HDTenEightyP/NetNews huggingface dataset:
Organization: University of Maine System
Date: Monday, 14 Sep 1992 14:50:06 EDT
From: robert eric beckwith <IO20081@MAINE.MAINE.EDU>
Newsgroups: rec.aviation
Subject: Greenville, ME Seaplane fly-in

     Well we had some beautiful weather, the 12, 13 but the wind was
blowing rather strong +25 on Saturday so the events were cancelled
on the lake.  (It was a rather interesting downwind docking).
Had about 300 planes at the land based airport alone.  Hard to tell
how many in the lake as they were all over.  A good showing from Canada.
Lots of 185's, Cessnas, Champs, Cubs, Lakes.  Also a good showing
of Teals, Widgeons, Caravans, Beavers, and a few other I'm sure I
missed.   They kept DC-3 in the water this time, and it was flying
quite a bit of the time, and the albatross was back at the land
airport (I didn't see it fly).   They held the contest's on Sunday
as it was a beautiful day and light winds, the only down side was
that a champ competing in the spot landing contest came in rather hot
and planted it, bounced, got a bit squirley caught the right float and
went over, the pilot got out just fine before it sank, I feel bad for
him but at least no one was hurt.
..
so mark it on your calendars for next year.
     Greenville International Seaplane Fly In.
     first weekend after Labor Day
....rb
From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Date: Fri, 4 Sep 1992 13:42:29 GMT
Subject: Re: GA Safety (was: stupid pilot tricks)
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

In article <1992Aug31.080050.16650@peck.com>, geoff@peck.com (Geoff Peck)
writes:
>One thing which seems to be generally regarded as true in flying is the
>more you do it, the less likely you are to be make a boo-boo.  In other
>words, exposure time is not an issue -- in fact, _lack_ of exposure is morel
>likely to be a problem than lots of exposure.  With automobiles, I agree --
>the more exposure you have, the more you'll pay for insurance.  I have had
>conversations with my auto insurance agent about things like "well, if I
>were to tell you that I drove X miles per week to and from work, what would
>that do do my rate?" and the answer always is "the more you drive, the more
>we want you to pay."

I'm about to commit a net.sin by not having the data to back this up, but I
think the assertion that exposure is not an issue in aviation is debatable.
I've read of studies in the past that show that, indeed, your accident rate
goes down for a while, up to a couple of hundred hours per year, then starts
back up again.  The initial downturn in accident rate is, I believe, as Geoff
says, due to the added skill and familiarity you have when you do something
more often.  However, as you fly even more per year, you are exposed even more
regularly to the potential of the machine you're using to fail.  Also, you get
on the other side of the "familiarity curve" and become complacent, which leads
to increased accident potential.

Data or not, it seems to me, on the surface at least, that exposure *does*
open one up to increased accident potential.  I'm sure the insurance guys have
this all figured out, so I must be missing something here to come to this
conclusion.  Otherwise, those of us who fly a couple hundred hours or more a
year are getting a good deal. :-)

Bill Standerfer
Newsgroups: rec.aviation
From: maverick@buhub.bradley.edu (Darin Petersen)
Subject: go/no go
Organization: Bradley University
Distribution: rec
Date: Thu, 10 Sep 92 21:29:18 GMT


This decision has been bugging me for quite a while and I'd like to hear 
the opinions of fellow netters.......

After planning a fun flight, like today I was going to pick my friend up at
at ARR (aurora,IL from Peoria), I am confronted with winds that made decide
to cancel.  He was excited about going flying again (mostly to avoid a long
bus ride, 4 hrs) and I was excited about getting up in the air again, as
well.  The prediction was CLR 2907.  I thought, GREAT!!!!.   Then it
changed to 2911 after my departure time and clouds in the Chicago area.
The winds are consistently higher than predicted at my departure airport
(3MY) so this put my right on the line between go/no go.  

