HDTenEightyP/NetNews huggingface dataset:
From: jtchew@csa3.lbl.gov (Ad absurdum per aspera)
Newsgroups: rec.autos
Subject: Re: Car Insurance Laws
Date: 12 Nov 1992 14:11 PST
Organization: Lawrence Berkeley Laboratory - Berkeley, CA, USA
Distribution: na
NNTP-Posting-Host: 128.3.254.198
News-Software: VAX/VMS VNEWS 1.41    

> 2) are there forms of insurance for only occasional driving 
> (i.e. say you only drive about 2 weeks out of a year?)

I think perhaps we need a more exact description of your driving scenario.
Some possibilities:

*  You only drive when you are borrowing a car (e.g., your parents' car
   when you are home from college).  If it's always the same person's
   car, you might give them a little reimbursement for upgrading their
   insurance to cover anyone who may drive the car.  (Their policy may
   do this anyhow; read the fine print and/or call the agent.)

*  You drive only two weeks cumulatively in little dribs and drabs
   (e.g., you're a dedicated bicycle commuter who mostly leaves the
   car in the driveway).  Talk to your insurance agent about their
   low-mileage rates.  I get a cut rate for driving less than 9000
   miles a year from Allstate, insofar as an urban Californian's
   rates can be described as "cut."  They accepted this on my written
   word plus an odometer reading; my agent supplied the form.  From time 
   to time I am asked to supply, on my honor, a new odometer reading.
   Presumably if I lied and had a reportable accident, the claims
   adjuster would look at the odometer, one computer would talk to
   another, and I'd find myself up the creek without the proverbial paddle.

*  You only drive rental cars.  As someone pointed out, you're far
   better off getting the rental car company's insurance.  Exorbitant
   though it may be on a daily basis, it's still far cheaper than
   carrying your own insurance for those 50 nondriving weeks.

Again, you should call several insurance agents and talk to them.

Good luck,
--Joe
"Just another personal opinion from the People's Republic of Berkeley"
From: tumbush@tigris.eng.ohio-state.edu (Gregory J. Tumbush)
Subject: For sale:  EAGLE TALON TSI AWD
Organization: The Ohio State University Dept of Electrical Engineering
Distribution: usa
Date: Wed, 11 Nov 1992 17:10:57 GMT

 ----------------  FOR SALE: --------------------------

        1991 Eagle Talon Tsi AWD
 
         Features: 195 HP Turbo
                   All Wheel Drive
                   18,300 Miles
                   5-speed
                   Power Steering, Brakes
                   Power Door Locks, Windows
                   Cruise, Tilt
                   Air-Conditioning
                   Four Wheel Disk Brakes
                   LaBra Two-Piece Bra
                   Rear Wiper/Defogger
                   AM-FM Cassette
                   Pewter Mist Metallic Exterior

         Includes seven year, seventy thousand mile
         transferable extended warranty.

         New cost         $18,500
         NADA Retail      $15,800
         NADA Whole-Sale  $12,400

         Will sacrifice for $12,500.  Call (513) 438-3630 (H)
                                           (513) 255-8641 (W)
                 

Newsgroups: rec.autos
From: kiisaka@csi.uottawa.ca (Ken Iisaka (the mad pianist))
Subject: Re: highly desirable cars not sold in the US (was INFFINITI vs BMW
Organization: Dept. of Computer Science, University of Ottawa
Date: Tue, 10 Nov 92 18:45:17 GMT

Nissan Skyline GT-R???
-- 
Ken Iisaka               \ NEXT RECITAL  |12:00 pm, Thursday, January 7th, 1993
kiisaka@csi.uottawa.ca     \ Produced by |National Gallery of Canada, Ottawa
AI Lab, University of Ottawa \ CBC Stereo|Berg        Sonata, b minor, op. 1
H: +1 613 237 6642 W: 564 8155 \ 103.3 FM|Mussorgsky  Pictures at an Exhibition
Xref: sparky rec.autos:26665 rec.autos.tech:15374
From: hinz@picard.med.ge.com (David Hinz Mfg 4-6987)
Newsgroups: rec.autos,rec.autos.tech
Subject: Re: Saturn Polymer Side Panels - How tough ??
Date: 10 Nov 92 12:17:33 GMT
Distribution: usa
Organization: GE Medical Systems, Magnetic Resonance
X-Newsreader: TIN [version 1.1 PL6]

Not to spoil your party, but how about moving the latest discussion on
who's school is best to alt.flame.college.vs.college.boring.chat, huh?

