HDTenEightyP/NetNews huggingface dataset:
From: jeffk@dosXX.med.utah.edu (Jeff Knell)
Subject: Re: Fun things to do near [AT] airports in Oregon, Washington, and BC?
Organization: Department of Genetics, University of Utah
Date: 28 Jul 92 10:13:56

How about landing at the Dalles on the Columbia River
with near-zero ground speed when the wind is cranking?
And then go windsurfing.

jeff

feitctaj
From: pvf@alantec.com (Paul Fries)
Newsgroups: rec.aviation
Subject: Re: A tale of IFR Range, Flying clubs, and buying & selling planes
Date: 21 Jul 92 16:25:26 GMT

glenb@hpnmdla.sr.hp.com (Glen Baker) writes:

>In rec.aviation, randy@cerl.gatech.edu (Randal T. Abler) writes:

>> So, our club is now searching for a Cutlass RG.  

> Personally I would've opted for the 182 option. Dr. Masys has held forth
> several times on the operating costs of such a beast and it seems that
> they're not unreasonable. My partnership owns a 205 (210-5) and it's 
> no more trouble to maintain than our 172!

<some text was deleted in the interest of brevity>

What about the dreaded "nose gear bending the firewall" attribute of
the 182?  Wouldn't this be a concern in an airplane flown by lots of
lower time pilots?  (While possibly being of lesser concern to the
owner/only pilot.)

Or is this just a myth?  I have had several people pretty much laugh
when approached with the proposal of flying their 182s, stating their
fear of this problem.  (They are certainly entitled to reject my
overtures, I am just wondering about the reasoning.)

pvf
Newsgroups: rec.aviation
From: cab@col.hp.com (Chris Best)
Subject: Re: Shoulder Harnesses (Was: Re: Cessna sholdr harn review (BAS))
Date: Fri, 24 Jul 1992 16:37:01 GMT
Organization: your service

> >Take the shoulder strap, and pass it under the lap belt and bring it
> >back over the top and clip it. *MUCH* better at keeping the clip attached.
> ...
> in my NOT so humble opinion... this is a BAD idea...


>  (1) the 180-degree bend in the shoulder belt will -greatly- reduce its 
>       strength under load (about 50%, if i remember correctly)

Think about it.  The seatbelt is already folded 180 degrees (around 
metal!) wherever it's attached to a buckle.  So it's already down to 
half (your guess) of its rated unfolded strength.  You're just doing 
this in another area of the belt (and only around webbing), so you're 
not weakening it any more than it already is.  


>  (2) during a crash (and possibly a light one instead of a heavy one) the
>       shoulder belt will attempt to straighten out... thereby rotating the
>       lap-belt buckle through any soft flesh-colored material which might 
>       be pressed against it...

Maybe, and maybe not.  But it's still a lot better than not wearing it 
due to its "inconvenience".  I'd rather complain about a bruise on my
belly than sail out the windshield and not complain at all.  True, the 
fix would be to put the original part in it (does it take an A&P to do 
that?), but we're talking about times when this isn't the case.


> >Neat trick an instructor showed me once. I never cease to be amazed
> >at the little things instructors know :-)
> ...yes, how little they know of strength of materials, seatbelt design, etc.

Yes, a little knowledge is a dangerous thing.  The instructors, having
none in this area (and not claiming to), make out well.  It's those that 
THINK they know something that scare me. 

Sorry for the apparent flame, but these aren't really valid points.
Please think these things out a little better before responding.
From: haynes@cats.ucsc.edu (Jim Haynes)
Newsgroups: rec.aviation
Subject: Re: In-flight radar from ground stations?
Date: 23 Jul 1992 21:57:28 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: hobbes.ucsc.edu


An interesting idea.  Back about 1946 there was a proposal for a service
called Teleran, in which information from ground radar would be
transmitted to airplanes by television.  I believe the purpose at the
time was for air traffic control and collision avoidance.  If so one
reason it wasn't done is simply that interpreting radar for collision
avoidance takes more concentrated effort than a pilot can afford to
give when he is also controlling the airplane.

