HDTenEightyP/NetNews huggingface dataset:
From: umamihud@ccu.umanitoba.ca (Amihude)
Newsgroups: rec.aviation
Subject: Units of Measurement
Date: 11 Apr 92 03:41:36 GMT
Organization: University of Manitoba, Winnipeg, Manitoba, Canada

>mess. ICAO has two standard tables of units "SI" (metric) and
>"Non-SI". Earlier, ICAO had two different standard tables, the "blue"
>table (non-metric) and the "ICAO" table (metric). So there are four
>basic possibilities, then of course every country has seen fit to
>introduce it own idiosyncratic exceptions.
>-- 
>-- 
>Lars-Henrik Eriksson				Internet: lhe@sics.se
  It makes a lot of sense for aviation to go totally metric, as I believe
the only country in the world that uses Imperial measure's is the United
States..  I believe every other country uses metric for Speed limits on 
highways, and distances for automobiles..  Besides metric unit's make a 
lot more sense than Imperial units..  Just my $.02 .
Newsgroups: rec.aviation
From: lmiller@aero.org (Lawrence H. Miller)
Subject: Re: Delayed Reaction
Organization: The Aerospace Corporation, El Segundo, CA
Date: Tue, 7 Apr 1992 16:09:41 GMT

In article <9204062101.AA21140@ucbvax.Berkeley.EDU> PJERN@CHGVMIC1.VNET.IBM.COM writes:
>I'm still shaking.
>
	About a chilling tale of a near miss with a Piper Aerostar.

	It's not completely clear from your report, but were you
	within the Wilmington ATA?  If so, perhaps you should
	add "failure to maintain two-way communication with ATC
	when within the ATA" as one of the lessons learned.
-- 
Larry Miller
The Aerospace Corporation
lmiller@aero.org
310-336-5597
From: davea@col.hp.com (Dave Allen)
Newsgroups: rec.aviation
Subject: Re: Panel Mount Intercoms - Request Advice
Date: 9 Apr 92 18:08:06 GMT
Organization: HP Colorado Springs Division

In article <1992Apr3.144605.6092@cbnewsj.cb.att.com> hgp@cbnewsj.cb.att.com
 (howard.page) writes:
>I have a panel mount Telex - no complaints. Among it's features
>is the ability play tunes from my Walkman. The music is muted
>automagically when anyone or ATC talks.... Very Nice.
>                   ^^^^^^
stadler@Apple.COM (Andy Stadler) writes:
> That "feature" drives me nuts!  I've found it has the effect of discouraging
> passengers from conversing, because they music annoyingly clicks on and off
> behind them.

It's a good feature if implemented right. On my homemade intercom, the music
drops to the background for intercom or radio activity, but there is no click
and it's hardly noticeable.

dave allen - Fly because you love it.
From: woody@udcf.glasgow.ac.uk (Ian Woodrow)
Newsgroups: rec.aviation
Subject: Re: St. Elmo's Fire
Date: 3 Apr 92 11:49:36 GMT
Organization: Glasgow University Computing Service

Flying from Belfast to Glasgow one night (3 am actually) in February, the
light was streaming from the nose and around the cockpit.  It was fun - you
could move your hands over the front window and create balls of light which
would follow your hand around.  This was in an Islander (slow enough to give
plenty of time to play with the fire).


-- 
W@@DY_______________________________________________________________________
 /Ian Woodrow, Computing Service, Uni of Glasgow, GLASGOW G12 8QQ, Scotland \
*  <Dog 'n' Bone:  041-330-4800         | e-mail: woody@udcf.gla.ac.uk>      *
 \__________ FAX:__041-330-4808_____________________________________________/
Newsgroups: rec.aviation
From: midnight@access.digex.com (Midnight)
Subject: Becomming a helicopter pilot...
Organization: Express Access Public Access UNIX, Greenbelt, Maryland USA
Date: Sun, 12 Apr 1992 19:27:10 GMT

How does one go about becomming a helicopter pilot?  I've read the FAQ
but all it talks about is becomming a private pilot in a single-engine
aircraft.  If I wanted to carry passengers in a small helicopter, what
kind of license would I need?  How much would it cost?

