HDTenEightyP/NetNews huggingface dataset:
From: aboyd@quantum.on.ca (Andrew Boyd)
Subject: Homebuilder Pilots
Date: Tue, 07 Apr 92 16:59:57 GMT
Organization: Quantum Software Systems, Ltd.

In article <1918@transfer.stratus.com> spenny@sw.stratus.com 
(Steve Pennypacker) writes:
>It sure will be nice to start seeing factory-built RV's, Glasairs, Kitfoxes and
>others (as long as they don't stop selling kits.)  I just wonder what will 
>happen when the personal-injury vultures find them.

Funny you mention that ... on sunday, I saw an RV-6 go off the runway.
Fortunately, the pilot wasn't hurt, but he almost nosed the airplane
over in the thawing muck off side of the asphalt runway.

Typical homebuilder (in my experience).  Works for thousands of hours,
over several years, spends tens of thousands of $, but tragically
damages the a/c because his pilot skills have suffered while he
was spending all his time & money building the a/c, and he's just too
eager to fly his new a/c to bother with any refresher pilot training.

This guy hadn't even painted his RV-6 yet.  Bare metal, primer & putty.  

I just wish homebuilders (and new owners of factory a/c as well) would
spend even a few hours of dual with a competent instructor to make sure
that they are as sharp as their new a/c.  Sure, the instructor might
not have 1000 hrs on the exact homebuilt type, but it makes sense to
me that you should be solid on the basics before you tackle a hot,
sensitive little homebuilt with a high wing loading.

The guy I saw on sunday was trying to land in almost a direct crosswind,
gusting to 25K ... we only have one asphalt runway, but it's a nice long
4000'.  I knew he was in trouble, watching him on final, because he was 
trying to land with _full flaps_.  Even the greenest instructor knows 
that you use minimal flaps in a strong crosswind, and that you get the 
majority of the stall speed reduction by (approx) 15 degrees (beyond 
that you're mostly just increasing drag, which can tend to grab the 
upwind wing in a crosswind landing, as the RV-6 pilot now knows).

Though I suppose if the RV-6 had been made by the factory, the
pilot might have tried to pin the blame on the a/c design :-)
Newsgroups: rec.aviation
From: ROGER.RITTER@OFFICE.WANG.COM ("Roger D. Ritter")
Subject: Aircraft designators
Organization: Mail to News Gateway
Date: 08 Apr 92 14:20:22 EST

We've been re-arranging our machines and nets here at Wang, so I think
my previous posts on this didn't make it out.  (Maybe just nobody was
interested? :-)  My apologies if this is a duplicate (or triplicate).

Recently when flying out of Manchester, NH (MHT), the controllers have
started asking me if I knew my aircraft designator, since they couldn't
find it in their book.  Apparently they're keeping track of aircraft
movements by using a three- or four-letter code for the aircraft type.
So, my question for the controllers on the net is:  What are these
codes, and what are they being used for?
(For what it's worth, MHT is an ARSA primary airport, and Luscombes
are apparently too old to be in the book.  For that matter, if anyone
knows what the designator for a Luscombe 8A is, please let me know so
I can surprise the controller next time I'm asked! :-)

Roger Ritter (Roger.Ritter@OFFICE.Wang.com) PP-ASEL, AGI         Ham: N1FZZ
Luscombe 8A N71983 "Rocky"
Ha!  This is FUN!                                 CAP: Profile 49 (NH Wing)
From: cep@Apple.COM (Christopher Pettus)
Newsgroups: rec.aviation
Subject: Re: Canadian airspace question, aerobatics
Date: 17 Apr 92 19:57:33 GMT
Organization: Taligent, Inc.

