HDTenEightyP/NetNews huggingface dataset:
From: kleing@qualcom.qualcomm.com (Klein Gilhousen)
Newsgroups: rec.aviation
Subject: Re: FliteStar Product Review
Date: 21 Jul 92 17:50:57 GMT
Organization: Qualcomm, Inc., San Diego, CA

I thought I'd post the answers to a few questions that were e-
mailed to me.  

>Is this the same package that Aviation
Consumer liked best too?

Yes.

>How are the databases broken out -- or is it just one database 
>for the USA?

It's 25 separate files for various and sundry things.

>How much disk space does the program, and the data take up?

Hold on to your hat.  It takes 9 MB on the disk.  7.7 is the data 
base.  About 0.5 is the Jepplink software which they provide 
gratis.  

>How's the PowerBook display in the airplane?

It's great.  You just have to remember to turn down the display 
brightness all the way so the battery lasts longer than an hour.  
Sunlight during the day is fine to illuminate the thing.  At 
night, my co-pilot's map light does the trick.

Yesterday, I flew a round trip between Bozeman, MT and Pala Alto, 
CA with 8 hours of business in between the legs.  The last 1.5 
hours were after dark with a couple a re-routings to avoid 
thunderstorms.  Nice to have such a powerful tool to help out.

Klein Gilhousen, Golden Eagle N421KG
Qualcomm, Inc.
From: powell@wraith.netops.contel.com (Mike Powell "GTE FSD Net Mgr")
Newsgroups: rec.aviation
Subject: Re: United flight's cargo door?
Date: 24 Jul 92 23:06:37 GMT
Organization: GTE Federal Systems (Telecom)

In article <2540035@hp-vcd.vcd.hp.com> schinner@hp-vcd.vcd.hp.com (Jim Schinnerer) writes:
>Ok, how did they find a door on the bottom of the ocean at a depth
>of 14000 feet?
>
>Have they been looking for it all this time?  Is that what the navy
>does when they aren't playing war games?
>

No, its what they do when somebody with three letters in thier name
looses something they don't want anybody to know about.

Until after it has been found. :-)

Mike
--
Mike Powell PPASEL
"It's hard to find router bits for your cisco"
Disclaimer: I speak for myself. No direct relation to the DUAT folks.
internet: powell@wraith.netops.contel.com  Usenet: uunet!contel-fss!powell
Newsgroups: rec.aviation
From: burke@tss.com (Jim Burke)
Subject: High Flight (was Re: the surly bonds of earth)
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Thu, 23 Jul 1992 22:01:29 GMT

In article <22664@oasys.dt.navy.mil>, wpalmer@oasys.dt.navy.mil (William Palmer) writes:

|> Mr. Karlsson's posts contain this quote in his .sig, and prompted my
|> curiosity. Can anyone provide particulars on this poem? 

The quote in Mr. Karlsson's .sig file is from the poem "High Flight" written
by John Gillespie Magee, Jr.  Magee was a WWII flier.  He was so taken by the
spirituality of flight as he experienced it that he wrote the most moving
poem about flight I have ever heard.  The text is as follows:



		      High Flight

	Oh, I have slipped the surly bonds of earth
	   And danced the skies on laughter-silvered wings;
	Sunward I've climbed, and joined the tumbling mirth
	   Of sun-split clouds - and done a hundred things
	You have not dreamed of - wheeled and soared and swung
	   High in the sunlit silence.  Hov'ring there,
	I've chased the shouting wind along, and flung
	   My eager craft through footless halls of air.
	Up, up the long, delirious, burning blue
	   I've topped the windswept heights with easy grace
	Where never lark, or even eagle flew.
	   And, while with silent, lifting mind I've trod
	The high untrespassed sanctity of space,
	   Put out my hand, and touched the face of God.

				- John Gillespie Magee, Jr.



Unfortunately, Magee was shot down and killed in action about two
weeks after writing this poem.


