HDTenEightyP/NetNews huggingface dataset:
From: harlow@chinet.chi.il.us (Steven A Harlow)
Subject: Re: Osh sig haps: The hail, you say.
Organization: Chinet - Public Access UNIX
Date: Wed, 12 Aug 1992 06:06:58 GMT

 > From: paulf@ci.deere.com (Paul A. Fisher)
 > Date: 10 Aug 92 14:27:27 GMT
 > 
 > The hail mustn't have been too big, but it did beat the hell out of all of
 > the leading edges.  In several places it went all the way through to the 

Some months ago I attended a rather entertaining and informative
FAA safety seminar.
The speaker I remember only by his selfassigned title
of "His Airworthyness".
He is a Big Iron pilot who gave a humorous and practical talk on
weather.
He had slides, one of a small GA plane that had been through hail
(the little hard round balls of ice, to those of you from the South).

The plane looked like twenty guys with sledge hammers had flailed
away on the leading edges for about a half hour.

The audience was audibly impressed.
In addition, the plane was in one piece, right side up and
on the ground in this picture (but it didn't show the windshield).
-- 
Steve Harlow, Spinneheim, Glen Ellyn, IL, USA
From: mpucket@jacobs.CS.ORST.EDU (Margaret Puckette)
Newsgroups: rec.aviation
Subject: Dear Abby (Re: Scary Stories...)
Summary: a need for anonymity
Keywords: Never again, confessions
Date: 23 Aug 92 03:23:56 GMT
Followup-To: rec.aviation
Distribution: na
Organization: Computer Science Outreach Services - Oregon State University


David "a host is a host" Lesher (wb8foz@skybridge.scl.cwru.edu) writes
regarding Never Again type stories: 
>
>Is there anyone on the net that might be trusted to accept those
>stories folks are afraid to admit to, sanitize them, and post them?
>
>Then we can flame away, and only embarrass ourselves in doing so ;-}


Since I posted that article about flames discouraging the telling of
scary stories, I've received dozens of accounts of such stories
through email...DON'T WORRY, I'M NOT TELLING!  These have made for
some incredible reading, folks!  I am even more convinced we need
a method of relating your experiences to the net, and using the
model provided by NASA in its ASRS program, that method should
allow for both *amnesty* and *anonymity*.  Any ideas out there?

My own Never Again story was so humbling, I found I had this need
to *confess* it to pilot friends, and this felt therapeutic, like
asking forgiveness for sins.  But it, like your own hair-raising
experiences, was an expensive education that others can avoid...
kinda like reading Dear Abby.  This is a safety issue!  This is
a prime benefit of this group, and there's a rather large pool
of first hand experiences to choose from!

*******************************************************************
Margaret "IMC and out of gas" Puckette
AOPA Archer N1939G
Newsgroups: rec.aviation
From: mjoseph@ux1.cso.uiuc.edu (Mark Joseph)
Subject: His Airworthiness (E. Allen Engelhardt)
Organization: University of Illinois at Urbana-Champaign
Date: Fri, 14 Aug 1992 16:04:10 GMT


In article <Bsuwzn.3s9@chinet.chi.il.us> harlow@chinet.chi.il.us (Steven A Harlow) writes:
>
>Some months ago I attended a rather entertaining and informative
>FAA safety seminar.
>The speaker I remember only by his selfassigned title
>of "His Airworthyness".
>He is a Big Iron pilot who gave a humorous and practical talk on
>weather.

Yep, that would be E. Allen Engelhardt.  I've attended a few of his
seminars.  He's certainly well informed, well prepared, and a pretty
good speaker, to boot.  BUT, has anyone else found his somewhat
egotistical manner to be rather annoying?  Perhaps I was being a
little too sensitive, but I was _distracted_ by his style.


-- 
Mark Joseph             University of Illinois / Speech & Hearing Science
Technical Support Mgr.  901 S. Sixth St., Champaign, IL 61820
m-joseph@uiuc.edu       (217)244-2569   FAX:(217)244-2235



-- 
Mark Joseph             University of Illinois / Speech & Hearing Science
Technical Support Mgr.  901 S. Sixth St., Champaign, IL 61820
m-joseph@uiuc.edu       (217)244-2569   FAX:(217)244-2235
Newsgroups: rec.aviation,sci.aeronautics
From: aviator@athena.mit.edu (Joakim Karlsson)
Subject: PC based simulators
Organization: Flight Transportation Associates, Cambridge, MA
Distribution: usa
Date: Mon, 17 Aug 1992 14:15:46 GMT