I suppose with 1992s technology, and trying to use it for weather rather
than for traffic control, it might work.  With modern technology you
could receive a weather radar broadcast and then compute in some information
about your position relative to the weather radar so you would get
weather relative to your position.  But the whole thing might still cost
more and weigh more than on-board weather radar.
-- 
haynes@cats.ucsc.edu
haynes@cats.bitnet

"Any clod can have the facts, but having opinions is an Art."
        Charles McCabe, San Francisco Chronicle

Newsgroups: rec.aviation
From: glenda@escoria.lanl.gov (Glenda McGrath)
Subject: Re: Small Children in GA aircraft
Organization: Los Alamos National Laboratory
	<ALUKE.92Jul29102355@slimer.webo.dg.com> <6372@tekig7.PEN.TEK.COM>
Date: Fri, 31 Jul 1992 20:54:56 GMT



gdw@po.CWRU.Edu (Gary D. Wright) said:
   >  My daughters are 1yr & 4yr old and they have flown with me since
   >they were born.  They wear standard rifle rangle type headsets w/o 
   >complaint.   .......
steveha@tekig5.pen.tek.com (Steven L Harris) writes:
   >My son is 8 months old and has about 20 hours logged!  His first flight
   >was at 5 days old, no different than a car ride except for the hearing
   >protection.  We use DC headsets with a small towel rolled up and 
   >rubber banded to the headcushion to adjust the earseals to the right
   >height.  We also have the Oregon Avionics?? earseals that are somewhat
   >larger and help provide a better seal.  That strong clamping force of
   >the DC headsets helps them fit even a pint sized head!
   >.....

Why oh why doesn't some avionics company make a headset designed for
little heads.  Maybe then more parents would think about saving their
kids hearing.  I'm sure they would be expensive but so are good ones
for adults.  And having good hearing after one reaches 30 or so is
very nice (at least from first hand knowledge I can tell you that not
havine it is not so nice) and surely worth the price.

glenda
the randy lady
Newsgroups: rec.aviation
From: kaye@uniwa.uwa.edu.au (Kaye Stott)
Subject: Wave from wind sheer?
Organization: University of Western Australia
Date: Wed, 29 Jul 1992 10:32:47 GMT

Saturday, overcast, strong north-nor'westerly and rain on the
way. I was talked into taking my daily check flight early,
at 9.30, in very unpromising conditions. Up to 2000', then just
mooch around, do a few stalls, and expect to fall out of the sky.

At about 1300' I felt a little bump - sure enough, half a knot of
lift showing on the vario. I tried a turn - nothing there, but as I
turned back into the wind, there was that bump again. The instructor
suggested I just head into wind and see what happened; lift, slowly
increasing to 2 kt - we were in wave. 

Since I glide from a wheatbelt town, with no nearby hills, I've
never experienced wave flying before - it was fantastic! I was
trying to work out what generated it. We were over the town, which is
very flat, spread along a river - nothing there to cause wave. The
only explanation I can come up with was wind shear. We had mainly
northerly winds on the ground, and fairly north-westerly up above
1000'.

Has anyone else experienced such unexpected wave?

Kaye
From: wpalmer@oasys.dt.navy.mil (William Palmer)
Newsgroups: rec.aviation
Subject: the surly bonds of earth
Date: 23 Jul 92 16:31:03 GMT
Reply-To: wpalmer@oasys.dt.navy.mil (William Palmer)
Followup-To: rec.aviation
Organization: Naval Surface Warfare Center, Annapolis, MD

In rec.aviation, aviator@athena.mit.edu (Joakim Karlsson) writes:

>                 "Oh, I have slipped the surly bonds of earth
>                And danced the skies on laughter-silvered wings"

