HDTenEightyP/NetNews huggingface dataset:
From: tbruseha@hollywood.ems.cdc.com (Tom Brusehaver)
Newsgroups: rec.aviation.misc
Subject: Re: hand turn a radial engine (Stearman)
Summary: DC-3
Keywords: DC-3
Date: 19 Nov 92 16:31:18 GMT
Organization: Empros Systems International, a division of Control Data

In article <BxxICB.386@news.cso.uiuc.edu> jtg0707@uxa.cso.uiuc.edu (Jui Tien) writes:
>Hello.

[something about spinning propellors]
>
>P.S. As far as I can tell, the fellow that owns the DC-3 intended to restore 
>the plane. Ozarks Airlines ceased to exist years ago. 

Actually the DC-3 at BMI is owned by several fellows, (and some gals,
I used to date one of the owners ;).  The Prarie Aviation Meseum owns
the Ozark airlines DC-3 and an A-7.  The A-7 is a static display, but
the DC-3 is flyable, and mostly restored.  They have taken it to
several airshows (Springfield IL, and St. Louis for sure).  Yup it is
a small town (Bloomington and Normal combined pop about 80K when
school is in), but a great bunch of aviation enthusiasts.  Great
2 day airshow in August.

Bill Leff the guy who does night fireworks in a T-6 is part of this
group.  Really neat guy, too bad I moved to the great white north.

Tommy B.
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation.misc
Subject: Re: HangAr, durnit, HANGAR!!
Date: 20 Nov 92 20:03:32 GMT
Organization: Stratus Computer, Inc.
NNTP-Posting-Host: wiley.ts.stratus.com

In article <1992Nov20.090240.1650@lloyd.Camex.COM>, amy@lloyd.Camex.COM (Amy Lindsay) writes:
> 
> My problem is with people "loosing" altitude.  I've dealt with it
> rec.aviation-wise by figuring that people are probably thinking faster than
> they're typing.

Nah.  They're not ahead of themselves, they're just engineers.  Whe do'nt 
get pade to no how too spel.

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation.misc
From: elgersma@src.honeywell.com (Mike Elgersma)
Subject: Re: strength of helicopter rotor
Organization: Honeywell Systems & Research Center
Date: Tue, 24 Nov 1992 02:38:40 GMT

In article <By6tH2.B3A@watserv1.uwaterloo.ca> ncrwater@watserv1.uwaterloo.ca (Latala - ICR) writes:
>
>During the fight somebody gets thrown off the light standard. They descend
>only to come into contact with the rotor disc of the helicopter which is 
>hovering at a lower altitude.
 (stuff deleted)
>But would the helicopter survive? I would have thought that it would loose a
>blade in the process...
>-- 

I think the helicopter will survive.  The high speed of the rotor blade
allows it to chop through things with little damage to the blade.  I have
heard that some military helicopters can chop through (4 inch thick?) trees
without the blades breaking.  This is very handy when trying to land in an
area with a lot of foliage - like in Vietnam.

----------------------
Mike Elgersma   elgersma@src.honeywell.com
----------------------------------------------------

Newsgroups: rec.aviation.misc
From: aboyd@quantum.on.ca (Andrew Boyd)
Subject: Re: Flying Surfers
Date: Mon, 16 Nov 92 16:09:31 GMT
Organization: Quantum Software Systems

In article <1992Nov14.214057.15519@mnemosyne.cs.du.edu> 
mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman) writes:

>DIDn't you see the one boeing has in building #A5! It is 
>pretty neat >>>>BANG<<<<
>NO CARRIER

You know, the odds are pretty good that within just a few years, several
of us sitting here reading rec.aviation.* will fly in an airliner piloted
by ol' "Airborne" marshal.  Food for thought, eh?  :)

Hang in there, marshal.