In article <151j84k@quantum.on.ca> aboyd@quantum.on.ca (Andrew Boyd) writes:
>Since Class D is controlled airspace, the answer is class E only unless
>you've got an exemption from the DOT.  
>
>(as they used to say in the tea ads, this is "Only in Canada" :-)

Eeek!  Is controller airspace much less common in Canada than in the
US?  I hope so; since 99% of "interesting" US airspace (i.e., at
altitudes and in places accessible for doing aerobatics) is controlled,
this restriction would basically finish off aerobatics in the US.
-- 
-- Christophe

"I realize that I'm generalizing here, but as is often the case when
 I generalize, I don't care." -- Dave Barry
Newsgroups: rec.aviation
From: umamihud@ccu.umanitoba.ca (Amihude)
Subject: Crash near Calgary
Keywords: Arrow goes down.
Organization: University of Manitoba, Winnipeg, Manitoba, Canada
Date: Fri, 17 Apr 1992 00:45:41 GMT

Does anyone here have any info. on the Piper Arrow that went down in the
Rockies just west of Calgary on Tuesday?  The plane belonged to the flight
training school I go to, but we haven't heard much about exactly what 
happened.  Any info would be appreciated.

 


From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Date: Mon, 6 Apr 1992 15:34:44 GMT
Subject: Re: Air Usenet patches now shipping!
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

Air Usenet Global Command Center - San Diego writes:
>Almost 700 Air Usenet embroidered patches shipped out of San Diego
>in the last two days.

We received ours this weekend and they're great!!  Thanks to Bret and the
designer (Ms. Puckette I believe?) for doing this!

Bill

Bill Standerfer - KF0DJ - Baron N1746W - CFI-A, II, MEI
bills@hpisla.lvld.hp.com
Hewlett Packard Measurement Software Division
PO Box 301, Loveland, CO  80539 -- 303-679-2378
From: geoffm@purplehaze.Corp.Sun.COM (Geoff Miller)
Newsgroups: rec.aviation
Subject: Re: I thought I saw a F86
Date: 16 Apr 92 18:57:54 GMT
Followup-To: rec.aviation
Distribution: rec
Organization: Sun Microsystems, Menlo Park, Ca.
NNTP-Posting-Host: purplehaze.corp.sun.com



In article <1992Apr16.013134.12532@ccu.umanitoba.ca> 
umamihud@ccu.umanitoba.ca (Amihude) writes:

>   I don't think it's a Canadair Tutor, as the tutor has a single exaust
>port in the tail, not at the trailing edge of the wings..  Maybe it was a
>foreign job...


Three other possibilities:  it coulve been a CASA Saeta (a Spanish trainer),
a Temco Pinto or a Yugoslavian Soko Galeb.  Saetas and Galebs are entering 
he warbird market, and there are (I think) two Pintos still flying.



Geoff


-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-
Geoff Miller                    + + + + + + + +        Sun Microsystems
geoffm@purplehaze.Corp.Sun.COM  + + + + + + + +     Menlo Park, California
-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-
Newsgroups: rec.aviation
Subject: PC flight planning software
From: n6vbg@debisa (Javier Henderson)
Date: 5 Apr 92 20:28:07 PST
Organization: What, me organized???

I got a copy of this great flight planning software, and I thought I'd
pass the information along.

The company that puts this package out is Navigate, Inc, and their mailing
address is PO Box 4493, Thousand Oaks, CA 91359.

The program has a VERY complete database (all US airport, VOR's and NDB's),
works very fast and the registration fee is only $36, which includes three
database updates.

For $5 you can get the program, which is shareware, and if you like it you
can then register.

I'd like to mention that I'm not related to this company at all, other than
as being a happy customer.

I got the program a week ago, and registered today.

______________________________________________________________________________
Javier Henderson, N6VBG | Beat the 55mph limit...learn to fly!
n6vbg%debisa@mccall.com |
From: mac@pangea.Stanford.EDU (Mike McWilliams)
Newsgroups: rec.aviation
Subject: Re: Transition Area at Little River, CA?
Date: 9 Apr 92 02:41:08 GMT
Article-I.D.: morrow.1992Apr9.024108.27903
Organization: Stanford Univ. Earth Sciences

In article <1992Apr8.183922.1@wharton.upenn.edu> baran04@wharton.upenn.edu (Dave Baran) writes:
>I believe that Little River has an unpublished approach which is used
>by the corporate jets of some of the lumber companies based nearby.

