HDTenEightyP/NetNews huggingface dataset:
From: dls@freedom.genrad.com (Diana L. Carlson)
Newsgroups: rec.aviation
Subject: Re: CAP - Me too, me too!
Date: 19 Nov 1992 08:13:35 -0500
Organization: GenRad, Inc.
NNTP-Posting-Host: freedom.genrad.com

In article <92323.26085.L697187@LMSC5.IS.LMSC.LOCKHEED.COM> L697187@LMSC5.IS.LMSC.LOCKHEED.COM writes:
>I would like to know about CAP too.  Is it limited only to ex-Air Force or
>can anyone join?
>Email me or reply here. Thanks to anyone who can help.

Civil Air Patrol has nothing to do with whether you were ever in the Air
Force, or even in any military service.  It is a VOLUNTEER non-profit
organization that gets its funding from the Air Force (via the Congress).
Anyone can join the CAP.  Even military persons can join.  However, there
are certain cases where the military job may have a conflicting interest
with CAP...(the primary example being the Air Force Liaison Officer for CAP),
in which case you can JOIN CAP, you just can't participate until you get a
different job.

Our squadron had an Army officer as a member of our squadron.  My husband
is also in the Air Force Reserves and is also in CAP.  There is no conflict
of interest in his case.

The only requirement for CAP is an interest in aviation or aerospace....
oh, and a clean bill of health as far as record in child abuse, etc.  (yes,
they do take your fingerprints and send them to the FBI for this reason,
but then we are very involved with young adults, so this is a requirement).

Diana



-- 
->Diana L. (Syriac) Carlson dls@genrad.com	Ham: KC1SP (Sweet Pea)      <-
->I'D RATHER BE FLYING!	P-ASEL, INST		CAP: CPT, 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
Subject: Re: weather
From: OWEN@vms.bgu.ac.il (David Owen)
Date: Tue, 17 Nov 1992 02:34:07 GMT
Organization: Ben-Gurion University of the Negev Beer-Sheva Israel, BGU
X-News-Reader: VMS NEWS 1.13

In <1992Nov17.022122.7692@ramon.bgu.ac.il> OWEN@vms.bgu.ac.il writes:

> In <1992Nov13.210345.4624@bradley.bradley.edu> maverick@buhub.bradley.edu writes:
>
> > I heard about a weather service (not DUAT) available through internet that
> > allow you to access forecasts of several days.  Kind of like the local
> > forecast from the weather channel.  Does anyone know anything about this?
> >
> >
> > --
> >             __|__          Darin Petersen - PP-ASEL
> >      ________(*)________  Maverick@buhub.bradley.edu
> >             o/ \o
> >
> >
>
> No, But is it only for USA or all over the world?
>
> Shlomo Zelkine
> Israel
> owen@buvms
Newsgroups: rec.aviation
From: Tom_Fisher@mindlink.bc.ca (Tom Fisher)
Subject: Re: Difficulties with fuel in Greenland
Organization: MIND LINK! - British Columbia, Canada
Date: Fri, 20 Nov 1992 05:26:13 GMT

Hi there,
I was flying a helicopter of a science ship and while in Tule we purchased it
from the military at the airport.
TMF ATP helicopter
From: dalbert@jade.tufts.edu (David L. Albert)
Newsgroups: rec.aviation
Subject: Places to eat in MA/RI/NH/VT or Maine
Summary: Good places to fly for a meal?
Date: 21 Nov 92 20:06:24 GMT
Distribution: rec.aviation  rec.aviation.misc
Organization: Tufts University - Medford, MA


I am interested in finding some good destinations for a plane
trip from the Boston area.  I would ideally like to know of
any airports in the New England area with good resturaunts
that are within walking diatance of the airport.  Thanks.


David Albert

DALBERT@jade.tufts.edu
DALBERT1@pearl.tufts.edu
dave@SETI.JPL.NASA.GOV
Newsgroups: rec.aviation
From: mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman)
Subject: AIRLINE IN-FLIGHT REFULEING
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Sat, 21 Nov 92 19:11:35 GMT

I was just thinking, commercial jets are big and heavy, and they carry
a hell of a lot of fuel... right? Well at 6ppg, it adds up... and
for the most part, you are burning fuel to carry fuel right?

When/where would it make sence for air lines to have in flight refueling?
I know that it would cost a lot to have a tanker up there giving 747s JET-A,
but if they could serve enough jets in an hour, it may actually be sensible...
well...maybe. I know there is prob. someone who figured this out on paper,
and I'm sure it would be non sensible (otherwise, they'd be doing it)...but
if anyone has any 'work' on this, I'd like to see this...