----
#include <std.disclaimer>
Newsgroups: rec.aviation.misc
From: aboyd@quantum.on.ca (Andrew Boyd)
Subject: Re: Taildragger Tail Low Takeoffs
Date: Thu, 19 Nov 92 21:04:18 GMT
Organization: Quantum Software Systems

In article <1992Nov19.160934.24091@cbnews.cb.att.com> 
tel@cbnews.cb.att.com (thomas.e.lester) writes:
>	.... but I know about my Sonerai.
>	The rudder is not really effective at low speed.  So i have
>	to keep the tail down until just about at takeoff speed.
>	The transition from tail down to tail up is somewhat touchy
>	because of the engine torque and short coupling. So as soon
>	as the tail lifts, you have to put in rudder to compensate for 
>	torque.  Do this too soon, you end up turning off the runway. 
>	You can just keep the tail down and avoid all the hassle.

Weird.  In my maule, right after I add full power (210 HP), I
immediately push on the column to get the tail up asap.  It makes
it much easier to see over the nose.

At least with a C/S prop, I've got an instant 2800 RPM's worth
of slipstream blowing over the tail, which gives me pretty well
instant rudder response.  My a/c is reasonably short-coupled
and it's no hassle to keep straight.

I fly a pitts is the same way - power on, get the tail up so
you can see where the heck you are going.  I remember seeing a
really hot pitts pilot that slow taxiied & turned (with one
wheel locked) in a level attitude - he kept the tail up the
whole time with forward stick, balancing power & brakes.

Do you have a fixed pitch prop & a really teeny tiny rudder
on your sonerai?
----
#include <std.disclaimer>
Newsgroups: rec.aviation.misc
From: franks@synoptics.com (Frank Stutzman)
Subject: Re: Tracy id change
Reply-To: franks@synoptics.com
Organization: Synoptics Inc. Santa Clara, California.
Date: Mon, 16 Nov 1992 16:25:21 GMT

In article 92Nov15074544@frisky.Franz.COM, jkf@Franz.COM (Sean Foderaro) writes:
>  It appears that Tracy airport has changed its id from o36 to tcy.  Does 
>anyone know the story behind this?  Are they thinking of attracting commercial 
>flights or expanding the place?

Dunno about plans, but there is a new FBO there (well, maybe a few months
old).  I've dropped in there a few times in the past few months to get gas 
(they are the closest place to the bay area to pick up 80 octane other than 
Ameila Reids at RHV).  Can't remember their name, but the "Steve" is the 
guy who runs it.  He he is certainly customer oriented as he offered to check 
ir in the tires and the oil. (Whatever happened to gas stations that did this? 
I always declined, but liked the offer).

Drop in and say that Frank sent you.  Probably won't do you any good, 
but you can still say it.


Not a commercial endorsement, just a happy customer, blah, blah, blah.

Frank Stutzman          
SynOptics Communcations       |    Eagles soar, but weasels never
Santa Clara, Ca               |    get sucked into jet engines.
franks@synoptics.com          |              -- Elf Sternberg
Cessna N7770T @ PAO 

Newsgroups: rec.aviation.misc,rec.aviation.student
From: jtg0707@uxa.cso.uiuc.edu (Jui Tien)
Subject: hand turn a radial engine (Stearman)
Summary: radial engines
Organization: University of Illinois at Urbana
Date: Wed, 18 Nov 1992 20:31:17 GMT
Keywords: Stearman

Hello.
I am just wondering, when I hand-turn a radial engine before starting to clear
the bottom cylinders, I always turn the engine over backwards(clockwise when 
standing facing the prop.). I have always been told that is the correct way
, since engines are designed to fire a few degrees before top dead center.
However, during one of my routine traing flights (IFR) to Bloomington-Normal.(
No, not in a Stearman!), I noticed teh crew of an old Ozarks DC-3 were turning 
the props in the forward direction! Am I doing something wrong or I 
misunderstood somthing or both?