-- 

	Jim Burke	"Life is uncertain - eat dessert first!"
	Teknekron Software Systems		... burke@tss.com
  	phone:(415) 617-2432			... uunet!tekbspa!burke
Newsgroups: rec.aviation
From: kevinq@Ingres.COM (Kevin Quinn)
Subject: Re: LVK closed?
Reply-To: kevinq@Ingres.COM (Kevin Quinn)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Distribution: ba
Date: 29 Jul 92 23:20:51 GMT

In article <1992Jul23.180228.14363@eco.twg.com> reece@eco.twg.com (Reece R. Pollack) writes:
>
>In article <JKF.92Jul21164002@frisky.Franz.COM>, jkf@Franz.COM (Sean Foderaro) writes:
>|> I just saw these notams:  Does anyone know why the airport is closing
>|>for a few hours during the day on Thursday and what is going to happen
>|>for an hour on Friday involving high speed traffic?
>|>
>|>Livermore CA [LVK]: July NOTAM #6:
>|>      High speed aircraft surface - 15000 2 nautical mile radius 18 nautical
[stuff deleted]
>Sounds like an airshow to me. I saw very similar NOTAMs for NAS Willow Grove
>the day they held an airshow.
>
'twas indeed an airshow.  Thursday and Friday many aircraft were flying in,
practicing, etc.  (some A-10's, choppers, f-4's, etc.)

The show itself was quite fun, and featured flyovers from both a U2 and a 
Stealth, among others.


kbq


--
Kevin Quinn                         | kevinq@ingres.com
                                    | {mtzinu,pacbell,ll-winken,sun}!ingres.com
My opinions are my own.  Should you think otherwise, think again.
From: dicosmo@dmi.ens.fr (Roberto DiCosmo)
Newsgroups: rec.aviation
Subject: Navigational aids: looking for pocket computers
Date: 28 Jul 92 15:49:01 GMT
Reply-To: dicosmo@dmi.ens.fr
Organization: Ecole Normale Superieure, PARIS, France

I am looking for some kind of computer aids to navigation
like the NavStar pocket calculator...

Apparently, this is not an FAQ :-) But I would greatly appreciate any  
information on the quality, price and mail order availability of this or  
similar tools...

By the way, is there som kind of cheap portable receiver for VOR, ILS etc?

--
Roberto Di Cosmo <dicosmo@dmi.ens.fr>

    Dipartimento di Informatica     LIENS
    Universita' di Pisa             Ecole Normale Superieure
    Corso Italia, 40                45, Rue d'Ulm
    56100 Pisa ITALY                75005 Paris FRANCE
From: stadler@Apple.COM (Andy Stadler)
Newsgroups: rec.aviation
Subject: Re: 182 Stalling characteristics
Date: 24 Jul 92 03:31:02 GMT
Organization: Apple Computer Inc., Cupertino, CA

In article <9207231804.AA29798@ucbvax.Berkeley.EDU>
 PJERN@CHGVMIC1.VNET.IBM.COM writes:
>
>Uh, Dan.....
>
>How does a gear geometry change change the stall characteristics?
>
>Phil

They don't change the stall.

They change the <crunch!>....   :-)

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

> >to be shipping.  So, from what the majority of the posters to this thread are
> >saying is that if I make the flight anyway, I bust an FAR.  The ARSA hasn't
> >changed, there isn't any new airspace, but there is a new frequency down
> >at McMinnville - who cares.
> >
> >Somehow, I am not yet convinced...
> 
> The most convincing story I ever heard was at the FAA tent at OSH some
> years back.  The guy was scud running between the south side of Chicago
> and Indianapolis, in marginal VFR, with an old chart.  The story went
> that the flight was uneventful, until he came face to face with
> the biggest radio transmitter tower he'd ever seen, 1/4 mile directly in
> front of him.  He was flying slightly below the level of the
> topmost guy wire attachment.
> -- 
> Jonathan E. Quist                              INTERACTIVE Systems Corporation

I am not suggesting that having current charts in the airplane is not
a good idea, just that it isn't legally required.

Scud running with out of date charts is two mistakes - the third will kill
you.

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Pave Paws navigation disturbances on Cape Cod
Date: 28 Jul 92 15:16:39 GMT
Organization: Stratus Computer, Inc.