Mr. Karlsson's posts contain this quote in his .sig, and prompted my
curiosity. Can anyone provide particulars on this poem? Such as why
it was written, who wrote it, the full text of the poem. I've seen this
quoted during the sign-off of some TV stations, where a film is run
which shows a F104 Starfighter (?) doing some very graceful maneuvers.
It's a beautiful film clip, but right now, I'd settle for the poem,
if anyone has it handy. Thanks so much.


|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Bill Palmer, Code 2744                  voice: 410-267-2964/4817
Applications and Special Projects branch  fax: 410-267-2561
Naval Surface Warfare Center          autovon: 281-4817
Annapolis, MD, USA, 21402-5067       InterNet: wpalmer@oasys.dt.navy.mil

"...death and life are in the power of the tongue."  - Proverbs 18:21
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
-- 
----------------------------------------------
I'm the victim of EJ's signature virus! Oh No!
From: raveling@Unify.com (Paul Raveling)
Newsgroups: rec.aviation
Subject: Re: Temperature Related Altimeter Errors
Date: 29 Jul 92 19:59:15 GMT
Organization: Unify Corporation (Sacramento)

In article <1992Jul28.155842.21049@ncar.ucar.edu>, elmore@virga.ucar.edu (Kim Elmore) writes:
> 
>       |            /<---- standard atmosphere (calibration built into
>       |           /            *                          altimeters)
>    P  |          /          *
>    R  |         /        * <---- colder-than-standard atmosphere...
> L  E ||        /      *             an altimeter would have to use to
> O  S ||       /    *                properly indicate altitude)
> G  S ||      /  *
>    U v|     /*
>    R	|   */^
>    E	|*  / |
> 	|  /  |---- field elevation
> 	| /
> 	|__________________________
>                 ALTITUDE --->
> 
	Good illustration -- 1 picture's worth a whole mess of words.

	Back when I was doing CADC work I once cranked some numbers
	through to figure indicated altitude based on standard atmosphere
	versus actual conditions for a plausible near-worst-case
	hot summer day over the Mojave Desert.  Allowing for a
	3,000-foot-thick superadiabatic layer, the discrepancy at
	3K ft agl was pushing 500 ft.


------------------
Paul Raveling
Raveling@Unify.com
From: seymour@milton.u.washington.edu (Richard Seymour)
Newsgroups: rec.aviation
Subject: Re: Shoulder Harnesses (Was: Re: Cessna sholdr harn review (BAS))
Date: 24 Jul 92 00:30:51 GMT
Organization: University of Washington, Seattle

In article <1992Jul22.230634.25322@dg-rtp.dg.com> waugh@rtpnet05.rtp.dg.com (Matthew Waugh) writes:
(actually, i've seen the same suggestion twice...)
  .on keeping the shoulder belt of a Cessna harness from falling off the buckle
>Take the shoulder strap, and pass it under the lap belt and bring it
>back over the top and clip it. *MUCH* better at keeping the clip attached.

in my NOT so humble opinion... this is a BAD idea...
 (1) the 180-degree bend in the shoulder belt will -greatly- reduce its 
      strength under load (about 50%, if i remember correctly)
 (2) during a crash (and possibly a light one instead of a heavy one) the
      shoulder belt will attempt to straighten out... thereby rotating the
      lap-belt buckle through any soft flesh-colored material which might 
      be pressed against it...
>Neat trick an instructor showed me once. I never cease to be amazed
>at the little things instructors know :-)
...yes, how little they know of strength of materials, seatbelt design, etc.
Newsgroups: rec.aviation,misc.legal
From: hgp@cbnewsj.cb.att.com (howard.page)
Subject: Kurt Vonnegut quote
Organization: AT&T
Date: Thu, 30 Jul 1992 13:34:24 GMT
Followup-To: misc.legal

In the July 18, 1992 edition of "The Economist", Kurt
Vonnegut was quoted,

	"Just as a good airplane pilot should always be
	 looking for places to land, so should a lawyer
	 be looking for situations where large amounts of
	 money are about to change hands."