-Rich Solis
 midnight@access.digex.com

--
Newsgroups: rec.aviation

Last Saturday I received my second temporary license!
The only difference to the first one is, that it is limited to the same 
level as a license in Germany is (4,400 lbs, VFR , no agricultural flights, 
no compensation or hire, only piston engines, ...). That's OK!.
But the date of issuance is: 11-21-91! The same date as the first temporary
I got last year in Denver. So, something is happening, but ...
Hmmmm.
Meanwhile I have prolonged my german license and here, everytihing is fine. 
When should I go for the FAA checkride?
I will be in the US in the beginning of May and I will check with FSDO
at Denver  on what else but waiting I can do.

If you have any suggestions or comments, please send email to jak@hpbbn.

Happy flying,
Juergen
From: umamihud@ccu.umanitoba.ca (Amihude)
Newsgroups: rec.aviation
Subject: Re: I thought I saw a F86
Date: 14 Apr 92 14:44:03 GMT
Organization: University of Manitoba, Winnipeg, Manitoba, Canada

In article <kuk3saINNr63@spim.mips.com> hastie@alta.mips.com (Glenn Hastie) writes:
>I'll probably embarass myself with getting the ID wrong, but it may have
>been a T33.  I believe the Red Knight, popular at airshows, is a T33.  Even
>if I have the identifier wrong, the aircraft I'm thinking of has straight wings.
>The intakes for the jet engines are right at the wing root leading edge, and the
>exhaust is right near the wing root trailing edge.  Always seen with wingtip
>auxilliary tanks, shaped more like a cigar than a football.  Dual side-by-side
>seating under a bubble canopy.  The aircraft wingspan appears to be about
>equal to the length.  In my mind, one of the prettiest aircraft around.  There is
>little that can surpass the beauty of the Red Knight against a blue sky.
>
   Nope, what you describe is not a T-33.  The T-33 does has the intake's
at the wing root, but the exaust come's out of the tail, and the pilot's
are seated in tandem...  by the way, the Red Knight is no more, they had
a fatal crash last year.
Newsgroups: rec.aviation
From: doshay@ursa.arc.nasa.gov (David Doshay)
Subject: Re: (naive?) Buyer enters used plane market
Organization: NASA-Ames Biocomputation Center
Date: Tue, 7 Apr 1992 01:13:23 GMT

There are really two things to think about: what you want in a plane,
and what the one in front of you offers. Your posting covered the first 
pretty well, except that you did not list comfort on those long trips. 
You should sit in a plane for a long trip before buying one (the Tiger
is narrow and short). 

Look at maintenance and use history. The 320 H has a bad reputation, but 
the same cam spaulling can happen on an old low time 320E. I bought a 1971
172 4 years ago. It had less than 1600 TT, which sounded great. But that
low time actually meant that it was a long time between starts, and thus
the cam would dry off. I had to rebuild the engine within 6 months. Can you
say unexpected expense?

David		doshay@ursa.arc.nasa.gov
Newsgroups: rec.aviation
From: doshay@ursa.arc.nasa.gov (David Doshay)
Subject: Re: children
Organization: NASA-Ames Biocomputation Center
Date: Mon, 6 Apr 1992 20:22:01 GMT

I have only taken my daughter up once. By comparison, she can get figitty in
a car, but often just goes to sleep. In the airplane she passed out at the moment
I put in the power to takeoff. My wife sat in the back with the baby.

Airplanes are loud, and your friend should think about what kind of hearing
protection the child will get. We had a hearing-aid person make some custom
molds. I think it likely that the hearing protection will prove difficult
with an otherwise fidgitty child.