A while ago I read a letter from the FAA explaining its policy regarding
PC based simulators (e.g. MicroSoft Flight Simulator, AzureSoft).
Essentially the letter said that for now, these simulators (I think the
FAA calls them "flight training devices") cannot be used for logging
time.  This letter was either published here or in one of the popular
aviation magazines.  I now need a copy of this letter and was wondering
if anyone could send me a reference.  Use e-mail please, as I don't always
get around to reading these groups.  Thanks!  ...Joakim
--
Joakim Karlsson            | aviator@athena.mit.edu
Flying Fanatic in Training | Air: PP-ASEL  CAP: Freedom 110 Mobile  FCC: N1JHW
                 "Oh, I have slipped the surly bonds of earth
                And danced the skies on laughter-silvered wings"
Newsgroups: rec.aviation
From: fishler_len@Tandem.com (Len Fishler)
Subject: Re: Need info from SJC natives
Organization: Tandem Computers
Date: Thu, 13 Aug 1992 22:28:25 GMT

In article <1992Aug13.174635.12174@cco.caltech.edu>, czim@hume.cns.caltech.edu (Chris Ziomkowski) writes:
|> I need to fly VFR into SJC on Tuesday, and was wondering if someone could
|> give me an idea of when the cloud cover burns off in that area. Assuming
|> we continue the same weather pattern we've had over the past two weeks,
|> when can I reasonably expect to make it in?
|> 

Between 10am and 12pm the last few days.  We've gotten a bit more moisture
in the last couple of days.  Before that it was between 7 and 9 am.  It is
quite rare for it to ever persist past 12pm.

- Len Fishler -
fishler_len@tandem.com
PP-ASEL-IA
Centurion N3784Y
From: lafford@serum.kodak.com (Rick Lafford)
Newsgroups: rec.aviation
Subject: Re: Glider Tow Pilots
Date: 19 Aug 92 21:07:51 GMT
Reply-To: lafford@serum.kodak.com (Rick Lafford)
Organization: Clinical Products Division, Eastman Kodak Company

> 	That being said, if the soft release pop-up is done improperly,
>or something untoward happens, there is a risk that the divergence Chris
>mentions will occur.  After some reflection on all this, I am a lot less
>enthusiastic about soft release than I used to be.  Net.widom strikes
>again...

I'm both an instructor and tow pilot so I'm curious; what advantage does a 'soft' release 
that overcomes the various disadvantages.  In case these haven't been covered, here's
my 2 cents.

	Going high is one of the few problems a tow pilot can do nothing about and it reduces
	safety margins.  Try to get to the floor release of a Pawnee while you're being
	thrown upwards into your harness. 

	Many releases (Schweizer type) have enough friction to prevent the releases function if 
	there is no pressure pulling the rotating member open.  Conversly, if you load them up too
	much you can't release.

	No audible indication of rope seperation from the aircraft.

	Requires actions other than normal for tow.

	Soft releases cause tow pilots with poor rearward vision to question wether the glider
	has seperated or not. Worse yet, they may assume you left when you only got some
	slack in the rope at around the normal release altitude. This can result in a 'peel-off'
	and some excitement on the glider end. This is poor tow pilot technique and sure to
	get the pilot written-up but soft releases contribute to this.

My recommendations (and our clubs standard procedure) is to release from normal tow
position, watch the rope seperate from the glider and then begin a right turn.  

	Rick

Rick Lafford  Eastman Kodak Co.  | If you vote for the same old
Clinical Products Div.                  | lot, you'll get what you've
lafford@serum.kodak.com            | always got.  - me
Newsgroups: rec.aviation
From: ST402421@brownvm.brown.edu (Chris Paine)
Subject: Re: Principle of VOR
Organization: Brown University
Date: Thu, 20 Aug 1992 13:21:50 GMT

John Sager writes:
>Modern Doppler VORs make the 30Hz carrier modulation the reference...


I understand this;  I even built a circuit once to take the nav data
that goes to the display head and display digitally the phase difference
between the two, which gives the VOR radial in digital form.  What I
never could figure out is how they manage to vary the phase difference
_spatially_.  Have you an explanation?