P.S. As far as I can tell, the fellow that owns the DC-3 intended to restore 
the plane. Ozarks Airlines ceased to exist years ago.
From: dsfisher@anduin.ocf.llnl.gov (David Fisher)
Newsgroups: rec.aviation.misc
Subject: Aircraft radio station fleet licenses
Date: 16 Nov 92 23:25:55 GMT
Reply-To: dsf@llnl.gov
Distribution: usa
Organization: Lawrence Livermore Nat'l Lab.

Concerning the recent thread about aircraft radio station
licenses:

   The flying club I help manage owns seven aircraft and
holds a "Ship/Aircraft Radio Station License" for our fleet.
The "FAA No./FCC Control No./Official Ship No." field on
the license is filled in with "N12345FLT", where 12345 is
a five digit number.  The FAA A/C Id does not appear on
the license.

   As I remember, the fee for the license is $35 per aircraft
and you must give the FAA registration number of each A/C in
the fleet on the application.  The license is good for 5 years.
We put a photocopy of the license in each A/C.


+-----------------------------------+
| David S. Fisher                   |
| Lawrence Livermore National Lab   |
| Livermore, CA 94550               |
| My opinions, not LLNL's.          |
+-----------------------------------+


Newsgroups: rec.aviation.misc
From: hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488)
Subject: Re: Porterfield?
Organization: NCR E&M Columbia SC.
Date: Thu, 19 Nov 92 18:50:18 GMT

>In article <1992Nov12.181628.15802@news2.cis.umn.edu> rjg@umnstat.stat.umn.edu (Robert J. Granvin) writes:
>>Does anyone know anything about aircraft built by "Porterfield?"  (I admit
>>to having never heard of one).  Apparently in business at least in 1942
>>building Liaison birds for the USAAF (L-6?).

	The treasurer of our local EAA chapter has restored a Porterfield
and won several awards for it. He recently gave a nice presentation on
the restoration of the aircraft. Before starting the restoration he did
an awful lot of research (including speaking to a former Porterfield
employee), if you want to know more that you ever cared to know about the
aircraft -- send me email and I'll ask him if it is okay to give you his
phone number.

Ed
-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)    
Newsgroups: rec.aviation.misc
From: geoff@peck.com (Geoff Peck)
Subject: Re: rec.aviation--traffic decrease
Keywords: traffic
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Wed, 18 Nov 1992 07:58:02 GMT

In article <2408@usna.NAVY.MIL> dfr@usna.navy.mil (D. Rogers) writes:
> Has anyone other than me noticed the apparent decrease
> in traffic on rec.aviation.xxxxx since the split?
> Anyone keeping track?

The totals, since October 23rd, are:
    announce	 28
    answers	 13
    homebuilt	359
    ifr		319
    military	462
    misc	726
    owning	141
    piloting	368
    products	154
    simulators	409
    soaring	216
    stories	  9
    student	268

This is a total of 3472 articles, or approximately 139 articles per day.
This is actually substantially _higher_ than the old rec.aviation volume,
and it does not include articles posted to the old rec.aviation.  However,
this very quick accounting doesn't take into account cross-posted articles
-- these are counted in each group in which they were posted.  I suspect
that the net volume (heh^2) is actually fairly close to the old ~75 articles
per day.

As another netter pointed out, the volume _seems_ to be less, since many
individuals have decided to read only the subgroups in which they are
actually interested.  This was the whole point of the reorganization!

						Geoff
Newsgroups: rec.aviation.misc
From: jle@fc.hp.com
 (Jer/ Eberhard)
Subject: Re: Heard an ELT - any info?
Date: Wed, 18 Nov 1992 16:09:28 GMT
Organization: Hewlett-Packard Workstation Kernel, Ft. Collins, CO
X-Newsreader: TIN [version 1.1.1 PL6]

> we saw a bumper sticker that said "have you checked 121.5 > lately?"

It worked!

> opened squelch to test, WHOOP, WHOOP, WHOOP....
> This got my passengers attention (mine too).

They don't always sound like that...  they are supposed, but if the
sound generator board is damanged on impact, they can sound like an open
carrier, a chopped .....OP ......OP...  just anything.

> reported it to Travis Approach, but they couldn't hear anything.