I'd like to hear what someone else would have done in this situation.  I've
flown in winds 20G25 and done fine, but 11-15 makes me uncomfortable.  So
should I have gone anyway?  BTW I'm a 110 hr PP.

I can never justify watching a beautiful day pass when I had originally
planned to fly, and cancelled.  arghhhhh!    

--
            __|__          Darin Petersen - PP-ASEL
     ________(*)________  Maverick@buhub.bradley.edu
            o/ \o
From: djv@ecl.psu.edu
Newsgroups: rec.aviation
Subject: Hang gliding?
Date: 6 Sep 92 15:36:18 EDT
Organization: Engineering Computer Lab, Pennsylvania State University

Can anyone tell me where to get more information on hang-gliding?  Is there a
net group that would be more informative?  Thanks for any info.

Dave Van Tol
117 Applied Science
State College, Pa 16804
Organization: University of Maine System
Date: Tuesday, 8 Sep 1992 14:47:37 EDT
From: robert eric beckwith <IO20081@MAINE.MAINE.EDU>
Newsgroups: rec.aviation
Subject: equipment weight ?'s

I'm looking for some weights for the following equipment:
Garwin Altimeter 22-377-02-4
Amer/King Altitude Digitizer AK-350
I would be appreciative if someone could answer these questions,
I am trying to help a friend update his equipment list...
thanks.
     robert beckwith   IO20081@maine.maine.edu
From: stephen@moclips (Stephen L Nicoud)
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
Date: 8 Sep 92 02:20:57 GMT
Reply-To: stephen@boeing.com (Stephen L Nicoud)
Organization: Boeing Computer Services Research and Technology, Bellevue, WA USA
Originator: stephen@atc.boeing.com


   On 4 Sep 92 02:33:30 GMT in a rec.aviation article, berry@athos.pei.com (Berry Kercheval) wrote:

   Well, on my recent trip from Livermore to Twenty-Nine Palms to
   Fullerton and back I listened to various AM stations on the ADF
   receiver....
     [...]   
   (Did you know that in the California Central Valley all you can get
   is Country Western stations?  Ick!)

"Ick!"????

That's a matter of opinion.  Sounds like heaven to me!  :-) :-)

A Country and Western Music Fan,

Stephen
-- 
Stephen L Nicoud  <stephen@boeing.com>  bcstec!bcsaic!stephen
Boeing Computer Services Research and Technology, Computer Science
Bellevue, Washington  USA
"I ask unanimous consent to revise and extend my remarks."
From: kerry@Ingres.COM (Kerry Kurasaki)
Newsgroups: rec.aviation
Subject: Re: Bird in Engine Compartment
Date: 11 Sep 92 19:38:27 GMT
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501

In article <Sep.11.14.47.31.1992.21033@pilot.njin.net> ron@pilot.njin.net (Ron Natalie) writes:
>> A friend of mine, while training for his private in a Tomahawk heard a thud.
>
>The Tomahawk is the only plane that I've flown that experiences bird
>strikes from behind.

Obviously, you are not type rated in a SLOWtation.
From: phil@eecs.nwu.edu (William LeFebvre)
Newsgroups: rec.aviation
Subject: Re: Hinckley Crash
Keywords: twin engine aircraft on tkof
Date: 14 Sep 92 13:36:46 GMT
Organization: EECS Department, Northwestern University

In article <BuJ56u.8ts@ddsw1.mcs.com>, karl@ddsw1.mcs.com (Karl Denninger) writes:

|> I'd love to know where the flaps were set at the time of the crash; the wing
|> wasn't visible in any of the press photos or TV coverage I saw.  Ditto as to
|> whether the dead engine's prop was feathered. 

I heard an NTSB spokesman state that the prop was NOT feathered.  Nor was
it set for full power.  This was, I believe, the primary clue that led
them to suspect engine failure.  By the way, this was on the left engine.
Is that not the critical engine for that plane?