I fly in and out of there several times a year and have seen bizjets appear
out of nowhere, which tends to confirm your idea. But somewhere in the distant
past, I recall that Little River used to have an approach, which may have\
been decommissioned in the last few years.
From: rick@fresnel.uchicago.edu (Rick Ernst)
Newsgroups: rec.aviation
Subject: flying in turbulence/motion sickness
Date: 6 Apr 92 16:27:55 GMT
Distribution: usa
Organization: University of Chicago


> Javier Henderson asks about getting used to flying in turbulence

It wasn't until I got my instrument rating that I got used to flying in
turbulence.  I've found that keeping busy is the best cure for motion sickness,
and keeping the wings level, navigating, using the radios, etc. leaves no
time to think about your stomach.  Flying through nice cumulus clouds and
the bumps associated with them also lets you learn to trust your airplane and
finally realize that, no, the wings do not fall off in rough air.  

A few hours of aerobatic training also go a long way toward convincing
you that steep turns (like 90 degrees, or even 180 degrees of bank) won't
kill you, and again, that the wings do not fall off.

Later on, commercial training made me a lot more comfortable flying near
the edges of the airplane's performance envelope.

The main thing is to get out there and fly in turbulence, do steep turns, etc.,
(with an instructor until you feel confident enough), and don't fly just after
recovering from the flu, as I found out during my first acro lesson.

-- 
------------------------------------------------------------
Rick Ernst                             Department of Physics
rick@control.uchicago.edu          The University of Chicago
From: mpucket@jacobs.CS.ORST.EDU (Margaret Puckette)
Newsgroups: rec.aviation
Subject: Oregon netter makes emergency landing
Keywords: Jack Gjovaag, small plane crash, engine problems
Date: 6 Apr 92 15:51:34 GMT
Followup-To: rec.aviation
Distribution: na
Organization: CS Dept. Oregon State University, Corvallis, Oregon.


From this morning's _Corvallis Gazette-Times_, a story about Oregon
netter, Jack Gjovaag:


             PILOT WALKS AWAY FROM PLANE'S WRECKAGE

PORTLAND (AP) - A Portland man walked away from a small plane crash on
a rural road with only scratches Sunday afternoon, authorities said.
Inghard Jack Gjovaag, 52, clipped some trees and landed nose-down on
the 24-foot-wide Scappoose-Vernonia Highway near Scappoose, according 
to Columbia County sheriff's deputies.

Deputy Larry Weaver said Gjovaag was flying from Arlington, Wash., to
Hillsboro when the craft began to have engine problems.  Gjovaag declined
to discuss details of the accident, saying he was waiting for the results
of the Federal Aviation Administration investigation.

But Gjovaag said he wasn't frightened because he was busy concentrating on
landing the plane.  "You add all this up and say, 'Maybe I'm lucky to be
alive,'" said the veteran pilot, who has 17 years of experience.  His single
engine Cessna Cardinal 117 (sic) was a total loss, said Clifford Colvin,
an FAA inspector.

Colvin didn't have an estimate on the damage but said that inspectors would
take the engine apart today and study it, to try to determine why it lost
power.  "He was real fortunate today," Colvin said.  "There were no cars
on the road."

************************************************************************
Margaret "get back Jack" Puckette
AOPA Archer N1939G
From: steve@lawday.DaytonOH.NCR.COM (Steve Bridges)
Newsgroups: rec.aviation
Subject: C-17 to appear at Dayton Air Show
Date: 8 Apr 92 16:12:03 GMT
Reply-To: steve@lawday.DaytonOH.NCR.COM (Steve Bridges)
Distribution: usa
Organization: NCR Corporation, Law Department, Dayton OH

The USAF C-17 transport aircraft, which is currently undergoing flight
testing will appear at the United States Air and Trade Show (aka Dayton Air
Show) in June (June 16-21).