Back several weeks ago there was some discussion on the net about whether
anyone had encountered any significant electromagnetic disturbances in
the vicinity of the Pave Paws radar site on Cape Cod (MA).

As I was flipping through the "Special Notices" section of the Northeast
A/F-D last night, I came across the following notice:

	Bourne, Massachusetts:
		Aircraft operation below 2000 ft and within 3 miles of 
		Pave Paws radar site located in Restricted Area 4101 may
		experience momentary erratic operation of cockpit
		instruments or navigational equipment.  Pilots are 
		encouraged to submit reports of such occurrences to nearest
		FAA Air Traffic Facility.

According to an out of date sectional that decorates my office wall (and 
gets a lot of curious comments, by the way), the Restricted Area is in
effect only part time, so this may well affect some GA flights.

As an anecdotal data point, my father is quite active in the Coast Guard 
Auxilliary.  I've asked him if he's ever heard of any occurrences of Pave
Paws affecting marine navigation, and he said no.  He and I have both spent 
a lot of time boating around the Cape, and neither of us has ever noticed
anything unusual.  But then we're usually at least 8-10 miles away from the
radar site.  I'm not sure exactly where the Pave Paws transmitter(s) is/are, 
but it looks like they're at least three miles from where most boats would 
notice an effect. 

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation
From: egdorf@zaphod.lanl.gov (Skip Egdorf)
Subject: Re: Help me spend money! Plane advice needed.
Organization: Los Alamos National Laboratory
	<1992Jul27.164841.3557@eco.twg.com>
Date: Mon, 27 Jul 1992 21:21:10 GMT

In article <1992Jul27.164841.3557@eco.twg.com> reece@eco.twg.com (Reece R. Pollack) writes:

   Interestingly enough, it's quite possible (although not particularly easy)
   to load the 235/236 so that you're quite out of CG limits once most of the
   fuel is burned. Remember, W&B is *not* just something you learned for the
   exams.

The following information is from my 1964 PA-28/235.

I have prepared a chart that is a most useful summary of Weight and
Balance.  I would recommend such a chart to any owner (or regular
renter.)  I start with the diagram from the operating handbook that
shows the polyhedron bounding the acceptable W&B range with Moment Arm
(usually inches aft of datum) as the X axis and weight as the Y axis.

I perform the old Private Ground school exercise of locating the CG
for a flight for the following conditions: (These represent different
permutations of myself and wife and a friend and his wife.)

1. Front seat only, 130 lb pilot, full fuel
2. Front seat only, 2 X 210 lb pilot and passenger, full fuel
3. Front seat only, 130 lb pilot, no fuel
4. Front seat only, 2 X 210 lb pilot and passenger, no fuel

These four points make a quadralateral on the W&B chart.
I then do the same for a front seat normal load and various back seat
permutations.

5. Front seat 2 X 200 lb, 130 lb in rear seats, full fuel
6. Front seat 2 X 200 lb, 400 lb in rear seats, full fuel
7. Front seat 2 X 200 lb, 130 lb in rear seats, no fuel
8. Front seat 2 X 200 lb, 400 lb in rear seats, no fuel

Again, these define a quadralateral on hte W&B chart.
Next add some baggage.

9.  Seats with friend and wives, no baggage, full fuel
10. Seats same, 200 lb baggage, full fuel

These shapes on the W&B diagram let one make a good initial estimate
of both the need for a closer look in a special case and MORE IMPORTANT,
how the CG shifts with fuel burn!.

On my 1964 Cherokee-235, NONE OF THE QUADRALATERALS IS OUTSIDE THE
LEGAL ENVELOPE !!! Try this in a large variety of common general
aviation aircraft and you may be surprized how fuel burn and
not-so-strange loading can take you outside the proper W&B envelope.

My Cherokee-235 really is a plane where I can replace the W&B stuff
with a single sheet of paper saying "Does the Door Close?"

The statement
   "it's quite possible (although not particularly easy)
   to load the 235/236 so that you're quite out of CG limits
   once most of the fuel is burned."
is just flat untrue for my plane, which is representative of
PA-28s through 1972.