Thanks...


--
|o| Marshal Perlman                             Internet: perlman@cs.fit.edu |o|
|o| Florida Institute of Technology                              IRC: Squawk |o|
|o| Melbourne, Florida                                   Private Pilot, ASEL |o|
|o| 407/768-8000 x8435                            Goodyear Blimp Club Member |o|
From: jac@asns.tredydev.Unisys.COM (Judy Cadmus)
Newsgroups: rec.aviation
Subject: Re: Place to eat near Maryland or Del
Date: 19 Nov 92 13:06:18 GMT
Organization: Unisys Corporation, Devon Engineering Offices

In article <2410@usna.NAVY.MIL> dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
>In article <stellabo.722030534@phage.cshl.org> stellabo@phage.cshl.org (Fred Stellabotte in Computer Center - CSHL) writes:
>>I am planning a flight south from NY to Maryland or
>>Del. .. This Sunday .. Just for lunch ..
>>
>>Can anyone suggest a Airport with a restrant that has
>>good seafood ..??
>
>Bay Bridge (W29) right at the eastern edge of the Chesapeake
>Bay Bridge (the one at Annapolis). There are two restaurants
>within walking distance and they will come and get you
>if you call. The first is Hemingway's--good sea food
>moderately priced. The second is the Kent Manor Inn. Good
>food, moderately to moderately expensive and more elegant.
>You might want slightly better cloths on Sunday. Good Sunday
>Brunch.
>

I'll second Dave's recommendation for Hemingways!  I've never been to Kent
Manor, but I've heard that it is good, also.
-- 
--------------------------------------------------------------------------------Judy Cadmus  PP-ASEL, Instrument Student
Skylane N42202                                  jac@asns.tredydev.unisys.com
From: barney@sol.usc.edu (Barney Lum)
Newsgroups: rec.aviation
Subject: Sans Nosegear - no BFD (Re: Stay on the ground, Reba.)
Date: 19 Nov 1992 20:10:26 -0800
Organization: USC University Computing Services, Los Angeles
NNTP-Posting-Host: sol.usc.edu

>phil@eecs.nwu.edu (William LeFebvre) writes:
>> [...nose gear failure isn't that big-a-deal as often hyped by media ...]

ahng@ee.ualberta.ca (Allan Hong-Kay Ng) writes:>
    > [..A superior pilot uses his superior judgement to avoid 
    >     using  his superior skill.. ]
    >  Paraphrased don't ask or it.
       ^^^^^^^^^^^^^^^^^^^^^^^^^^^
Having a nose-gear fail to extend is not really something one can avoid...
if it happens, it happens.  In that case, one just has to deal with it as 
best as one can. As Bill expressed above, it's usually not that big of a deal.
But if it's a Big airplane with lots of passengers and the cameras are 
rolling, it IS interesting (and often draws attention).

Of course the key to making an "urgent, or even some emergency" situation
a non-event is dealing with it as correctly/best as possble.

Couple examples of non-events:
-----------
Three (or so) years ago at Miramar, Bob Hoover was performing in his 
Commander.  For those that don't know his routine, he ends it with his 
"Energy Management" excersise.   He starts it some n-thousand feet up and 
cuts both engines.  He does a vertical loop, maybe a roll or two, and a few 
other things before landing dead-stick.

The show-announcer bets that Bob can't bring the plane to a stop on the 
ramp precisely at show-center without adding power. 

On final, the gear extended except for the nose wheel.  He landed "normally" 
but kept the nose off as long as possible, then slid to a stop on the runway.
His crew lifted his nose (with equipment) and pulled the wheel down before 
he started up the engines and taxied off.

Bob lost the bet. :}

-----------
1989(?), a B727 (American? Eastern?) makes a smoooooooth landing w/out 
nosegear or foam.... and actually captured on news video.  

-----------
Couple years ago, a United 747-400(!) nosegear didn't extend due to a
wheel chocks (?) jammed in linkage.  Minor damage incurred on landing.