David		doshay@ursa.arc.nasa.gov
Newsgroups: rec.aviation
From: chucks@uars2.uucp (Chuck Smythe)
Subject: Lighter-than-air craft?      
Organization: NCAR/Atmospheric Chemistry Division
Date: Thu, 9 Apr 1992 14:51:33 GMT

I have a friend who is interested in discussing small lighter-than-air craft.
Does this group have an interest in such?

E-mail replies preferred.

			Thanks,
			Chuck Smythe
From: rob@cats.ucsc.edu (99708000)
Newsgroups: rec.aviation
Subject: Re: Landing a Skylane
Date: 7 Apr 92 07:49:12 GMT
Distribution: world,local
Organization: University of California, Santa Cruz


In article <6APR199210440026@misvax.mis.arizona.edu> smithcap@misvax.mis.arizona.edu (Cap Smith) writes:
>The recent discussion of "by-the-numbers" vs. "seat-of-the-pants"
>included a number of comments about landing which I found difficult
>to assimilate into my current flying.

>I was taught to fly in a C-150.  Landing procedure was:

>The Skylane seems to need a significant power reduction in order to
>initiate a descent.  Then, with the flaps hung out, it needs a bunch
>of nose-down trim to maintain a speed of, say, 75mph.  From this
>nose down attitude, I haven't been able to get it to flare without
>adding power. (we're talking nose-heavy here)  I don't have any
>desire to bonk the nose wheel, so I add a bit of power before
>flaring, which causes me to balloon, .... and so forth.

>I've tried various speeds on final, ranging from 60-80mph IAS.
>So, what's the secret, Skylane drivers?  How does one land a 
>Skylane with *panache*? 

EXPERIENCE.  Grunk--transitioning to heavier airplanes takes time.
Be patient, and you will get used to it.

182s seem light as a feather to me after flying a 206, a 210,
and a Bonanza.  172s feel like flying in a kite.
On the other hand, I recall that a lowly 172 seemed very heavy
to me when I was transitioned to it from a 152.
Yes, add power to flare in a heavier airplane--it's SOP at foreward
cgs--but just a little.



-- 

-Rob Strand

   From Bitnet: rob@ucscvm  From Internet: rob@ucscvm.ucsc.edu    

Newsgroups: rec.aviation
From: alan@hal.larc.nasa.gov (alan dare)
Subject: A cheap portable loran?
Originator: alan@hal.larc.nasa.gov
Organization: NASA Langley Research Center, Hampton, VA  USA
Date: Wed, 15 Apr 1992 20:50:30 GMT


	I friend and his wife purchased a hand held loran unit (MircoLogic
Sport Nav) that was built for marine use and have successfully used it in
a helo and small GA planes. They take a small wire and connect to to the 
short antenna of the unit and use small suction cups to place the wire across
the top of the glass canopy. A second wire is connected from the unit's belt 
clip (ground) to some ground on the aircraft. They say as soon as they 
take off it locks up and is solid for the whole flight. 

The reason I like it is two fold; it's cheap ~$275.00 and I can take it
with me when I rent an aircraft. It does have a drawback. It always gives
position and bearing to the waypoint, but the time and distance are on a
filter of a few minutes. It would be nice if I could get time and
distance at an update rate of less than one minute.


I would be interested in any general comments or recnmendtations on other
low cost portable units.

Thanks

-- 

*********************************************************************
Alan Dare                     |  Internet : alan@hal.larc.nasa.gov
NASA Langley Research Center  | 
Newsgroups: rec.aviation
From: rex@eng.umd.edu (Rex Root)
Subject: Re: Air Usenet patches now shipping!
Date: Tue, 14 Apr 92 12:08:24 GMT
Organization: College of Engineering, University of Maryland, College Park

Just returned from Florida and checked my mail ... There they were! .. My
3 Usenet patches ..... Thanks Bret !!