Steve
-- 
Steve Bridges, Programmer/Analyst| NCR - Law Department, WHQ-5
Steve.Bridges@DaytonOH.NCR.COM   | Phone:(513)-445-4486 622-4486 (VOICEplus)
steve@lawday.DaytonOH.NCR.COM    | AOPA #916233
                                 | PP-ASEL, AMEL (I want a P-38 type rating)
From: wisch@Apple.COM (Ed Wischmeyer)
Newsgroups: rec.aviation
Subject: Great time flying with Air Combat USA
Date: 6 Apr 92 18:17:22 GMT
Organization: Apple Computer Inc., Cupertino, CA


 Yesterday I got to fly with Air Combat in their SIAI Marchetti SF260s
out of San Jose. In short, it was great! (numerous exlcamation points
deleted).

I can't post the long version of adventure until it gets published a
month hence, but I give them a solid thumbs up, a five prop rating.

Their phone number is 800-522-7590, and they fly out of Fullerton, CA,
San Jose, and other cities.  Tell 'em I sent you.

Ed Wischmeyer
From: al@qiclab.scn.rain.com (Alan Peterman)
Newsgroups: rec.aviation
Subject: PDX -> SF -> PDX  Ride Wanted
Date: 17 Apr 92 06:03:23 GMT
Article-I.D.: qiclab.1992Apr17.060323.2820
Distribution: usa
Organization: SCN Research/Qic Laboratories of Tigard, Oregon.

Well it appears I have a reason to visit San Franscisco next week,
and IF anyone is traveling down that way, I'd love to share a
ride.  The same goes for a ride back..

As I'm NOT current, I guess I can't offer to act as safety pilot,
but I can offer to share expenses..

There are times I wish I was still current and still had the plane - 
sigh...


-- 
Alan L. Peterman                                   (503)-684-1984 hm
                       al@qiclab.scn.rain.com
It's odd how as I get older, the days are longer, but the years are shorter!
From: yiannis@ccad.uiowa.edu (Yiannis Papelis)
Newsgroups: rec.aviation
Subject: Re: N5457E Squawks Hijack
Keywords: Kidnapping Confinement Shotguns Dirty Airplanes
Date: 16 Apr 92 18:35:02 GMT
Organization: CAD-Research, University of Iowa, Iowa City

In article <2231@transfer.stratus.com> Steve Pennypacker writes:
> Comments about Greg's coolness deleted

>... and I thought 7500 was just for the big boys!
>     Steve Pennypacker		     PP-ASEL
>     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com

Actually, it always seemd to be that the hijack squack is exactly for these
kind of circumnstances.
I just can't imagine a person that plans on hijacking a large airliner 
not knowing the standard security tricks.  A random individual that 
feels desperate and decides out of the blue to hijack a plane 
(Greg's type of thing) is less likely to know the intricacies 
of ATC communication and security procedures.

Good story Greg, but I think you should have gone for the King-Air :-)
BTW did you log that as PIC or dual, since you were being instructed
what to do ?  :-)

-- 
Yiannis E. Papelis,            - Electrical & Computer Engineering, U of Iowa
Center of Computer Aided Design- Home of the Iowa Driving Simulator & future
e-mail: yiannis@ccad.uiowa.edu - home of the National Advanced Driving Simulator
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Newsgroups: rec.aviation
Subject: Re: Near mid-airs - was: Delayed Reaction
Date: 15 Apr 92 16:26:25 GMT
Organization: National Library of Medicine

In article <1992Apr15.014547.17678@adobe.com> mparker@adobe.com (Mike Parker) writes:
>In article <ku9c84INNg0e@exodus.Eng.Sun.COM> halk@outermarker.Eng.Sun.COM (Hal Kempthorne) writes:
...in relation to avoiding a mid-air:
>> The only thing I've ever been taught is "DIVE".

>Gee, I was taught the same thing.  But the one time I got that close,
>it was in another pilot's plane, and he was left seat.  Since he saw
>the oncoming first, he simply said, "I got it", cranked lots of right
>aileron, then lots of up elevator. 

Traffic conflicts are quite common in the VFR flyways under the mega-
Tri-area TCA (DCA-BWI-IAD) and based on having a number of unplanned
diversions, it seems clear to me that a level turn is the best first
manuver, at least in a high wing airplane.  A 45 degree banking turn
puts the converging traffic in line of sight as you manuver away
from it, and provides the opportunity to re-evaluate whether pitch
changes are needed as well (which might be a climb or a descent).

