wed, 2 Sep 1992 00:28:02 GMT
Organization: HP Colorado Springs Division

cruz@ACF3.NYU.EDU (Nancy Cruz) writes:
>         Hi... I am currently in the market for a decent kneeboard,
> one that will last me quite awhile.  I am a student pilot who is

I use, and have heard many instrument instructors recommend, a simple
clipboard. The legal (longer) size is nice. It fits across both legs
and makes a nice "desk", which is extremely useful.

'Course in my stick and taildragger days, I just used a half-size pad. Seems
I could keep track of it without having to strap it on.

So what do I know?? I've never even used a kneeboard.

dave allen - Fly because you love it.
From: waynej@vice.ICO.TEK.COM (Wayne Kan Jung)
Newsgroups: rec.aviation
Subject: Address of Air Museum at Boeing Wanted.
Date: 3 Sep 92 18:00:40 GMT
Distribution: na
Organization: Tektronix Inc., Beaverton, Or.



Hello,

Can someone tell me the address and direction to the Air Museum at
Boeing near Seattle?  If possible, I would like to know the direction
to the Everette Boeing assembly plant too.

Thanks

Kan
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Date: 26 Aug 92 15:30:03 GMT
Organization: Stratus Computer, Inc.

John De Armond has been added to my kill file.  I suggest others do the
same so we can end this war and get back to aviation.
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation
From: serafin@epcot.spdc.ti.com (Mike Serafin)
Subject: Need ride Dallas to Austin, labor day weekend
Organization: TI Semiconductor Process and Design Center
Date: Mon, 31 Aug 1992 20:28:24 GMT

I need a ride from Mesquite Hudson (HQZ) to Lago Vista Bar-K (5R3) this
weekend to pick up my 310.  I am willing to pay at least 50% of costs.  
Either email or phone. 

Mike (214) 995-9627w
     (214) 644-2061h

serafin@epcot.spdc.ti.com
1964 C310 N48WM
From: zwork@starfighter.den.mmc.com (Michael Corvin)
Newsgroups: rec.aviation
Subject: Re: Lost Arc:  Flying Wing
Date: 31 Aug 92 23:58:52 GMT
Organization: Martin Marietta Astronautics Group

The 'flying wing' aircraft in 'Raiders was a fanciful (but not
ridiculously far off of the mark) Hollywood creation.  There were
indeed several German flying wing designs in the 30's and
during the war (the Horten designs, for example, including a
beautiful flying wing glider of fairly impressive performance
-for its day - but crummy handling).  The Northrop designs 
also began in the 30's, independent of the German work.  Prior
to the famous YB-35 bombers, Northrop built several experimental
flying wings, starting with the diminutive NM-1 and including
an unsuccessful tailless fighter.

If one watches closely, during the fight scene in 'Raiders
as the 'plane' trundles around one can see a chain drive
to one of the main wheel bogies.  The only real airplane
that can claim such ground handling convenience ( ;-) )
as far as I know, is the Aerocar...

A while ago there was dicussion about the identity of the
aircraft that strafed Indy and 'Dad' in the last Raiders
flic.  It was not an Me 108 Taifun; I think it was an
example of a Swiss tandem two seat trainer built in the
40's and 50's.  I can't recall its designation.

-----------------------------------------------------------------------------
Michael Corvin 	      PP-ASEL, PP-G		zwork@starfighter.den.mmc.com
just another spaced rocket scientist at    Martin Marietta Astronautics Group
-----------------------------------------------------------------------------
===============    My views, not Martin Marietta's   ========================
-----------------------------------------------------------------------------
From: tpickett@auspex.com (Tom Pickett)
Newsgroups: rec.aviation
Subject: Re: Carrier version of the F-86F Sabre
Date: 28 Aug 92 23:06:47 GMT
Reply-To: tpickett@auspex.com (Tom Pickett)
Organization: Auspex Systems, Inc.  Engineering

In article <STEINARB.92Aug28151648@spirea.idt.unit.no>, steinarb@idt.unit.no 
(Steinar Bang) writes:
> Watching a British documentary series ("The Nuclear Age", recommended)
> on the telly yesterday, I saw what looked like a carrier version of
> the F-86F (ie. a version without the nose radome of the later
> versions) Sabre.

I can confirm that there was a carrier version of the sabre, but i
can't find my book with the info.  It had a larger nose intake than
the regular -86 and of course the requisite strengthenings...


Tom Pickett 
tpickett@auspex.com
SHO  GOZE
From: lee@bluefuzz.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 26 Aug 92 21:05:51 GMT
Organization: Stratus Computer, Software Engineering

>Please don't do this.  That is *not* what Lifeguard was intended for.
>[quotes from the AIM deleted]

Your quotations from the AIM are pertinent.  I don't know why, given the
wording, that it was suggested to me by the Air Lifeline coordinator that I
use it (only for the leg of the flight that the patient is on, of course).
Perhaps there is an arrangement between such organizations and ATC that isn't
covered in the AIM, or maybe it is just something to massage the egos of the
volunteer pilots.  I'll check with the local folks and see if the suggestion
to me was "permission" or "recommendation".  If it is just bending the
definition for priority handling, I'll refrain from using it.  What guidelines
were you given by Air Lifeline and Angel Flight?
-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"