                                  CP
Newsgroups: rec.aviation
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: fly-in community
Organization: National Library of Medicine
Date: Thu, 13 Aug 92 12:05:35 GMT

In article <1992Aug12.163648.28730@selway.umt.edu> cap@selway.umt.edu (Charles A. Smith) writes:
> 
>The thing is, though, that one can commute in a car in a sort of daze.  Car
>commuting becomes a mindless act, during which one can wake up a bit
>before arriving at work.  The same would not be true, I hope, of commuting
>in a small plane.
>
It isn't.  Launching into the pitch black skies at 6AM guarantees that days
don't start in a daze.  Fact is that the mental gymnastics and eye-hand
coordination of shooting a smooth approach and landing first thing in the
morning is like a mental cold shower--it really wakes one up.  (Helps to
be a natural born morning person, I think).

>I found a better solution to commuting in the Bay Area.  I moved to Montana.
>
Now *there's* an aerial commute to consider!  The largely unpublicized
truth is that there are remarkably rural surroundings within 50-60nm of
nearly all of the big cities in the US.  Doing something like air
commuting from an island in the Chesapeake Bay isn't as far fetched as
a normal person might think :-).  Or from the foothills of the Sierras
into the Bay Area (eh, Brian?).

>Cap "there's no crime here, either" Smith
>
Cap, there's no crime in San Francisco--just folks expressing themselves
in unusual ways ;-).

Dan Masys
masys@nlm.nih.gov
month 12 of air commuting


Newsgroups: rec.aviation
From: system@gnd1.wtp.contel.com (Marty Anilane)
Subject: Re: DUATS question
News-Software: VAX/VMS VNEWS 1.3-4   
Reply-To: system@gnd1.wtp.contel.com
Organization: GTE Government Systems, Federal Systems Division, Chantilly, VA
Date: Fri, 14 Aug 1992 20:55:21 GMT

In article <1992Aug12.174221.12400@msuinfo.cl.msu.edu>, yurkon@rudolf.nscl.msu.edu (John Yurkon) writes...
>In article <Aug.9.12.03.23.1992.22680@pilot.njin.net>,
>ron@pilot.njin.net (Ron Natalie) writes:
>> Path:
>>
>msuinfo!caen!sdd.hp.com!zaphod.mps.ohio-state.edu!cis.ohio-state.edu!rut
>tgers!dziuxsolim.rutgers.edu!pilot.njin.net!ron
>> From: ron@pilot.njin.net (Ron Natalie)
>> Newsgroups: rec.aviation
>> Subject: Re: DUATS question
>> Message-ID: <Aug.9.12.03.23.1992.22680@pilot.njin.net>
>> Date: 9 Aug 92 16:03:23 GMT
>> References: <BsnB7M.BIH@usenet.ucs.indiana.edu>
>> Organization: Rutgers Univ., New Brunswick, N.J.
>> Lines: 14
>> 
>> > This may be a FAQ, but could someone please send me info on how
>> > to sign up for DUATS? I'm currently a student pilot.
>> 
>> You can sign up on line.  I use telnet to "duat.contel.com" but
>>...
> 
>I don't know if there is a separate phone number, but for Telnet I
>believe students should use duats.contel.com [131.131.7.106]
> 
>	John
Student pilots should be able to register for unrestricted access. They
need their student certificate number. (It usually starts with the letters
BB and you need to enter it with no spaces i.e. BB12345678)

If you have problems, call our help line at 1-800-345-3828.

In the meanwhile, you can use duats.contel.com, enter your last name
when asked and you will be able to get full weather briefings.

Also you can use the 1-800-767-9989 for modem connections.

----------------
 Marty Anilane, GTE Contel Federal Systems, P.O. Box 10814, Chantilly VA. 22021
 Internet: "system@gnd1.wtp.contel.com"    (703) 818-4413
----------------
Newsgroups: rec.aviation
From: mark@hpcvxmsr.cv.hp.com (Mark Rowe)
Subject: Re: TAS while landing (was: Stupid Pilot Trick Awards)
Reply-To: mark@hpcvlx.cv.hp.com
Organization: UDT-CV (ITO)
Date: Fri, 21 Aug 1992 17:31:03 GMT

In article <2510472@hplvec.LVLD.HP.COM>, Bill Standerfer writes:
> In article <1992Aug5.215408.16673@ee.rochester.edu>, Del Armstrong writes:
>> ...
>> If I'm working this danged whiz-wheel right: at 7000 feet on a 80
>> degree day, the densisty altitude works out to about 10,000 feet, and a
>> calibrated airpseed of 60 knots would require a true airspeed of about
>> 69 knots.  That's also a 69 knot groundspeed, when you're used to
>> flying at 60 knots at sea level. No wonder I noticed it!
> 
> And to throw out another example, say you're going into Leadville on a warm
> 70 degree day.  Your 80 knot CAS (that's as low as my whiz-wheel goes) gives
> you about 100 knots ground speed. ...