Thanks.


--

Dave Hinz  -  Opinions expressed are mine, not my employer's.  Obviously.
Don't blame me; I voted for Perot!                hinzd@picard.med.ge.com 
SAAB - Because you get what you pay for.             Pherrets are Phun!!!
Newsgroups: rec.autos
From: dye@i88.isc.com (Ken R. Dye )
Subject: Re: GM's sickness
Organization: INTERACTIVE Systems Corporation, Naperville, IL
Date: Thu, 05 Nov 1992 06:51:36 GMT

a long time ago I said:
>>
>>      Hmmm....as an self-proclaimed RWD fan, how can you embrace
>>GM as your company of choice?  EVERYTHING, save for the 50's vintage
>>live axle f-body/craprice-classic, has moved to FWD (yeah, the 'vette
>>is one exception...how many per year?).
>>
>>      Ford/L-M is the only domestic car maker making a modern
>>RWD passenger car, and you can now choose the DOHC 8 or the 50's
>>pushrod 8.

and somehow this got contorted into "Gm has more RWD models than
Ford".  

Let me clarify.  I am a RWD fan, but I prefer a suspension
that rides well and does not kick out the rear end on rough
surfaces (passenger cars) and doesn't suffer from axle tramp
(high performance cars).  The technology to acheive these 
parameters have been around forever...and many companies (mostly
foreign) are using it in their RWD models (BMW, Mercedes, Nissan,
Mazda, Infiniti, Toyota, Peugot, Ford Europe, probably many others).  
It's called Independent Rear Suspension.  I'm not really a Ford
head, but am pleased that at least one US manfacturer is making
something up to date, even if it is only one model.  How
about a RWD probe to compete with the nissan 240sx?  An IRS firebird?


--Ken
--
Ken R. Dye				an optimist is a guy		 |
Interactive Systems Corp., Chicago	that has never had		 | 
(800) LAI-UNIX x341			much experience			 |
dye@i88.isc.comm						archy	 |
Newsgroups: rec.autos
From: mshar@mentor.cc.purdue.edu (Mike Mshar)
Subject: Re: AUTOMATICS CAN BE NICE! (Was Re: FLAME
Organization: Purdue University Computing Center
Date: Thu, 12 Nov 1992 21:48:55 GMT

> bob1@cos.com (Bob Blackshaw) writes:
>> mshar@mentor.cc.purdue.edu (Mike Mshar) writes:
>>> atovorni@engr.UVic.CA writes:

>>>I had an '81 Buick Century. It handled like a yacht and blew around in
>>>crosswinds. Goog thing your car(based on the same platform) sits better
>>>on the road than that thing(no rear swaybar and abused suspension) did.

>>Are you sure that the Century is the same platform as an `81 Monte?? I know
>>that the Regal has the same platform from 1981-1988, as did the Grand Prix
>>and the Cutlass. Does the Buick Century have the same chasis setup?

>They aren't the same chassis. The Century was/is the A body (Ihad one
>of those 81s myself) and the Monte Carlo is F or G body (my wife still
>drives her 78, but it only has 75,000 miles on it). The two body styles
>are close but do have some significant differences.

You are right, the Buick Century is an A-body. 100% sure. The F-body cars
are the Camaros and Firebirds. The G-body cars are the Monte`s, Regals,
Grand Prix`s, and Cutlass`s. They are similar platforms, but as you say,
they are not identical. 

And so it goes...
-- 
|       Michael G. Mshar        | My Life-Long Goal: To keep common sense    |
|   mmshar@mn.ecn.purdue.edu    | alive and keep the idiots from taking over.|
|  mshar@mentor.cc.purdue.edu   |     \\President, Nice Guys Anonymous//     |
|____>>> United States Steel, Mechanical Engineer, Technical Services <<<____|
From: rab@bevsun.bev.lbl.gov (Robert Belshe)
Newsgroups: rec.aviation
Subject: Re: Aircraft carrier question
Date: 5 Nov 1992 18:18:46 GMT
Organization: Lawrence Berkeley Laboratory, California
Distribution: usa
NNTP-Posting-Host: 131.243.192.11


Sam Lee is correct in his assumption of a "movable seal" which
keeps most of the steam from leaking out of the slit in the 
side of the cylinders of the steam catapult..