					Skip Egdorf
					hwe@lanl.gov
					N8849W
Newsgroups: rec.aviation
From: adair@aio.jsc.nasa.gov (Jerry Adair)
Subject: TEXAS Odd-Month Flyers Update
Reply-To: adair@aio.jsc.nasa.gov
Organization: NASA / Johnson Space Center
Date: Wed, 22 Jul 1992 18:54:03 GMT

The first of the every-other-month fly-ins to somewhere in Texas
is still a go for this Saturday, July 25th, at 10 am.  The place
is Port Aransas/Mustang Beach (2R8), which is on the Brownsville
sectional.  Highlights for the fly-in include the spot landing
contest, with the prize of course being the coveted yellow jersey
(which I've appropriately "decorated" with lettering and a spare
USENET rec.aviation patch) to be worn by the winner until the next
contest, horseback riding on the beach, some great food, and a lot
of pilot talk.

The whole idea behind this thing of course being to get together
with pilot friends every once in a while and go someplace new and
have loads-o-fun.  It's also a good promotion of general aviation;
(an Odd-Month-Flyer talking to a non-pilot friend) "...Yeah, I get
together with some pilot buddies of mine every couple of months
and we go somewhere different and experience what's there."  So
if you'd like to be a part of it, e-mail Cynthia Grant
(sascsg@unx.sas.com) or me (adair@aio.jsc.nasa.gov) and we'll put
you on the mailing list.

In the words of a fellow Odd-Month-Flyer, "Tailwinds."
--
From the Space City...
Jerry R. Adair                 adair@aio.jsc.nasa.gov
2101 NASA Road 1               "The mind is a terrible thing."
Houston, TX  77058             (713)483-8058
Newsgroups: rec.aviation
From: robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD))
Subject: Re: twin-burner balloons
Organization: University of Maryland Baltimore Campus, Academic Computing Services
Date: Thu, 23 Jul 1992 11:37:26 GMT

In article <1992Jul23.024627.273502@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:
>
>William LeFebvre writes:
>
>> On the balloon flight we were on[,] the "burner" contraption actually held
>> two independent burners with separate fuel supplies.  I understand that
>> this is common practice.
>
>Very interesting.  I'd say we've discovered a whole new use for the familiar
>phrase "multiengine, centerline thrust".
>
>-- Dave Touretzky,  CFI-AIM,  Seneca N8147E (``The Beast'')

Yep - and if you figure out the horsepower of a balloon's "engine" based
on the amount of thermal energy expended from that burner, you might find
out that you have a lighter-than-air aircraft with an engine that would do
a "heavy" some honor.  :-)


Newsgroups: rec.aviation
From: greg@bronze.ucs.indiana.edu (Gregory R. TRAVIS)
Subject: AD compliance (was Re: Ramp checks--unreasonable search)
Organization: Indiana University
Date: Sun, 26 Jul 92 16:46:07 GMT

In <1992Jul24.043840.26099@xymox.palo-alto.ca.us> philf@xymox.palo-alto.ca.us (Phil Fernandez) writes:

>I received an AD today from the FAA that nominally applies to my
>Mooney.  It's about inappropriately-manufactured Lycoming piston
>parts, dating from a couple of months during the summer of 1991.

>As a naive, first-time owner, WHAT DO I DO to comply?  Do I need to
>get the plane to an A&P to certify the obvious?  Do I make some sort
>of log entry myself?  Or????

I've received both this AD and the one on the Lycoming piston pins
within the last week.  Both ADs specify my make of carb and engine
as candidates for the AD.

However, the engine was majored two years ago, at which time the carb
was also overhauled (with metal floats).  Except for one bad
cylinder (pushrod trashed the head) it has not been taken apart at
all.  The bad cylinder was replaced in Feb. of 1991.

To comply with the ADs, and make my bird airworthy again, my mechanic
inspected the logs and made a one-time AD compliance note for the ADs
that noted that the ADs were NA by date of parts replacement.