Now that some hard numbers have been thrown out, I would like to
reiterate a point that I made earlier.  These numbers (10 to 20
knots higher groundspeed) are not that much different between
landing into a moderate headwind and landing on a calm day.
Certainly you would notice the difference; but, there doesn't
appear to be a plethora of pilots experiencing  difficulty in
coping with changes in groundspeed due to the presence or lack of
headwind.  So why is does there appear to be such difficulty in
coping with changes in groundspeed due to the altitude.  As far as
groundspeed goes, the two circumstances seem very similar.


Mark Rowe         PP G&SEL,I; Comanche N5943P
Newsgroups: rec.aviation
From: ehle@leland.Stanford.EDU (Robert Ehle)
Subject: Thanks for the info on flying thru tall cloud
Organization: DSG, Stanford University, CA 94305, USA
Distribution: ca
Date: Sun, 16 Aug 92 03:34:48 GMT

Many thanks for the many responses, some of them in detail, about the
inadvisability of flying a jet airliner into a cumulonimbus cloud. Now
I know. Good thing I didn't do it.

The responses were, by the way, some of the most interesting I have
had on any subject I've discussed on e-mail. 


-- 
		
				Rob Ehle
				Stanford University Press
From: Charlie_Gibbs@mindlink.bc.ca (Charlie Gibbs)
Newsgroups: rec.aviation
Subject: Re: Clearing customs
Date: 13 Aug 92 20:26:23 GMT
Organization: MIND LINK! - British Columbia, Canada
Distribution: world

In article <1992Aug13.041213.17510@telebit.com> brent@telebit.com
(Brent Chapman) writes:

>DON'T COUNT ON "ADCUS"!!!  FSS provides that service as a _courtesy_,
>and if they forget to pass the word along to Customs, it falls on the
>PILOT'S head.  Specifying "ADCUS" on your flight plan doesn't mean didley,
>as far as Customs is concerned.
>
>It is much better to call Customs yourself before departure, to advise
>them of your ETA; make sure to note the name and badge number of the
>Customs agent you speak with, in case there are any problems later.

     In addition, when I first contact the tower at the destination
field I ask whether the customs agent is present.  I haven't gotten
a "no" response yet, but at least it would give me a chance to review
my options.

Charlie_Gibbs@mindlink.bc.ca
"I'm cursed with hair from HELL!"  -- Night Court
Newsgroups: rec.aviation
Subject: New ARSA question
From: jpp@StarConn.com (John Pettitt)
Date: 12 Aug 92 05:21:21 GMT
Organization: Starnet-Public Access UNIX--Los Altos, CA  415-949-3133

If ATC gives you `sqwark VFR frequency change approved' while you are
still in the ARSA (heading out but some says to go) are you legal ?

For example flying from some point south of SJC to Palo Alto (PAO) it is
quite normal to be given the above at 2000 feet still south of Navy
Moffet (this on days when Moffet is not operating)  The ARSA floor is
1500 at this point.

From a practical standpoint if the wind is from the north then you are
well clear of the arrivals and departures from SJC and the early release
makes for a more orderly arrival into PAO  however is it legal ?  If
it's not who is in the wrong the controller or the pilot ?


-- 
John Pettitt					jpp@starconn.com
Archer N81034					apple!starnet!jpp
Me, say that, never: It's a forged posting!	Fax:   +1 415 967 8682
						Voice: +1 415 967 UNIX
Newsgroups: rec.aviation
From: rjt@kfw.COM (Rob Tivy)
Subject: Re: Low-cost GPS receivers ??
Reply-To: rjt@kfw.com (Rob Tivy)
Organization: KFW Corporation
Date: Fri, 14 Aug 92 19:53:08 GMT

In article <3619.164.uupcb@ssr.com> dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin)  writes:
>   > .What experience does anyone have with these or other similar
>   > .systems?  I am particularly interesed in ease of use,
>   > .interface options, and cost.  I will summarize and post
>   > .if you e-mail responses to me.
>
>Everyone I know that's tried several models raves about the Garmin
>units.  Check out either the Garmin 100 or 55.  Stay far away from the
>Sony Pyxis.
>
>        Best,
>         D/
>
> * OLX 2.2 * Dick.Zeitlin%acc1bbs@ssr.com
>                                                                 

Dick,

The last part of your statement about the Sony Pyxis is pretty strong.
Could you please expand on why we should "stay far away" from it. I'm
interested in low cost GPS, and Sony pretty much seems to be the cheapest.