	*******************************************************

   Rex L. Root Jr.  PP-ASEL-G              "I only fly inverted on purpose."   
   Electrical Engineering Dept.
   University of Maryland                               ()   ()
   College Park, Maryland  20742                  _______\___/_______
   e-mail: rex@eng.umd.edu                            |   ( )   |
   voice: (301) 405-3688                         ---------------------
   FAX: (301) 314-9281                                     T
Newsgroups: rec.aviation
From: m12566@mitre.org (Skip Guild)
Subject: Re: How NOT to get your IFR rating :-)
Organization: MITRE Corporation
Date: Mon, 13 Apr 1992 17:34:03 GMT

In article <10917@rls.UUCP> randy@rls.UUCP (Randall L. Smith) writes:

>What is the net consensus of a consistant mean time between lessons for
>the "average" student?  What was your experience?

2-3 flights/month as I work towards my Instrument/Airplane rating.  This is 
about right for me and I agree it helps long-term memory not to attack it at 
warp drive speed.
From: prang@ssc-vax.boeing.com (Ron Wanttaja)
Newsgroups: rec.aviation
Subject: Re: Box Canyons (again)
Summary: Right equipment
Date: 9 Apr 92 18:02:14 GMT
Organization: Boeing Defense and Space Group, Seattle WA

In article <JKF.92Apr7070206@frisky.Franz.COM>, jkf@Franz.COM (Sean Foderaro) writes:
> The March issue of The Pacific Flyer contains a story about an
> acrobatic pilot's actual experience with a box canyon.
> ...  Handley was flying a 600hp Ag Cat... and found himself in an actual 
> box canyon, narrow, and with very steep sides.
> 
> Rather than try a steep turn maneuver, Handley made a controlled crash
> onto the side of the canyon.  This destroyed the airplane but left
> him without a scratch.

Then again, choosing the right equipment helps as well.  If I were going to
crash, I'd want an Ag-Cat... or any other agricultural airplane.  I don't
know if they had been planning to use an Ag Cat in the movie, but in any
case it was a good choice for the job at hand.  These beasts are designed 
to keep the pilot whole in quite severe crashes.  Grumman Bridge and Iron 
Works chalks up another save!

                                          Ron Wanttaja
					  prang@ssc-bee
					  ...rutgers!uw-beaver!ssc-bee!prang
                                          prang@ssc-bee.boeing.com
From: smurt@cbmvax.commodore.com (Bill Smurthwaite - CSG)
Newsgroups: rec.aviation
Subject: Information requested
Date: 13 Apr 92 15:03:19 GMT
Reply-To: smurt@cbmvax.UUCP (Bill Smurthwaite - CSG)
Organization: MOS Technology, Valley Forge, PA


  A couple of years ago in an article about active noise cancellation I read
about an airliner (I believe it was a MD-80) that had a propeller fitted to
the starboard turbine.  The prop was designed to be effective at supersonic
tip speeds and was part of a research program for increased engine efficiency.
The thing was so noisey that a noise cancellation system was installed in the
cabin.  Does anyone in net.land have any information about this plane and the
noise cancellation system?  I'm specifically interested in the method of sound
wave detection and any algorithms that were used, however, I'd also like to
see any information on the results of the test itself.  Whatever happened to
this bird?  Anything benificial come out of it?  Please email or post if you
think the rest of the world would be interested.

Thanks,
Bill Smurthwaite
From: chem4-aa@garnet.berkeley.edu (Lonnie C. Martin)
Newsgroups: rec.aviation
Subject: Re: landing: flaps or not
Date: 16 Apr 92 01:15:07 GMT
Distribution: usa
Organization: University of California, Berkeley
NNTP-Posting-Host: garnet.berkeley.edu

In article <1992Apr15.185124.8519@col.hp.com> davea@col.hp.com (Dave Allen) writes:
>up. But I'd like to send the message "use full flaps unless you've got a good
>reason not to". Your tires, airframe, brakes etc will like you for it, and
>the guy behind you will be amazed at how soon you turn off.