Often they can't adjust their squelch!

> A plane had been reported missing between Beale AFB and the Nut Tree.

Yes, an ELT is often the first indication that an aircraft is missing.

> Travis got confirmation that someone else could hear it.

> Put a sobering note on an otherwise wonderful day.

Sobering because of a possible crash, but consider...  you helped get
help on the way earlier than the authorities!  Someone may live because
you took a minute to check 121.5 and report what you heard.

Thank you!

> Questions:
>   1.  If we had stayed in the area to help search, what could we have done?
>       (I'm thinking electronic here - it was a dark night and I don't think
>        a visual search would have been that useful...)

No, unless you are trained in search and rescue and operating under the
umbrella of a SAR organization, there is nothing else for you to do.  No
SAR organization will send aircraft into an area where someone else is
"searching" or "loitering".  If an aircraft comes into my grid while I
am searching, I cease searching, climb and watch THEM, practicing see
and avoid.  If the aircraft does not exit my grid soon, I report in to
mission base and get another search assignment.

Searching without proper training is very unproductive.  You can test
this.  When some of your friends go backpacking, go search for them.
You already know where they are going, how they are going to get there
and are probably familiar with the area.  You are unlikely to find them,
even if they want to be found.

You did the correct thing, reported what you heard and where you were
and left the area.  Excellent!  Wonderful application of the proper
procedure.

If you are interested in how a search mission is accomplished,
I recommend checking into your local Civil Air Patrol squadron.

Thank you for posting your account and for reporting the ELT!

--
Jer/ (Slash) Eberhard, jle@fc.hp.com, Jer_Eberhard@fc.hp.com
Hewlett-Packard UDL, 3404 East Harmony Road MS-99, Ft Collins, CO  80525-9599
Phone 303 229-2861, FAX 303 229-2838, 1UP10, Incoming 40 44.1N+105 33.0W
Civil Air Patrol, Pikes Peak 218, MSN Check Pilot, CFI Airplane & Glider, N0FZD
Newsgroups: rec.aviation.misc
From: barnett@convex.com (Paul Barnett)
Subject: Re: Night Search
Date: Tue, 17 Nov 1992 15:57:34 GMT
Organization: Engineering, CONVEX Computer Corp., Richardson, Tx., USA
X-Disclaimer: This message was written by a user at CONVEX Computer
              Corp. The opinions expressed are those of the user and
              not necessarily those of CONVEX.

In <5887@rosie.NeXT.COM> amm@NeXT.COM (Alan M. Marcum) writes:

>For those with two radios, consider monitoring 121.5 while enroute.
>I've started doing this routinely, when possible, and I've now
>heard, oh, a half-dozen ELTs in the past couple of years.  No idea
>how many of those were actual emergency transmissions (statistics
>indicate VERY few were), but I still tell ATC when I hear one.

I've been doing the same.  However, I get mixed results when reporting
an ELT transmission.  About a year ago, I gave a report to Chicago
Center and they were wholly uninterested: they didn't even bother to
acknowledge the transmissions (and I was on an IFR flight plan).

I finally gave up and called Green Bay Flight Service.
--
Paul Barnett             Internet: barnett@convex.com
Convex Computer Corp.      Office: 214-497-4846
Richardson, TX        Mobile/Home: 214-236-8438
From: gopal@cirrus.com (Gopal Ramachandran)
Newsgroups: rec.aviation.misc
Subject: Re: Taildragger Tail Low Takeoffs
Date: 20 Nov 92 05:23:13 GMT
Organization: Cirrus Logic Inc.

In article <Bxy2L9.Cor@usenet.ucs.indiana.edu> petri@venus.iucf.indiana.edu writes:
...
>noticed something peculiar. Steve Hinton flew a P47 Thunderbolt and
>another pilot demonstrated a P51 Mustang. They were both flying
>from the Planes of Fame Museum at Chino, CA. Now what I found strange
>was that they both choose to take off without raising the tails of their
>aircraft during the run--they just flew them off the ground tail down.
...
>where I am going. Any ideas why they did this? 