--------------------------------------------------------------------------
              >|            
              >|      barney@usc.edu  Barney@USCVM
 -->  -->  --> |   =======    ---    ---    ---    ---    ---   ---    ---  
              >|      Permanent Student Pilot, On the Numbers   
              >|
--------------------------------------------------------------------------





Newsgroups: rec.aviation
From: robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD))
Subject: Re: ercoupe aerobatics
Organization: University of Maryland Baltimore Campus
Date: Mon, 16 Nov 1992 14:06:16 GMT

Although this does not negate your thesis, keep in mind that not all Ercoupes
had rudder interconnects -- many had the popular after-market conversion kit
that put the rudder pedals back in and turned it into a "real" airplane again
... sorta.  :-)

(Note to those rabid Ercoupe enthusiasts:  Just kidding -- I *really* don't
think the Ercoupe looks like Mickey Mouse's plane)
From: al@qiclab.scn.rain.com (Alan Peterman)
Newsgroups: rec.aviation
Subject: Re: Handheld Scanner Wanted
Date: 21 Nov 92 20:33:33 GMT
Article-I.D.: qiclab.1992Nov21.203333.29023
Distribution: usa
Organization: SCN Research/Qic Laboratories of Tigard, Oregon.

I guess I can live with less than 4 airband receivers so I'll sell
my Radio Shack Pro-35.  It's a handheld 100 channel scanner - and
has airband.  I will include the "rubber duckie" antenna, charger
and car/plane power adapter (12 volt only).  Unlike some scanners
it DOES cover the whole aviation band, including nav frequencies. 
It also covers most police, public service, weather and so forth.
It does not cover the new 800 mhz bands..

$145 seems fair for the whole setup.


-- 
Alan L. Peterman                                 (503)-684-1984 hm & work
                       al@qiclab.scn.rain.com
It's odd how as I get older, the days are longer, but the years are shorter!
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: annual checkride
Date: 16 Nov 92 22:18:09 GMT
Distribution: rec
Organization: Stratus Computer, Inc.
NNTP-Posting-Host: wiley.ts.stratus.com

In article <1992Nov13.210116.4431@bradley.bradley.edu>, maverick@buhub.bradley.edu (Darin Petersen) writes:
> I was thinking about this on November 6, that this is the one year
> anniversary of my becoming a licensed Private pilot.  I then thought about
> that rule that the FAA keeps talking about which requires any
> non-instrument rated private pilot with less than 400 hours to have an
> ANNUAL checkride. 
> Does anyone know if this rule is in effect?  I'd like to know before I go
> flying next time and log a big admission of guilt in my logbook.

Nope.  You're good for another year.  The AFR has been eliminated.
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation
From: L697187@LMSC5.IS.LMSC.LOCKHEED.COM
Subject: CAP - Me too, me too!
Organization: Lockheed Missiles & Space Company, Inc.
Date: Wed, 18 Nov 92 15:27:12 GMT

------------------------- Original Article -------------------------


Regarding:

> Any constructive comments on joining the Civil Air Patrol program?  I just
> received my license and have considered joining the CAP organization to
> gain flying experience and do something useful with my license (flying 200
> miles for a hamburger lunch is not my idea of useful things to do with a
> license).

> I've already received CAP's squadron locations and an information packet,
> but hearing from someone with first hand CAP knowledge would be great.  I
> understand 200 hours of PIC is required to fly in the left-hand seat, but
> that's OK, I can do a pretty good job on radios (also have a ham radio

> license), etc until I get my 200 hours PIC.

> If I decide to join, the Oceanside California squadron is the closest
> location to where I live.  Anyone a member of that squadron or know of
> it??

> Finally, just how closely aligned with the USAF is CAP?  I was in the Air
> Force from 1966 to 1970 (a loonnnggg time ago!) and don't want to feel like
> I've rejoined the USAF again.  I was younger and 'more agreeable' then.  I
> liked the Air Force, but I'm not going to be able to put up with uniform
> inspections, etc again.

I would like to know about CAP too.  Is it limited only to ex-Air Force or
can anyone join?
Email me or reply here. Thanks to anyone who can help.


         \    /\
          \  /__\
    Scott  \/an  \rtsdalen
Lockheed Missiles and Space Co.

Newsgroups: rec.aviation
From: schayne@acs.ucalgary.ca (Stephen Hayne)
Subject: Re: The home field accident...
Date: Sun, 22 Nov 92 00:25:54 GMT
Organization: The University of Calgary, Alberta

In article <1992Nov20.211510.11723@oakhill.sps.mot.com> mpaton@tempest.UUCP (Michael J Paton) writes:
>In article <1992Nov20.171828.20532@nlm.nih.gov> masys@nlm.nih.gov (Dr. Daniel R. Masys) writes:
>>In article <1992Nov20.154051.27951@b30.ingr.com> medin@catbyte.b30.ingr.com writes:
>>...an account of a brand new pilot killing self and friends in an
>>   overloaded 172.  
>>
>>net.CFI's make it a practice to put their students in a 4 seater, fill
>>the other 3 seats, and get some real experience with that real
>>queasy feeling of an airplane struggling to climb at gross weight?
>>I bet it would save a life every now and then.
>>


I well remember the first time I ever took off near gross.  I was
taking my parents out for a sight-see on a CAVU day.  Lots of
runway, no trees and good flat land all around.  I sweated
several bullets starting rotations because she just didn't want
to fly quite yet and then we struggled out of ground effect at
300'/m.  Not fun at first, but my comfort level (and respect)
grew.