Howard G. Page
From: rfh3273@galileo.rtn.ca.boeing.com (Dick Harrigill)
Newsgroups: rec.aviation
Subject: Re: Support for GA from Pres. Canditates
Date: 30 Jul 92 19:53:55 GMT
Organization: Boeing Commercial Airplane Group, Seattle

In article <stellabo.712270977@helix.cshl.org> stellabo@helix.cshl.org (Fred Stellabotte) writes:
>Has any heard any comments from the canditates concerning
>General Aviation  ..??

Bush - He doesn't care because he only owns a boat.  If GA mattered to him,
       he sure hasn't shown it in the past four years.

Quayle - Can you spell A I R P L A I N ?

Clinton - Airplanes are a great source for a new luxury tax.
          Pilots are rich.  Tax the bastards!

Gore - Airplanes are a great source for a new luxury tax.
       Pilots are rich.  Tax the bastards!

Perot (non-candidate) - He doesn't (didn't) care because he can afford his own
                        private jet.
           

-- 
Dick Harrigill, an independent voice from:     Boeing Commercial Airplanes 
M/S 9R-49  PO BOX 3707                       Renton Avionics/Flight Systems
Seattle, WA  91824                                  Computing Support
(206) 393-9539     rfh3273@galileo.rtn.ca.boeing.com     PP-ASEL
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: Cleared to enter the TCA...required?
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Thu, 23 Jul 1992 17:53:42 GMT

dls@genrad.com (Diana L. Syriac) writes:
>However, choices are still rather small.  Looking on an IFR chart for all
>airports IN MAssachusetts GREATER than 50 NM from BEDford with ILS approaches,
>the choices are:  Provincetown (if you go right over Boston), Hyannis,
>Otis AFB (a military base, off limits), Nantucket (over the water > gliding
>distance...off limits to CAP planes by regs unless you have proper flotation
>devices), Martha's Vineyard (over the water > gliding distance, off limits),
>Westover AFB (a military base, off limits), and Westfield.

Landing at the military bases is prohibited, but is shooting approaches? 
In the Bay Area, for instance, the controllers at Fort Ord always seem
happy to have customers for ground controlled approaches, to maintain
their own proficiency (they have "X approaches within the last Y days"
currency requirements, just like we do).  I've even had them _solicit_
the approaches from me through Monterey Approach when I've been down in
the area shooting approaches at Monterey and Salinas.  And when was the
last time a controller thanked _you_ for your approach when you reported
starting the missed?  :-)


-Brent
--
Brent Chapman                                   Great Circle Associates
Brent@GreatCircle.COM                           1057 West Dana Street
+1 415 962 0841                                 Mountain View, CA  94041
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: "remain clear of the ARSA..."
Date: 23 Jul 92 16:44:44 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> Certainly an ARSA is among those areas "in which air traffic control is
> exercised" (I think this is synonymous with "controlled airspace"), and
> "remain clear of the ARSA" certainly would constitute an instruction.

"in wich air traffic control is exercised" means anytime they
tell you to do something (i.e. wherever you may be if you got
the radio on and they know who you are).  The point of ARSA's
(and ATA's for that matter) is to require you to have the radio
on.  ATA's are not controlled airspace (yet).
Xref: sparky rec.aviation:12598 sci.aeronautics:1751
From: hwt@bwdlh490.BNR.CA (Henry Troup)
Newsgroups: rec.aviation,sci.aeronautics
Subject: Re: Coffe cups in the cockpit (Re: A320 yarns)
Date: 29 Jul 92 13:10:30 GMT
Reply-To: Henry.Troup@BNR.CA
Distribution: world
Organization: Bell-Northern Research Ltd., Ottawa, Canada

In article <1992Jul21.133757.17508@bony1.bony.com>,
richieb@bony1.bony.com (Richard Bielak) writes:
|>blame. I think the guy who thought of not moving the throttles when
|>the computer changes power in the A-320, should be fired, banned from
|>aircraft design and travel everywhere by foot...