Couple possible reasons:

-extra long prop blades (especially with Reno Air Racers) so one would
want to eliminate the possibility of a prop strike. Probably a good
idea even with the standard prop blades.

-reduce the left yawing tendency (from gyroscopic precession) when the
tail is raised, especially with high takeoff power settings

With 10-15 feet of cowling in front of them, visibility is probably
lousy, even with the tail up. They probably look to the side all the
time.

-reduces wear and tear on the tires when you keep the tail low, as the
wings support the airplane sooner and longer. 

Gopal



-- 

Gopal Ramachandran <gopal@cirrus.com>
UUCP:  uunet!cirrus.com!gopal
Cirrus Logic Inc, Fremont CA  PH: (510)-226-2138 FAX: (510)-226-2160
From: davehyde@tecnet1.jcte.jcs.mil
Newsgroups: rec.aviation.misc
Subject: Subject: Flying Saucers
Date: 16 Nov 1992 08:38:27 -0600
Organization: UTexas Mail-to-News Gateway
NNTP-Posting-Host: cs.utexas.edu


In article <1205@galileo.rtn.ca.boeing.com>
Dick Harrigill <rfh3273@galileo.rtn.ca.boeing.com> writes

>I'm waiting for a craft that works on the Frisbee principle
>of flying.  You could conceivably build a flying machine that
>is frisbee shaped, with a rotating outer hull.

It's them aliens! I seen 'em!

No, wait.  Isn't the spinning part just for stability?  Lift comes from the
basic shape and propulsion from your arm.  Or is that what you meant?

Dave Hyde
davehyde@tecnet1.jcte.jcs.mil
So I said to the Navy, "These are my opinions, go and get your own."
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.misc
Subject: Re: radios and non-pilots
Date: 14 Nov 92 21:24:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

LCM> .There is not an N number on the license, in fact, there isn't much filled
   > .in.  I don't have the license with me, but don't recall anything
   > ."interesting" written on it.  There are no restrictions written on the
   > .license.  I'm sure that whatever restrictions are normally associated wit
   > .aircraft radio transmitters also apply.

Strange...  Yours sounds quite different from mine.  I have a pseudo-N
number on mine, and there are "restrictions" on mine.  Actually a
statement referencing the sections of 47CFR 87 that apply.  I'm
expecting a renewal momentarily, so perhaps the new form is different...

        D/

 * OLX 2.2 * Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
                                                        
Newsgroups: rec.aviation.misc
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: Exceed Vne or max G's first?
Organization: Swedish Institute of Computer Science, Kista
Date: Mon, 16 Nov 1992 19:56:40 GMT

In article <9211161430.AA06813@tecnet1.jcte.jcs.mil> davehyde@tecnet1.jcte.jcs.mil writes:
   In article <LHE.92Nov13161647@yang.sics.se> Lars-Henrik Eriksson
   <lhe@sics.se>
   writes:

   >Vne is determined by two things: flutter and risk of overstressing the
   >airframe. The first of these depends on true airspeed, the second on
   >indicated airspeed.

   1)  Both are really dependant on equivalent airspeed, aren't they?

Yes, but in the speed ranges we talk about the difference is
negligible. (one or two knots or so)

   2)  Risk of overstressing (read: over-g) is really a maneuvering speed issue.
   You can "safely" go beyond this.  The military refers to this as "corner
   speed", or the minimum speed at which you can pull to the g-limit before
   stalling.  You can fly faster, just be aware of where you are.

It is also a Vne issue. One of the factors determining Vne is that the
airframe must be able to take a certain amount of turbulence (measured
as change in vertical wind speed) without being overstressed.

   3)  Vne can be determined by any number of things.  Examples:  Flutter
   (discussed), leading edge collapse, windshield failure.  All are distinctly
   different.

Are they really? I would think that apart from flutter, all would be
dependent on air pressure and thus to IAS (or CAS, or EAS, if you want
to be precise). If I am mistaken, please explain!