- Rob
rjt@kfw.com
From: gregf@eastrg1.cray.com (Greg Fairbrother)
Newsgroups: rec.aviation
Subject: portable scanners
Date: 20 Aug 92 12:22:19 GMT
Organization: Cray Research, Inc.

I attend many air shows each  year and would like to purchase a portable
scanner to listen to the pilots.  I would especially like to listen to
the military teams like the thunderbirds and blue angels.  There seems to
be two different aircraft bands one for commercial and one for goverment.

During an air show which band is used for military jets?  I am looking at
a scanner from Radio Shack but none of their portable scanners have the
goverment aircraft band.  Could you recommend a brand that would have
this capability?

thanks
Greg
Newsgroups: rec.aviation
From: rmiller@i88.isc.com (Richard J. Miller)
Subject: Re: Ropes and gliders
Organization: INTERACTIVE Systems Corporation, Naperville, IL
Date: Thu, 13 Aug 1992 20:55:15 GMT

i opened this can of worms and then went out of town, so i'm going to
group a few of these.

>In article <1992Aug08.175854.13474@i88.isc.com> rmiller@i88.isc.com (Richard J. Miller) writes:
>>i have had 4 hangups in Schweizer gliders while using the large ring of
>>a Tost (out of maybe 300 tows). ALL have been due to the wing runner
>>allowing the towplane to yank the glider before actually starting the
>>tow (they didn't stop the towplane soon enough while taking out slack).

>From: cshotton@oac.hsc.uth.tmc.edu (Chuck Shotton)
>I'd like to be there when you try and explain to the insurance company why
>you thought it was OK to use unapproved equipment (i.e. a Tost ring) on a
>Schwietzer release while they pick the glider bits out of the trees after
>the double release failure.

>From: gbb@bnr.co.uk (Geoff Brown)
>I think your problem is with the towplane pilot not the wing runner.  Taking
>up slack should be done gently so as to avoid overruns, not at such a speed
>that the towplane needs to apply its brakes to prevent snatching the glider.
>As an interim I suggest you keep the wheel brake applied until the slack is
>taken out.
>
>4 / 300 sounds like 4 to many.
>Geoff Brown	E-mail: G.B.D.Brown@bnr.co.uk

the "hangups", NOT complete release failures or double release failures
or ANYTHING that could cause structural damage, occurred longer ago than
i want to remember, hence the insurance company would not have complained.
in each case, i was able to release (at release altitude) by removing
tension on the towline through normal maneuvering (i did say that). the
whole flap about "approved equipment" (relating to Schweizer releases)
started about 1985, although Schweizer has had a line about recommended
rings in their POH's for a long time.

there were 2 problems, one was indeed the equipment, but the other was
the wing runner, NOT the tow pilot. in all of the instances where this
happened, the wing runner simply wasn't paying attention. the tow pilot
could not see the rope well enough to take up the slack without at least
a little yank due to small mirrors and some other things. the wing runner
also did not check the rope and ring on the release after i got yanked
(in fact, in at least one case, he didn't even check slack after the yank
and sent me off before i could stop him. i was ready for that and hence
didn't need to do anything drastic (like try the release), and he heard
about it afterward. if he had been listening, he would have heard about
it BEFORE he sent me off, grr).

and a brake? on a 1-26? surely you jest! :-)

Rich Miller
ex-Schempp-Hirth Discus JBX and
ex-Rolladen-Schneider LS-4 TQ
rmiller@i88.isc.com
Xref: sparky rec.aviation:13614 sci.aeronautics:1853
From: hopkins@gvlf9-o.gvl.unisys.com (Bill Hopkins)
Subject: Re: Amer.Aviation Hist. Soc.?
Reply-To: hopkins@gvl.unisys.com
Organization: Paramax Systems Corp (A Unisys Company), Great Valley Labs, PA
Date: Tue, 18 Aug 1992 12:26:43 GMT

In article <1992Aug17.095240.16801@pbs.org> pstinson@pbs.org writes:
>
>Does anyone have the new address for the American Aviation Historical Society?

_AOPA`s__Aviation_USA_ lists this:

  2333 Otis Street
  Santa Ana, California 92704
  714/549-4818

------------------------------------------------------------------------------
hopkins@GVL.Unisys.Com          Paramax Systems Corporation (A Unisys Company)
215-648-2854 or 363-7464        Great Valley Labs, PO Box 517, Paoli, PA 19301
MXE 016 radial, 8 nmi              Opening my mouth is not company policy.