A dive or climb may block the view of the bandit, er, other plane in
a high winger, though a dive might be the preferred manuver in a low
wing airplane.  The key here is to do something that maintains visual
contact.

Lose sight, lose the fight...

Dan Masys
masys@lhc.nlm.nih.gov
From: lhe@sics.se (Lars-Henrik Eriksson)
Newsgroups: rec.aviation
Subject: Re: Motion 'Discomfort'...
Date: 11 Apr 92 17:52:27 GMT
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden

In article <paulf.702754336@dud>, paulf@ci (Paul A. Fisher) writes:
>I took my father up a few weeks ago and we were getting bumped around - 
>nothing serious, but it was constant.  He started feeling bad and he
>finally asked if he could take the stick for a few minutes (he was a 
>B-25 instructor pilot in the '50's).  After just 5 or 10 minutes he
>was feeling fine.  He just needed that 'control' of the airplane.
>
>There is a BIG difference between RIDING in an airplane and FLYING an
>airplane.  I suspest when the original poster starts doing the flying,
>he won't even notice it.

Very true. I have a slight disposition for motion sickness and I have
noticed that even having an instructor on board that tells you what to
do can be enough "riding" to cause difficulties. When there is no
instructor on board, I have virtually no problems.
-- 
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
Newsgroups: rec.aviation
From: u100759@beta.lanl.gov (Jeferey E. Scott)
Subject: re: kitplanes (glasair, adventure air)
Organization: Los Alamos National Laboratory
Distribution: usa
Date: Mon, 13 Apr 1992 23:34:32 GMT


Dave Fisher writes;
>2) This is probably obvious, but is there an STC available for autogas on the  
>Lycoming 320-E series?  Both the Glasair and Adventurer recommend that engine.

I don't know one series of the 0320 from another, but in general, if the engine
is the 150 horse version, it can run on mogas.  If it's the 160 horse version,
it is higher compression and requires 100LL to avoid problems with detonation.
Even though mogas may be OK for the engine, it may not work out well in certain
planes.

-jeff Scott
Newsgroups: rec.aviation
From: fultz@scs.carleton.ca (Brian Fultz)
Subject: Re: Grand Canyon flights / SFAR
Organization: School of Computer Science, Carleton University, Ottawa, Canada
Date: Mon, 13 Apr 1992 12:24:00 GMT

In article <2510388@hplvec.LVLD.HP.COM> scott@hplvec.LVLD.HP.COM (Scott Turner) writes:
>In rec.aviation, rickf@pmafire.inel.gov (Rick Furniss) writes:
>
>
>
>> Dear net land;
>
>>      Does anyone have the latest data on Grand Canyon flights in personal
>>aircraft ?
>
     All the info you need to overfly the Grand Canyon is on the side of the 
VFR chart that you need to overfly the area.
     This thread had made me think of last summer when I was in that area.
I always keep one radio on 121.5 ( except in really dense airspace where
others listen anyway ).  Overflying the centre of the Grand Canyon I got a 
"MayDay" from the " Colorado River Fafting Tour Company".  After a short
pause to see if anyone else was going to talk I asked what was his problem.
The rest of the conversation went as follows:
me: "Colorado River Tour, this is an aircraft overhead, state your problem"
CRTCo: "Bla Bla Bla a white male 70 year old that has gone into a coma
riding the rapids."
me: "give us your location and what you require in service etc etc"
     I copied this down, the part I remember the best was the distance was 
62.5 miles from the start of the Little and main Colorado Rivers.
I then went to the area frequency and found ATC just a little surprised
that I left 121.5, but took the information and asked me to git out of the 
sky.
     I went to the local airport where "Smokie the Park Ranger" said "Thanks for
the help we are getting him now by chopper".  I asked for more info and he
said "thats all the info you get".
I thought the average person is happy with that but I will talk to ATC, which
I did on my way out next day.  ATC said "thats all the info you get on the 
accident" So I poked him a little harder and he said "No, the Tour company
is trying to project a "this is all safe as churches" spin on the Tour, They
will not tell anything about what happens to the heat stroke cases".
     Well, I guess the point is over the Grand Canyon, listen to 121.5.  They
have nobody else to talk to if they get into trouble.
From: wayne@schaefer.math.wisc.edu (Rick Wayne)
Newsgroups: rec.aviation
Subject: Re: How NOT to get your IFR rating :-)
Date: 15 Apr 92 04:43:46 GMT
Reply-To: wayne@schaefer.UUCP (Rick Wayne)
Organization: Univ. of Wisconsin Dept. of Mathematics