He probably does travel everywhere by foot.  Betcha he doesn't hold a
pilots license and hates to fly.  That's why he/they wanted the computer
to override the pilot.
                                                                 
  Henry Troup - HWT@BNR.CA (Canada) - BNR owns but does not share my opinions
   "Nature abhors an atmosphere.  Check your suit.  Check your buddy's suit."
Newsgroups: rec.aviation,sci.aeronautics
From: joero@microsoft.com (Joe Robison)
Subject: Re: 747 Loop ANSWER
Date: 24 Jul 92 03:50:48 GMT
Organization: Microsoft Corp.

In article <1992Jul22.211213.2583@tera.com> erik@tera.com wrote:
> In article <1992Jul16.144518.3821@mnemosyne.cs.du.edu> mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman) writes:
> >
> >SO TO END THE DEBATE I TELL YOU THIS:
> >
> >You can ROLL a 707...
> >You cannot ROLL a 747
> >and both cannot be looped.
> 
> You must mean "and neither can be looped".
> 
> China Airlines did a nice barrel roll in one of their 747's over the
> Pacific.  The pilot suffered spatial disorientation, rolled the plane
> into a dive, pulled up when he broke through the clouds at 10,000
> feet, pulled 5G's and bent the main wing spar while trying to bring
> the plane to straight and level flight.  It wasn't pretty, but it was
> a roll.

Sounds like a half-roll followed by a half-loop.
In other words, an Immelman.
Newsgroups: rec.aviation
From: ginsberg@t.Stanford.EDU (Matthew L. Ginsberg)
Subject: Re: the surly bonds of earth
Organization: Computer Science Department, Stanford University
Date: Thu, 23 Jul 1992 16:48:46 GMT


High Flight, by John Gillespie Magee, Jr.  Killed in action, 1941

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.
Newsgroups: rec.aviation
From: burke@tss.com (Jim Burke)
Subject: Re: Cleared to enter the TCA... Helpfull hint.
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Mon, 27 Jul 1992 15:47:37 GMT

In article <1992Jul25.063654.9189@chinet.chi.il.us>, harlow@chinet.chi.il.us (Steven A Harlow) writes:
|> 
|> Helpfull Flying Hint #7:
|> 
|> I find it helpfull when flying near an ARSA (or TCA)
|> to lower the altimeter setting (or just turn off the transponer)
|> and repeat to myself, "I am under the ARSA.  I am under
|> the ARSA."

I go one step further.  I turn off my radios so I don't have to listen
to those annoying controllers yelling at some guy about being in the
TCA.  And I put my sun screens over the windshield, 'cuz all those big
jets screaming by outside are kind of scarey looking...

-- 

	Jim Burke	"Life is uncertain - eat dessert first!"
	Teknekron Software Systems		... burke@tss.com
  	phone:(415) 617-2432			... uunet!tekbspa!burke
From: lee@bluefuzz.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation
Subject: Re: emergency AD 92-15-16 Any one else?
Date: 24 Jul 92 14:35:05 GMT
Organization: Stratus Computer, Software Engineering

In article <1992Jul23.145928.57476@cc.usu.edu> clayton@cc.usu.edu writes:
>In article <1992Jul21.190902.2000@cfctech.cfc.com>, joel@cfctech.cfc.com (Joel Lessenberry) writes:
>> 
>> 	I just received Emergency AD 92-15-16 in the mail which
>> states that I cannot fly my plane until I examine the carb 
>> float and prove that it was not manufactured in 10/91.
>> 
>> 	Since my plane is 15 years old, and since I have owned 
>> it since 10/91, and since I know that no work has been done on
>> the carb.... can I simply state so in the log???
>> 
>> 	Or do I have to hire a mechanic to look at the thing?
>> 
>> 		joel	
>
>
>	Ok.  As far as this AD is concerned you cannot fly your airplane.  But
>do not take the carburator apart.  Simply look on the carburator and find the
>stamping.  If it has an MF (Metal Float)  or if you  have had it replaced 
>during repair,  Only then do you need to compy with AD.
>
>Clayton@cc.usu.edu

I don't think this is correct.  The AD specifies that you must verify that the
carb float was not manufactured in 10/91 and, if so, replace it.  In order to
"comply with the AD" you must do the inspection (of the data plate, not the
inside of the carburetor) and have the AD signed off in the engine log.