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
Newsgroups: rec.aviation
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Accomodations for the NEFI this Saturday 9/18
Keywords: hotel motel night sleep
Organization: Data Parallel Systems, Inc
Date: Mon, 14 Sep 1992 16:06:22 GMT

Here is a (partial) list of some of the places people might like to
stay on Martha's Vineyard during the NEFI:

Island Inn (Vineyard Haven)	508-693-2002
Edgartown Commons (Edgartown)	508-627-4671
Cove House (Rural W. Tisbury)	508-693-9199  1-bedroom apartments
					      $95-night/$55 refundable
					      cleaning deposit.
Charlotte Inn (Edgartown)	508-627-4751
Katama Shores (Katama/Etown)	508-627-4747
Admiral Benbow (Oak Bluffs)	508-???-????
Farm House (Rural W. Tis)	508-693-5354
Bayberry Inn (Vineyard Haven)	508-693-1984
Blue Goose (W. Tisbury)		508-693-3223
Lambert's Cove Inn		508-693-2298  $140/night

The following indicated that they were full on Saturday the 19th, but
I am including them in case anyone wants to keep trying:

Heritage Hotel			508-627-5161
Colonial Hotel			508-627-4711
Dagett House			508-627-4600
Governor Bradford		508-627-9510

All the above are in Edgartown


There are more, depending on what you're looking for.

Those of you wanting to find out specifics might try the
Info-Phone at 508-693-3663
or the 
Chamber of Commerce at 508-693-0085



See you there!

greg

--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
Newsgroups: rec.aviation
From: wiltbemj@craft.camp.clarkson.edu (Michael)
Subject: Getting Pilot's License
Summary: How do I begin to get a pilot's license?
Organization: Clarkson University
Date: Wed, 9 Sep 1992 18:42:13 GMT

Hello,
  I am interested in getting my pilot's license.  I have heard from
  friends that the procedure for getting a license has been changed
  since they tested for their licenses and I was hoping that somone
  could post or send me email on the steps required to get a
  recreational class of pilots license.  Thanks a bunch.

Mike
wiltbemj@craft.camp.clarkson.edu
Newsgroups: rec.aviation
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Bird in Engine Compartment
Date: 11 Sep 92 18:47:31 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> A friend of mine, while training for his private in a Tomahawk heard a thud.

The Tomahawk is the only plane that I've flown that experiences bird
strikes from behind.
Newsgroups: rec.aviation
From: ronnie@media.mit.edu (Ron Schnell)
Subject: Re: Use solo to actually do something?
Organization: MIT Media Laboratory
Date: Fri, 11 Sep 1992 03:58:57 GMT


As soon as I was signed off for solo X-country, I started flying from Syracuse
down to Newburgh Airport, almost every weekend.  My parents would pick me up
and drive me home for the weekend.  It confused a lot of their friends...
"Oh, he has a pilot's license?...No???"

You really don't get a full understanding of ATC/X-country procedures until
you actually go somewhere for a reason.  It was great practice, and a great
learning experience.  It also made the transition from student pilot to 
private pilot easier, as I was already used to renting planes for the
weekend.

#Ron
From: makinc@hhcs.gov.au (Carl Makin)
Newsgroups: rec.aviation
Subject: Re: High or low tow normal?
Date: 7 Sep 92 17:21:16 +1000
Organization: Aust. Dept. Health, Housing and Community Services

In article <1992Aug23.113228.15600@sics.se>, lhe@sics.se (Lars-Henrik Eriksson) writes:

>>What is the 'normal' tow position in other countries?
 
> Sweden: High tow.

Australia:  Low tow.

Carl.
-- 
Carl Makin, MVS/ESA Systems Programmer, VAX/VMS Dabbler. 
Dept. Health, Housing and Community Services, Canberra, Australia.
sserve.cc.adfa.oz.au!hhcs!makinc   -   UUCP
makinc@hhcs.gov.au		   -   Internet
vk1kcm@vk1kcm.act.aus.oc	   -   Packet Radio
"I'm from the Government and I'm here to help you."
From: JAB0633%USA.decnet@USAV01.GLAXO.COM ("USA::JAB0633")
Newsgroups: rec.aviation
Subject: Need ATC clearance for T&G at uncontrolled field when shooting approach?
Date: 14 Sep 92 16:46:00 GMT

A question for the rec.aviation.gurus...