our FBO has a program called the "west coast adventure", which you
may have heard me post about at one time or another.  it's the exact
antithesis of the lesson-a-month program: you get enough instrument 
dual in to be minimally competent (usually 15-20 hours), then climb
aboard a T182RG with one or two other students and the instructor /
examiner.  a week later, you've flown from wisconsin to montana, 
california, nevada, et al, and like as not have your rating.

i think the word is "intense"...

rw
From: mikeg@tredysvr.Tredydev.Unisys.COM (Mike Galat)
Newsgroups: rec.aviation
Subject: Re: I thought I saw a F86
Date: 15 Apr 92 16:03:37 GMT
Distribution: rec
Organization: /usr/lib/news/organization

In article <STEINARB.92Apr15130512@spirea.idt.unit.no> steinarb@idt.unit.no (Steinar Bang) writes:
>The T33, however, has these, so has some new jet trainers. Isn't there
>a Cessna trainer with wingroot inlets and a T-tail?
>
>- Steinar

I don't believe it was a Cessna T37 (Cessna's jet trainer), since the T37 
does not have a 'T' tail, the horizontal stabalizer is located partway
up the vertical stabalizer, something like:

                                 !
                                 ! 
                            -----+-----
                                 !
                               /---\     

I vote for the Canadair aircraft, can't recall its designation right now.

Mike

-- 
| Mike Galat, Blue skies & 73's       | mike@tredysvr.tredydev.unisys.com   |
| PP ASEL; C-20353; S/L JM; KB8EOD    |                                     |
| Marine City Airport, Marine City, MI| I want to skydive, feeling alive,   |
| -Skydiving Capital of the World! :-)| hoping it will never end! (Skydive) |
From: scott@hplvec.LVLD.HP.COM (Scott Turner)
Newsgroups: rec.aviation
Subject: Re: Motion 'Discomfort'...
Date: 9 Apr 92 15:32:29 GMT
Organization: Hewlett-Packard Co., Loveland, CO

In rec.aviation, scott@hplvec.LVLD.HP.COM (Scott Turner) writes:

>I'm one of the lucky ones, I guess, in that I seem to have absolutely no
>inclination towards motion sickness.  (I once road "The Corkscrew" at
                                        ^^^^^^^^^^^
					I rode it too!  I've got to
					start proofing my postings
					before I send them.  Sheesh!

>Knottsberry Farm on a slow day so many times that I had trouble walking
>a straight line, but no motion sickness.)


Scott Turner  scott@hpisla.LVLD.HP.COM
HP VXI Systems Division
Turbo Arrow N2134N  "Baby"
From: stadler@Apple.COM (Andy Stadler)
Newsgroups: rec.aviation
Subject: Re: VFR on top
Date: 9 Apr 92 18:59:48 GMT
Organization: Apple Computer Inc., Cupertino, CA

In article <64978@apple.Apple.COM> cep@Apple.COM (Christopher Pettus) writes:
>I got about 0.1 of actual climbing through the cloud deck.  The briefer
>had said that the tops were around 6,000', my cruising altitude.  What
>he didn't tell me is that they were 5,975'!  ...  The ride was a bit
>bumpy, but the view was so spectacular that when I offered my
>passengers to climb up 500' VFR-on-top, all three insisted that I stay
>at 6,000'.

There's only one way to improve on a flight like that:  Do it at night under
a full moon.  Ooooooo......  Aaaahhhhhh......  Completely other-worldy.

I'm jealous.  Sounds like you had a gorgeous flight.

--Andy   stadler@apple.com
Newsgroups: rec.aviation