-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
Newsgroups: rec.aviation
From: aboyd@quantum.on.ca (Andrew Boyd)
Subject: Re: prevalence of engine failures
Date: Mon, 27 Jul 92 00:32:11 GMT
Organization: Quantum Software Systems

In article <1992Jul24.192730.25429@alliant.com> doug@alliant.com 
(Doug Bloomberg) writes:
>Aftermath investigation has shown that the oil pump stopped pumping. I 
>don't know why yet.
>
>The Piper is a 1977 with 840 hrs TT airframe and engine. The pilot has
>less than 100 hr flying time. He really did a good job and kept his head
>and wits about him.

What a coincidence ... a couple of months ago, a late 70's cherokee with
only 700TT lost oil pressure on final at CYSH.  If you have to lose oil
pressure, I guess that's not a bad place to do it.  The mechanic checked 
the compression, it was ok.  But the engine was full of metal shavings.  
The oil pump was plugged up!  I don't know what donated the shavings.

840 hrs in 15 yrs is only 56 hrs/yr.  In my experience, lycomings do
not respond well to sitting idle.  A friend of mine had his O-320 cam
lobes corrode & pit & start to come to pieces, requiring a major.  His 
a/c had a few years where it flew very little.  

Low time on an engine does not mean that it's a long time until overhaul.

IMEHO, it's a lot cheaper in the long run to fly an a/c at least 100 
hrs per year.  A darned good excuse to go flying, too ... save some money!

----
#include <std.disclaimer>		/* see y'all at oshkosh! */

Newsgroups: rec.aviation
From: tucker@netcom.com (Anthony Tucker)
Subject: Student Pilot Initial Solo
Date: Sat, 25 Jul 92 21:38:10 GMT
Organization: Netcom - Online Services
Distribution: usa

Well my instructor decided to stay on the ground and watch me
fly around South County in CA yesterday.  I've just about came back
to the ground.  While flying I was to busy making sure I had all the
checks done to think about being alone but LATER after losing the back
of my shirt it sunk in.  YAHOO.  Yea I have a long way to go but it is
a heck of a step in the Path.  The last few times out the pattern had been
landing 32  but yesterday it was landing 14.  Just something else for me
to focus on.  He used his intercom system which had a tape deck which I 
did not know about.  I wondered why I had to do a blindfold cockpit test
before he said See you later.
Also there were other planes in the pattern. I had thought that this would
have worried me but once I said "South County Traffic Cessna 25562 Student
Pilot Initial Solo ..." they came back with incouragement's and words like
you'll never forget it.  They are correct.     YAHOO
P.S.  After my call sign everyone within x miles prob. started looking to
make sure that I would not run into them.  I will not say my landing were the
best I have done, but the tires stayed on the tarmack not the grass 
and the nosewheel did not hit first, although I did use a LOT of runway both 
in width and length.
 This was after 12 hours flying in a 152, which part is simply getting out
of the arsa since I fly from SJC.  I am glad that I do because now I do not
have a fear of clearence, ground, tower, or departure/approach, on the radio.

Anthony       tucker@netcom.netcom.com

From: alans@hp-ptp.ptp.hp.com (Alan Sanderson)
Date: Thu, 23 Jul 1992 00:36:50 GMT
Subject: Re: Hot air balloons without fuel
Organization: HP Pacific Technology Park - Sunnyvale, Ca.