I was shooting practice ILS approaches on an IFR clearance (with a CFII
safety pilot) to an uncontrolled field with FSS on-field (RWI).  At one
point other traffic asked if we were going to land or do a low approach
- I answered that we intended to do a touch-and-go.  The FSS then asked
if center had cleared us for the touch-and-go.

Both my instructor and myself were a bit confused at this.  Our
collective understanding was that this was an uncontrolled field, and
that clearance to shoot the approach also cleared us to perform a low
approach or touch-and-go at our option (the center controller was
expecting us to be back on frequency for another approach, so a
full-stop would not have been nice).  The FSS specialist insisted that
we needed a clearance to do anything other than a low-approach. 

When we were back on center frequency, we asked about this, and the
controller confirmed that we needed specific clearance for a
touch-and-go rather than a low-approach.  Later, he called us and told
us that he had confirmed this (although not how).

We continued the approaches and requested clearance for touch-and-go on
the approaches, and everyone was happy.

My question...

*Where* is this requirement stated, or implied?  Is it hidden somewhere
in the AIM or the FARs, or is it something buried in the ATC handbook? 
Inquiring minds want to know!!

                               Joe Berry
                               PP-ASEL-IA

================================================================================
|      Joe Berry        | Internet : JAB0633@usav01.glaxo.com                  |
|      Glaxo Inc.       | X.400    : G=JOE,S=BERRY,A=TELEMAIL,P=GLAXO INC,C=US |
|   Five Moore Drive    | Ma Bell  : (919) 248-7079                            |
|Research Triangle Park | FAX      : (919) 248-7617                            |
|North Carolina, 27709  | TELEX    : 802813                                    |
|------------------------------------------------------------------------------|
|     Opinions expressed are my own, and do not necessarily reflect the        |
|     official opinions of Glaxo Inc., or any other Glaxo Group company.       |
================================================================================

Newsgroups: rec.aviation
From: jhenderson@pomona.claremont.edu
Subject: Contacting IFR Mag
Organization: Pomona College
Date: 8 Sep 92 10:05:56 PDT

> - Read the trade magazines such as Flying and IFR

Speaking of which, could anyone please post the phone number or address for
this magazine?

Zenkiu.
______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
Newsgroups: rec.aviation
From: ginsberg@t.Stanford.EDU (Matthew L. Ginsberg)
Subject: what's "necessary for takeoff or landing"?
Organization: Computer Science Department, Stanford University
Date: Tue, 15 Sep 1992 15:37:09 GMT


Departing from San Carlos during the open day over the weekend, I told
the tower that I would do a high-speed pass if they authorized it, or
otherwise would just leave normally.  I was cleared for closed traffic,
so I did my pass and then went off about my business.

When I got back to the airport, the tower chief very politely informed
me that I had broken FAR 91.119, which says that you can't come within
500 feet of any person, vessel, vehicle, or structure except "when
necessary for takeoff or landing."  He said that my high-speed pass
request made it clear that I had no intention of landing.

My questions:

(1) Is he right?

(2) If he is right, what is the scoop on the missed approaches that
people learning IFR do all the time?  They certainly come within 500
feet of stuff with no intentions of landing.  Is the difference only
that they haven't declared their intentions to miss the approach?
I thought IFR students often *did* declare just such intentions.

Before anyone gets bent out of shape about this, let me stress that
the tower guy really *was* nice.  He complimented me on the flyby
technique before telling me about the FAR, and said not to worry because
his impression was that I had changed my mind, intending to land but
not leaving enough space between my aircraft and the C-172 on the
ground in front of me.  : )

Thanks!