Now I've even had the chance to fly in (and out of) a 3000' turf
strip just 100lbs under gross.  I knew what to expect and how I
was going to handle any problems.

I sure would have liked it is my original instructor had taken me
up with a couple of friends BEFORE I finished my training and had
to try it with my parents!

-- 
Stephen C. Hayne, Assistant Professor, MIS, University of Calgary
    __!__         (403)220-7161        schayne@acs.ucalgary.ca
_____(_)_____     "I love to fly - my banker will verify."
Newsgroups: rec.aviation.answers
From: spencer.wbst129@xerox.com (Andrew Spencer)
Subject: Re: Plasma torch
Originator: spencer@triton
Keywords: riveting
Organization: Xerox Corporation
Date: Tue, 17 Nov 1992 16:44:03 GMT


In article <1992Nov13.191004.17645@selway.umt.edu>, cap@selway.umt.edu (Charles A. Smith) writes:
|> Have any of you used a plasma torch?
Yes, I have used one for many many hours.  It is about as effective as an
Oxy - Acetelene torch that is adjusted properly so as to not produce slag.
The main advantage of a plasma torch is that is can be used on non-ferrous
metals (even wet cardboard, i.e. anything that conducts electricity).  As
another poster said it does not produce a uniform "hole" when starting
in the middle of the material.  We used to use a small round guide to
make round holes, but they were too large for rivets.  The small unit
we had used compressed air, but the larger one used nitrogen I think (
however it did cost several thousand dollars).  It is my opinion that
a sharp drill bit would be easier, if not cheaper ;-).

I hope that helps.

andrew.
-- 
-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-       _!_       -+-+-+-+-+-+-+-+-+-+-+-+-+-
Andrew Spencer              +-+-+-+ ______(_)______ +-+-+-+   Xerox Corporation
spencer.wbst129@xerox.com   -+-+-+-      ! ! !      -+-+-+-   Webster, New York
+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+
Newsgroups: rec.aviation.homebuilt
From: tel@cbnews.cb.att.com (thomas.e.lester)
Subject: Re: Gross Wt. of a homebuilt
Organization: AT&T
Date: Mon, 16 Nov 1992 16:12:45 GMT

>In article <BxoIq5.3G0@vcd.hp.com> schinner@vcd.hp.com (Jim Schinnerer) writes:
>>Say I want to build an RV-6.  The specs say that it has a gross weight of
>>1600lbs.  By the time I get all my radios and fuel and people in the plane,
>>the whole mess weighs 1650lbs.  Can I, as the builder/manufacturer, increase
>>the legal gross weight to 1650?  Would I have to do some flight testing
>>to verify the new number?  For that matter, what sets the gross weight number?
>>
>>As an aside, will my insurance be voided while flying over gross in a
>>homebuilt, even though the plane has demonstrated the capability to haul
>>that load?

	I suspect that the answer is that you can claim anything you want.

	I registered my Sonerai at 1150 lb.s gross weight.
	The original design had a gross of 950 lb.s 
	Then the wings were strengthened and bigger engines were allowed.
	The newer stretch designs had a gross of 1150.
	I had the modified wing and the biggest engine.
	I went ahead and put down the higher gross weight on the registration.
	The FAA never even looked at the gross weight.
	In fact, they didn't ask anything about design limits of the original
	plans (vne, stall speed, etc.). In fact, they don't check for
	mechanical compliance to the plans, so any other plan limits
	are pretty useless.

	I suspect that you are under some obligation to actually test
	the plane at its gross weight.  It is an experimental after all.
	You are the builder and therefore also the designer by default.