I am of this school of thought about the use of flaps.  Not that no-flap
landings should not be practiced.  

The training that I've received suggests that full flaps should be used for
ALL landings when possible, unless the POH says otherwise.  In the case of 
gusty crosswinds when rudder authority is not sufficient with low speed/full
flaps, it's choose another runway or airport.  I realize that there have
been many fine landings done without this precaution, but, that is the word
according to my latest CFI, and I think it makes a lot of sense, all things
taken into consideration.  His bottom line argument is something along the
lines of risk of injury increases with speed in the ground roll more than
similar risk of directional control loss using full flaps.

Lonnie
-- 
Lonnie C. Martin    lonnie@hydrogen.cchem.berkeley.edu
Newsgroups: rec.aviation
Subject: Do-it-yourself airplanes
From: ajkavie@wsuhub.uc.twsu.edu
Date: 3 Apr 92 16:46:23 CST
Organization: Wichita State University, Wichita, Ks

Recently I posted a querry about manuals for the do-it-yourself designer. 
Thanks for the replies, they were very useful.  As luck would have it, there
were two items that appeared in my mail this week that I would like to pass
along to all of you would be designers.  First, my new issue of KITPLANES came
in.  Starting this month they will have monthy articles that will take a step by
step approach to designing ones own airplane.  Since KITPLANES is a nuts and
bolts type magazine, I expect these series of articles to be quit good and
extremly informative.  But wait, there's more.  The reader will actually
participate in the design process.  Accompaning each article will be a form
that the reader can fill out to express his/her opinion about how the design
should proceed.  In other words, we'll be designing the plane.  Wow!, what a
great opprotunity. You can get the magazine at most bookstores.

My second bit of good news is that I have also received a fantastic aviation
catalog.  I especially like it because it contains some very pratical books
about the design of the aeroplane.  I debating whether or not I should spend
$300 for all the books I want.  If you would like a copy, you can write to the
address below:

			Aviation Book Company
			25133 Anza Drive
			Santa Clarita, CA  91355

			1-800-423-2708
			Office: 805-294-0101
			Fax: 805-294-0035


One last thing.  I think it would be a great idea if we could get a discussion
going on the net about the design articles that are going to appear in
KITPLANES.  Comments?


Andrew Kavie
Wichita State University

P.S.  I like all this talk about homebuilts.  I think they will be the next wave
of general aviation aircraft.
From: sandyr@hpgrla.gr.hp.com (Sandyr Reutter)
Newsgroups: rec.aviation
Subject: Re: Rental Rates (was Re: Instrument Checkride Passed!)
Date: 16 Apr 92 20:08:14 GMT
Organization: Hewlett-Packard, Greeley, CO



                                 POST SCRIPT

Almost forgot--
                 I just want to thank all the contributors, past
present, and future whose ideas I've had the opportunity to glimpse
during my tenure as a lurker.
             --it's been informative, thought-provoking, and entertaining...

                                  Sandy
From: glenb@hpnmdla.sr.hp.com (Glen Baker)
Date: Wed, 15 Apr 1992 15:18:52 GMT
Subject: Question: KX155 circuitry
Organization: What, me? Organized?
Newsgroups: rec.aviation

  
 Anybody out there an expert on the KX155? I have an "interesting" problem.
 
 I recently installed a modification to our audio panel (RST). After 
 installation everything worked perfectly. Now, however, a couple of my
 partners have reported intermittant difficulties with getting the radios
 to transmit. Of course it always works fine for me. 
 
 Anyway, here's the real question: What does the 155 have hanging on the
 microphone key line? This line *used* to get grounded by the PTT switch.
 Now, with the modification, it's a diode drop above ground.  I rather 
 doubt that this should cause a problem but since I don't have a KX155
 schematic I don't *know* that it's not a problem!