						Matt Ginsberg
From: mandel@romulus (Hector Mandel)
Newsgroups: rec.aviation
Subject: Re: Hinckley Crash
Date: 11 Sep 92 01:09:51 GMT
Organization: University of Illinois at Urbana
X-Newsreader: Tin 1.1 PL4

kzk00@ccc.amdahl.com (  200  Klaus Kraemer) writes:
: Hmmmm, when was it that you checked, then? ;-)
: FAR 91.107(b): ...and a person on board for the purpose of engaging in
: sport parachuting may use the floor of the aircraft as a seat.(No mention
: of a safety belt, you say? Even the FAA, I assume, does not expect
: the floor of an aircraft has them.)
: In addition, FAR 91.905 is a list of rules subject to waivers. Its first
: entry is 91.107 Use of safety belts.

The seatbelt requirement for skydivers makes about as much sense as requiring
seatbelts on a motorcycle.  It should be waived.  It is unenforceable.  If 
the pilot is concerned about shifting, then it should be up to the pilot to
require the use of seatbelts.
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
Date: 6 Sep 92 11:11:05 GMT
Organization: U. S. Naval Academy

!In <2510487@hplvec.LVLD.HP.COM! 
!   bills@hplvec.LVLD.HP.COM (Bill Standerfer) writes:
!
!! Hmmm, lessseee...
!! 
!! [... several "In the __ I wonder if __" lines...]
!! 
!! And in the Baron, I sit back, watch the world go by, and enjoy the ride. :-)
!! 
!! Bill Standerfer

And in the Bonanza, I sit back, watch the world go by, enjoy the ride
 and wonder why I would want twice the maintainence and twice the
 operating costs to go maybe 10 kts faster!!!!  :-}=

Couldn't resist. 

P.S. :-}= the curly and = is for the old bearded one.
Became a `senior' citizen on 3 Sept at least according to
some lights.

Dave Rogers
Newsgroups: rec.aviation
From: tadams@sbctri.sbc.com (Tom. Adams 529-7860)
Subject: PD aviation software?
Organization: Southwestern Bell Technology Resources, St.Louis, MO
Date: Wed, 16 Sep 92 02:49:55 GMT

A co-worker has been searching for public domain or shareware 
flight planning or navigation software.  Archie is silent on 
the subject.  Is anyone aware of archives of such material, or
able to recommend particular packages and sources?  Please respond by email,
I'll summarize given sufficient response.
-- 
Tom Adams	tadams@sbctri.sbc.com adams@swbatl.sbc.com   314-529-7860
misology (mi-sohl'-ogee) Hatred of reason, argument, or enlightenment.
--  misologist n.	Not in any way connected to the word management.
From: Bruce.Hoult@bbs.actrix.gen.nz
Newsgroups: rec.aviation
Subject: Re: How realistic are simulators?
Date: 6 Sep 92 15:45:04 GMT
Organization: Actrix Information Exchange

In article <Sep.6.10.49.37.1992.452@pilot.njin.net> ron@pilot.njin.net (Ron Natalie) writes:
> > I've got a very basic flight simulator. On average, how realistic
> > are simulators?
> 
> You're talking something that runs on a PC or workstation right?
> The answer is not very.  I've got quite a few hours on the Silicon
> Graphics and Microsoft flight simulators.  In the mode where these
> are supposed to emulate small Cessnas (150/172), I find them very
> dificult to land.

Ron, if you haven't tried MS Flight Sim on a Mac "Quadra" I suggest
you do so.  It's not as fast as an SG, but it *is* fast enough at MS FS's
limited graphics to give a sensation of extreme realism and instant
response to the controls.  I (who have soloed in Blanik/C152/Tomahawk but
that's about it) find it possible to take either the lear or the
Cessna and do fully-held-off landings with the wheels a foot off the
ground because the high frame rate makes changes in both attitude and
height (from the runway perspective) immediately obvious.  Even a 20 or
30 knot crosswind is easily handled (except you can't kick it straight,
since I'm only using the mouse to fly it).