	So, I suspect that I am now legal at the higher gross weight.
	The only issue is am I safe.   I will test it or make a entry in 
	the log to note the lower weight limit.
	But I did want the registration to list the highest practical number
	that I felt confident with.
-- 
	-----------------------------------------------------------------
	Tom Lester				att!cblph!tel
	Sonerai IIL (under TEST)		(614) 860-3259
	N4LX 					(614) 927-8106
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation.homebuilt
Subject: Prop-speed reduction units and torsional vibration
Date: 16 Nov 92 13:59:38 GMT
Organization: Dartmouth College, Hanover, NH
X-Posted-From: InterNews1.0a5@newshost.dartmouth.edu

I've been reading a lot on prop speed reduction units lately and I've
been noticing a disturbing trend.  Many of them don't deal with the
issue of torsional vibration.  My particular situation may make things
worse as I'm currently overhauling a Mazda 13B rotory for use as my
Christavia engine and it may be worse than standard type engines as far
as power impulses imparting a torsional vibration to the drive train
goes.  In an article written for Kitplanes in March 91, the Powersport
company (Everett Hatch and Steve Beckham) built up a rotory and coupled
it to their dynomometer and promptly broke the dyno.  "The torsional
pendulum resonant frequency of the failed dyno shaft system was found
to be close to the firing frequency of the engine and the rpm where
maximum torque was produced."  This resonant frequency also affected
the engine while flying and in one case resulted in an engine stoppage
so sudden that the tips of the propellor splintered.  I should mention
that Powersport is committed to developing the rotory engine and PSRU
for "high performance sport and aerobatic aircraft."  The PSRU
configuration they chose to use is the planetary gearbox.

In my talks with Lou and Chris Ross who are also producing a planetary
gearbox PSRU, they thought that Hatch and Beckham were "reinventing the
wheel" with what they were doing with the rotory.  Lou's opinion was
that the rotory was fine just as it was and no extensive modifications
were necessary.  To counter torsional vibration, they (Ross Aero) uses
a machined clutch plate driving the gearbox.  The springs in the
clutchplate are supposed to counter the torsional vibrations
transmitted by the engine.  HOWEVER, in yet another recent article in
EAA's "Experimenter", Bill Husa says the following: "This installation
demonstrates a clear misunderstanding of the phenomenon. The springs in
the plate only change the natural frequency of the vibration (changes
the system's spring constant), the configuration has no ability to
absorb and dissipate the vibrational energy.  Eventual catastrophic
failure can still occur if the magnitude of relative motion builds past
the point where the springs are able to absorb it."

I don't like this at all.  Toothed belts are also suspect in that they
too can resonate at frequencies that can cause a catastrophic failure. 
The only solution, according to Bill Husa is to use a "torsional
coupling".  Unfortunately, most of the torsional couplings he's seen
are not capable of handling rpms beyond 3,500.  They think they've
found a West Coast distributer who sells something that appears to be
capable of 5,500 rpms. I may have to write or call him.

Good thing I'm not intending to go flying tomorrow, it looks like there
still needs to be a great deal of engineering research done on
torsional vibration and PSRU's.

I would like to see some discussion on this subject.

Corky Scott
From: paul.burnett@pcs.sj.ca.us (Paul Burnett) 
Newsgroups: rec.aviation.homebuilt
Subject: Re: Painting strategies?
Date: 19 Nov 92 08:07:00 GMT
Distribution: world
Organization: PCS-BBS - San Jose, CA - 408-270-4085
Reply-To: paul.burnett@pcs.sj.ca.us (Paul Burnett) 

TO: Charles.K.Scott@dartmouth.edu (Charles K. Scott)

CKS>Others have addressed the actual paint application and cost, I just
   >wanted to mention a word of caution.  Using the high pressure spray
   >guns creates a great deal of overspray.  The overspray hangs in the air
   >in lethal concentrations for surprisingly long periods.  Urethane paint
   >is *HIGHLY* toxic and has killed people who took improper precautions.

CKS>If you choose to paint the aircraft yourself, make sure you use a mask
   >that offers the necessary protection.

Corky, let me add a strong second to your warnings.  Let me also clarify
a few things.  Typically, the particulate component of paint spraying
operations is _not_ the primary problem - it's the solvent vapors that
get you.  _No_ mask short of a Self-Contained Breathing Apparatus is as
good a solution for this problem as good exhaust ventilation.  A
nuisance dust mask will _not_ remove _any_ of the solvent vapors from
the air you breathe.  A good painter's mask needs the activated charcoal
filters replaced quite often - when the solvent smell is noticed, change
'em.

In the case of polyurethane paints, the curing catalyst is typically
toluene di-isocyanate or another isocyanate.  These can lock up your
lungs in a broncho-spasm similar to a severe asthma attack, and not
necessarily after your first exposure - one can have an allergic
reaction to this stuff after many exposures with no reaction.

In any case, I advise everyone to apply exhaust ventilation _first_ and
respiratory protection _second_ - and understand how to do the
respiratory protection properly.

(PS - I'm an ex-OSHA inspector / part-time Industrial Hygienist - <G>)
---
 . OLX 3.0 07-2042 . ...from San Jose, CA
                                                       
Newsgroups: rec.aviation.homebuilt