 Thanks,

   ..glen

  (Oh yeah, there are some other wierd symptoms to this problem but I'm
   just trying to cover all the bases before I go ripping our wiring 
   harnesses apart...).

Newsgroups: rec.aviation
From: frye@cerl.uiuc.edu (G. David Frye)
Subject: Re: The almost making of a statistic (long)
Organization: UIUC Computer-based Education Research Lab
Distribution: na
Date: Tue, 14 Apr 1992 17:21:12 GMT

In article <1992Apr13.181433.3070@slcs.slb.com> schoen@slcs.slb.com
(Eric Schoen) tells the story of acting as a relay to a pilot who was in
over his head.

I know it's a good feeling to have been a part of a successful rescue.  I'd
agree with you that the pilot probably had no business flying in the conditions
he found himself in.  I sometimes wonder, though, if I'll ever wind up in the
same situation -- surprised by the weather, or so far out of practice that I
can't stay ahead of the airplane, or overwhelmed by some kind of emergency.
This guy got hit by all three at once, and he's lucky to be alive.

I think it should be the goal of any conscientious pilot to a) train for the
unexpected, b) get all the information you can before the flight, c) rehearse
the flight and the options available to you if something should go wrong,
and d) accept the possibility that you could someday climb into an airplane
and do something stupid.

Have you ever seen John and Martha King's video about their boneheaded ferry
flight?

G. David Frye, CFIAI
-------------------------------------------------------------------------------
INTERNET: frye@cerl.uiuc.edu   NovaNET: frye / s / nova   PHONE: (217) 333-7439
   reminder:  I post all email flame back to the newsgroup that generated it.
-------------------------------------------------------------------------------
Newsgroups: rec.aviation
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: Marine1 flies IFR without approach navaids
Organization: National Library of Medicine
Date: Fri, 10 Apr 92 15:49:00 GMT

In article <64416@apple.Apple.COM> stadler@Apple.COM (Andy Stadler) writes:
>
>Lemme get this straight:  Your office window overlooks a field where the P.
>regularly arrives and departs via Marine 1?  Hmmm....  Any grassy knolls
>nearby?  (Just think, you could be the subject of "The Lone Airman Theory")
>
Regularly?  Well no, only a few times a year, almost always unannounced.
Also, the helicopter lands so that it shields the Prez from view as he
walks to the limo.  And I could wave to the Secret Service sharpshooters
posted on top of the hospital building.  Don't worry Andy, it's under
control...

Dan Masys
masys@lhc.nlm.nih.gov


Newsgroups: rec.aviation
From: rkaplan@netcom.com (Richard Kaplan)
Subject: Re: How NOT to get your IFR rating :-)
Date: Tue, 14 Apr 92 03:22:55 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 

In article <m12566.52.0@mitre.org> m12566@mitre.org (Skip Guild) writes:

>2-3 flights/month as I work towards my Instrument/Airplane rating.  This is 
>about right for me and I agree it helps long-term memory not to attack it at 
>warp drive speed.

Is the primary learning curve in IFR training an intellectual
one or a psychomotor one?  I suspect many instrument 
students grasp the book knowledge or theory right away (in 
fact, many have passed the written before beginning training);
however, making this knowledge rapidly translate into 
movements of your arms and legs takes frequent practice.

To be a good instrument pilot, responding to your instrument
scan needs to be almost a reflex, a task requiring little
if any thought.  This is likely accomplished best with
frequent training, much as when an athlete trains for 
an event.

-- 
Richard Kaplan M.D.           Medical Software Exchange BBS
806 2nd St. SW # 104          (507) 281-1989 14,400 HST
Rochester, MN  55902          (507) 281-1689 Voice
PP-ASEL-IA     N4VRB          rkaplan@mayo.edu|netcom.netcom.com  
Newsgroups: rec.aviation