A commercial pilot I know who has thousands of hours and has the same program
on a slower Mac was astounded at the qualitative difference a fast machine
makes to the program.  I had trouble dragging him away.

-- Bruce

(mine's a Quadra 700 (25 MHz '040), in 4 bit colour.  Should be even better
on the 950, but I haven't tried it)

-- 
Bruce.Hoult@bbs.actrix.gen.nz   Twisted pair: +64 4 477 2116
BIX: brucehoult                 Last Resort:  PO Box 4145 Wellington, NZ
"Cray's producing a 500 MIPS personal computer with 256MB RAM and 8 GB
hard disk that fits in your pocket!"   "Great!  Is it PC compatible?"
Newsgroups: rec.aviation
From: bdboyle@erenj.com (Bryan D. Boyle)
Subject: Re: Transponder problems / great flight
Organization: Exxon Research and Engineering, NJ
              The opinions expressed are those of the author and 
              not those of the company.
Date: Tue, 15 Sep 1992 12:52:22 GMT

In article <1992Sep14.222857.11456@CSD-NewsHost.Stanford.EDU> ginsberg@t.Stanford.EDU (Matthew L. Ginsberg) writes:
>Transponders typically take about five minutes to warm up.  That's why
>the switch typically includes a "standby" mode -- you should power it
>on to standby when you start the plane, and turn it on just before
>departing.  If you leave it powered off till you are (for example)
>cleared onto the runway for takeoff, you won't get a peep out of it
>for the next few minutes.
>
One other thing to consider is that for the major brands (ACK, Narco,
Americal, etc.) of encoder, it takes, on the average, 10 minutes for
the encoder to stabilize and read a valid altitude.  (I know this from
having to wait to ramp check xpdr/encs on saturday mornings-i work 
p/t in a radio shop at the local field...).  Has to do with the heater
for the pressure transducer stabilizing the temperature...Mr. Ginsberg's
advice is well taken...
 
Bryan D. Boyle     | Opinions?  They're mine, definately not Exxon's...
Senior Engineer    | Former owner: Cherokee N7068W
Exxon Research and | Civil Air Patrol - Emergency Services
Engineering Co.    | 908 730 3338
From: wendt@CS.ColoState.EDU (alan l wendt)
Newsgroups: rec.aviation
Subject: Re: How do automatic landings work?
Date: 5 Sep 92 19:17:23 GMT
Organization: Colorado State University, Computer Science Department

>In article <1992Sep4.203532.5706@access.usask.ca>, choy@skorpio writes:
>How does the mechanism for automatic landings work? What information
>is sent to the plane from the airport?
>

I have a friend who flies commuter flights, who has landed with his front
and side windows iced opaque.

Alan Wendt
From: cantrell@seqp4.sequoia.com (Paul Cantrell)
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
Date: 14 Sep 92 19:11:39 GMT
Distribution: usa
Organization: Sequoia Computer Systems

In article <Bu03t6.19L@lawday.DaytonOH.NCR.COM>, steve@lawday.DaytonOH.NCR.COM (Steve Bridges) writes:
> From discussions with my instructor, I believe that it's not legal to use a
> commercial broadcast station for IFR navigation with an ADF, but as far as
> I'm concerned, it's legal to use them for entertainment.

From reading Taylor's IFR book, It sounds like either it's legal if they
identify the station often enough, or that it was legal in the not too
distant past. (He talks about a commercial radio station which would break
into the music to give the station call sign when the airline dispatcher
called to say that the airliner was on approach)

As for entertainment purposes, I especially liked the pilot who thought
our instrument trainer helicopter was cool because it had a "stereo".

					Paul
-- 
                  THIS                  | Paul Cantrell "PC"
                  SPACE                 | cantrell@sequoia.com
              INTENTIONALLY             | DoD #1144
               LEFT BLANK               | HELO/ASEL/ZX10 Pilot