Note that only an A&P-IA may show AD compliance - you cannot do it yourself.

greg
-- 
Gregory Reed Travis					D P S I
	
Data Parallel Systems Incorporated	greg@cica.indiana.edu
Newsgroups: rec.aviation
From: mark@hpcvxmsr.cv.hp.com (Mark Rowe)
Subject: Re: "remain clear of the ARSA..."
Reply-To: mark@hpcvlx.cv.hp.com
Organization: UDT-CV (ITO)
Date: Tue, 28 Jul 1992 18:57:23 GMT

> if you're outside, you -cannot- enter until "two-way" communication is 
> established... which ATC -avoids- by saying "aircraft calling TinselTown,
> standby"... by -not- repeating your numbers, they have -not- established 
> 2-way communication.  therefore you cannot enter.

I have not actually tried this, but my expectation is that if I was just
tooling around say 30 miles from Podunk (a hypothetical ARSA) and I gave
a radio call like "Podunk approach, This is 1234A could I have the Podunk
altimeter setting please."  Then I would expect to hear something like
"34A, Podunk altimeter is 2997".  Now as far as I can determine, I have
now established two-way radio contact with ATC and could therefore enter
the ARSA.  Is this a possible scenario?  Or has this dodge already occured
to ATC resulting in such responses as "Aircraft calling Podunk, Podunk
altimeter is 2997" or "34A, remain clear of the ARSA, Podunk altimeter 2997."

Mark Rowe             email: mark@hpcvlx.cv.hp.com
Hewlett Packard       voice: (503) 750-3246
Corvallis, OR         FAX:   (503) 750-3788
From: PJERN@CHGVMIC1.VNET.IBM.COM
Newsgroups: rec.aviation
Subject: Protecting your logbook
Date: 27 Jul 92 13:44:28 GMT

For some reason, I've become paranoid about the idea of losing
my logbook, and I'd like to know what other rec.aviators do in order
to preserve their records.  I've been considering xerox^H^H^H^H^H
photocopying the whole thing, and sticking the copies in the
safe-deposit box.  What do you do?  This situation doen't seem to be
covered too much in the FAR's.

Would the photocopies of logbook/endorsements be legal?

Phil Jern (Suspecting that logbook is about to sneak off into the
           night:  I'm going to start locking it in the closet...)



Newsgroups: rec.aviation
From: hrose@eff.org (Helen Trillian Rose)
Subject: Re: 707 Barrel Roll Pilot FIRED <read on>
Organization: The Evil Fascist IRC Admins From Hell, Inc.
	<1992Jul16.211031.3434@mdd.comm.mot.com> <5795.2a6aee73@hayes.com>
	<1992Jul21.061033.3507@mnemosyne.cs.du.edu>
Date: Tue, 21 Jul 1992 16:40:47 GMT

Marshal> == Marshal "Airborne" Perlman <mperlman@nyx.cs.du.edu> 

 Marshal> I pulled up my video archives..and watched it [no duh].

 Marshal> For anyone who doesn't know by now..the test pilot for Boeing
 Marshal> DID roll a 707...but he was fired later that day...for not
 Marshal> 'using good judgement'...

 Marshal> BUT...he was hired back the next day..it was just sort of a
 Marshal> stunt to show that were quite pissed about him 'showing off'.

Actually, if you read "Tex Johnston: Jet Age Test Pilot" (ISBN
0-553-29587-X and authored by Tex himself) Bill Allen (then president of
Boeing) told him "Don't do it anymore". Bill invited Tex over for dinner
that night, too. (This was the Monday after the barrel roll)

--Helen
--
Helen Trillian Rose             	email eff@eff.org for EFF info
Electronic Frontier Foundation   	irc operators: operlist@eff.org
Systems and Networks Administration	Flames to: 
<hrose@eff.org, hrose@cs.bu.edu>	women-not-to-be-messed-with@eff.org
Newsgroups: rec.aviation
From: peted@microsoft.com (Peter Duniho)
Subject: Re: Shoulder Harnesses (Was: Re: Cessna sholdr harn review (BAS))
Date: 23 Jul 92 03:34:38 GMT
Organization: Microsoft Corporation