--
Lars-Henrik Eriksson                            Internet: lhe@sics.se
Swedish Institute of Computer Science           Phone (intn'l): +46 8 752 15 09
Box 1263                                        Telefon (nat'l): 08 - 752 15 09
S-164 28  KISTA, SWEDEN                         Fax: +46 8 751 72 30
From: mam@gvgspd.gvg.tek.com (Mark A. Matthews)
Newsgroups: rec.aviation.misc
Subject: Re: rec.aviation--traffic decrease
Date: 19 Nov 92 02:11:17 GMT
Followup-To: rec.aviation.misc
Organization: Grass Valley Group
NNTP-Posting-Host: blottobox.gvg.tek.com

As a sort of first-order estiamte, our news spool currently sports about
500 articles in rec.aviation.*.  (5 day expire delay.)

This seems pretty normal.  Anyone who peruses the Arbitron data care to
write up a more detailed report?

-Mark
Newsgroups: rec.aviation.misc
From: tracey@cvgis.prime.com (Tracey Bernath)
Subject: Anyone flying in the Air Force Reserves??
Organization: Computervision GIS (Toronto)
Distribution: can
Date: Mon, 23 Nov 1992 20:58:35 GMT


Are there any private pilots who have looked into flying with the reserves.
I would be curious to know what the training is that is required, and what
amount of flying is required.

Thanks

Tracey

-- 
-------------------------------------------------------
Tracey Bernath           45 Vogell Road,7th Floor
Software Engineer        Richmond Hill, Ontario, CANADA
Computervision GIS       (416) 508-8020 x859
Xref: sparky rec.aviation.misc:747 rec.photo:20072
From: seymour@stein.u.washington.edu (Richard Seymour)
Newsgroups: rec.aviation.misc,rec.photo
Subject: Re: Air sickness question
Date: 18 Nov 92 21:09:25 GMT
Article-I.D.: u.1992Nov18.210925.27052
Organization: University of Washington, Seattle

something the orginal poster mentioned was the continuous circling...
your inner ears' semicircular canals can get "used to" this circling..
 and then when you lift or lower your head ... your internal gyros tumble..
(followed rapidly by your stomach)

(it's a good trick employed by Instrument Instructors to show their
 students the hidden traps of vertigo... 
   "look at your lap" (the CFII then starts a coordinated turn, and holds
                      it for a circle or two)
   "Hey! look up!"   (or, "could you pick up that pencil?")

i believe the FAA "Vertigon" uses the same technique....
--dick
Newsgroups: rec.aviation.misc
From: adh@cbnews.cb.att.com (andrew.d.hay)
Subject: Re: Flying Saucers
Organization: AT&T
Distribution: na
Date: Mon, 16 Nov 1992 11:30:17 GMT

In article <1205@galileo.rtn.ca.boeing.com> rfh3273@galileo.rtn.ca.boeing.com (Dick Harrigill) writes:
"I'm waiting for a craft that works on the Frisbee principle
"of flying.  You could conceivably build a flying machine that
"is frisbee shaped, with a rotating outer hull. 

you'd sure have something different, but what's the l/d of a frisbee?
i'll bet it's not good...

-- 
		+--------------------------------------------------------------+
Andrew Hay	|	I am not an expert,				       |
a_d_hay@att.com	|			 but I play one on the Internet!       |
		+--------------------------------------------------------------+
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.misc
Subject: NOTAM Decoding Questions
Date: 21 Nov 92 15:43:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

HCF> .Is there an FAA publication where one can look up such things as what IR
   > .means (ice on runway)?  (It's not the AIM or AC 00-45C.)

Get a copy of the Contractions manual - FAA 7340.1  It's the complete
reference of all the abbreviations that are used.  (Of course, this
doesn't stop someone from being creative and inventing their own.  Or
just screwing up...)

        D/

 * OLX 2.2 * Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
                                                         
Newsgroups: rec.aviation.misc