In article <5019@transfer.stratus.com> spenny@sw.stratus.com (Steve Pennypacker) writes:
>In article <1992Jul21.185938.20291@pony.Ingres.COM>, kerry@Ingres.COM (Kerry Kurasaki) writes:
>
>> 
>> As trite as it may sound, the PROPER use of seat belts and shoulder
>> harnesses cannot be overemphasized.
>
>I agree with this, but I wish it was this simple.  I've never been able to 
>get the shoulder harnesses in C-150s and 172s to stay attached to the lap
>belt.  Just so we're all talking about the same type of harness, the type
>
>So, is there any way to fasten/adjust those things so they don't come undone
>every few minutes?

Just to add yet another suggestion to all the other
ones that have been posted:

    An FBO here in Seattle at Paine Airport uses those nylon
    wire ties.  You can get them at Radio Shack (or probably
    any hardware store), in packages of about 20 or so.  They're
    those things that the pointy end slides into a "ratchet"
    type of hole (it can't back out).  They just take one of
    those, close it up tight around the post on the seatbelt
    (the one that the shoulder harness attaches to), and snip
    off the extra bit.  What's left is a neat little thing
    that allows the seatbelt to be put on and taken off with
    reasonable ease, but when you're not paying attention to
    it, the latch end (the rest is just flush against the post)
    sticks out and prevents the harness buckle from sliding
    toward the post enough for it to release.  So, instead of
    using friction, it just blocks the way of a would-be escapee
    harness buckle.

Oddly enough, despite the lack of any sort of rubber bushing
on the post, I've never had problems with the seatbelts of
my flying club's 172s.  I dunno why; I just haven't.
-- 
Pete Duniho                "There are two kinds of men in this world:
Excel Development             those with loaded guns, and those who dig."
Newsgroups: rec.aviation
From: jdurko@claven.cambridge.ibm.com (John Durko)
Subject: Re: WANTED: Ultralight two-place
Reply-To: jdurko@b.claven.ibm.com (John Durko)
Organization: IBM Technical Computing Systems, Cambridge, MA
Date: Wed, 29 Jul 92 13:46:12 GMT

In article <1992Jul23.165931.12030@nntpd.lkg.dec.com> bennett@refine.enet.dec.com (Steve Bennett) writes:
>
>>I'm confused.  Is this an experimental or an ultra-light?
>>I was under the impression that an ultra-light was limited
>>to 55mph airspeed.
>> 
>
>My Kolb is an Experimental, not an ultralight.  The Challenger described in the
>original post was also an Experimental, not an ultralight.
>
>An ultralight is a single-place machine limited to, among other things, a
>maximimum level flight speed of 55 knots (not mph).
>
>There are regs about 2-place ultralights, but these can only be used for
>training by USUA-certified instructors.


I'm not sure how this thread started but some of the confusion may stem from
the fact that Transport Canada Regulations allow for an advanced ultralight
aircraft category.  These regulations encompass any two place with a gross
weight (plane, passengers, fuel) under 1050 lbs and which stalls at <46 mph.
Passengers are still not allowed (except students with an instructor)  but
this is about to change with the addition of a certification to carry a 
passenger which will require a few extra hours training and a proper
physical (presently you can solo an ultralight in Canada by filing a 
medical disclosure statement).  These regulations are brand new and very
exciting as Mark Browns Aero Designs Pulsar for example 150+MPH on 4 GPH
with a Rotax 912 meets the Advanced Ultralight Requirements with a small
flap modification to lower the stall speed.  Anyone interested in more
information on Advanced Ultralight Aircraft in Canada should feel free 
to contact me.

P.S.  Anyone know anything about a new two stroke Rotax is to show at Oshkosh,
	I heard somthing like 79HP for only a few pounds more than a 582.
	I think it's called a 619 or something like that. My buddies are of
	ot Oshkosh for a look but I'm stranded in Bean town for now. 8-(

-John


John Steven Durko
Pencom Systems Inc
Internet: jdurko@b.cambridge.ibm.com or john.s.durko@hydro.on.ca 
Phone (H): 617-623-2916

All opinions expressed are mine alone.