I was assigned to the USS Hancock (CVA-19) in the spring of 1954.
The steam catapult was developed by the British, I believe, and the
Hancock was the first ship in the US fleet to get these cats.  I
remember spending many hours watching them launch a wheeled tank of
water while docked in Bremerton, Wash.  The first airplane we
launched was a twin engine prop-driven Grumman S2F.

The seal is a rectangular length of steel which is about 1.5" high
and 0.5" wide which fits in groves above and below the slit which
the shuttle arm comes out through.  The seal runs the full length
of the cylinder, I think it is just held down by gravity.  It is
lifted by the shuttle arm, so you only get leakage a few feet in
front of and behind the arm.
-- 

Bob Belshe
From: hudson@pnet51.orb.mn.org (Hudson Leighton)
Newsgroups: rec.aviation
Subject: Re: 3 letter codes
Date: 6 Nov 92 13:45:04 GMT
Organization: People-Net [pnet51], Minneapolis, MN.

The Railway Post Office BBS has a list of IATA Codes & IACO Codes
612-377-2197

They are to large for a message (I tried)


UUCP: {crash tcnet}!orbit!pnet51!hudson
INET: hudson@pnet51.orb.mn.org
ICBM: Lat. 44.59 x lon. 93.13
HAM:  N0NMX  444.100 repeater
Advertisement: Try the Railway Post Office BBS (612) 377-2197 a Railfan BBS
Newsgroups: rec.aviation.student
From: BCLEWIS@LSTC2VM.stortek.com (Brian Lewis)
Subject: Re: Passing the written:  good for how long?
Organization: StorageTek SW Engineering
Date: Fri, 6 Nov 1992 19:19:51 GMT

In article <Bx7v1o.5H8@fc.hp.com> on
Thu, 5 Nov 1992 00:08:12 GMT you write:
 
>
>Someone on rec.aviation* has a .signature file that contains something
>to the effect of:
>
>She said:  "Either that %$#@* airplane (and/or flying) goes, or I do!"
>"I'm happy to say, I still have the airplane. :-)"
>
 
I think the word should be "fortunate," not just "happy."
 
I'd pretty much given up flying for my first wife.  Big mistake.  (I'd been
a pilot for 4 years before I met her.  We went flying on our first date!)
I didn't own an airplane, but I'm sure that she would have forced the sale
of it in the divorce proceedings.  As it was, I was left feeling like
Ned Beatty after the "love scene" in the movie "Deliverance."
 
I now have a wonderful wife who, while she isn't an aviation enthusiast,
supports me in my pursuit of it.  The magnitude of her support can be
estimated from the fact that I've taken 4 checkrides this year!
 
BL
 
From: mtc@hpcc01.corp.hp.com (Mark Cousins)
Date: Wed, 11 Nov 1992 21:21:44 GMT
Subject: Re: bad apple instructor?
Organization: HP General Systems Division
Newsgroups: rec.aviation.student

In rec.aviation.student, rls@uihepa.hep.uiuc.edu (Ray Swartz (Oh, that guy again)) writes:

>From my experience, Mark forgot one, the best one:
>
>	doesn't charge anything

I haven't had the pleasure, so far, although I hear that this is common
amongst the glider types.  But I agree -- definitely the best one!

Mark
--
Mark Cousins                Hewlett-Packard Co.        mtc@hpsemc.cup.hp.com
HP-UX VAB programs    19055 Pruneridge Ave., MS 46T5
(408) 447-4659             Cupertino, CA  95014          FAX: (408) 447-4364

Newsgroups: rec.aviation.student
From: goose@sage.cc.purdue.edu (Pilot)
Subject: Re: Seen on DUATS / Brain Teaser
Organization: Purdue University Computing Center
Distribution: usa
Date: Fri, 6 Nov 1992 16:25:05 GMT

In article <b4l202X8296701@JUTS.ccc.amdahl.com> rym20@cd.amdahl.com (Robert A Moragues) writes:
>Hi Everyone -
>
>I consulted DUATS to get a picture of the Bay Area Weather today and received
>the following FA Synopsis.  
>
>I was confused with the statement "...WITH MDT TO STG N-NW FLOW ALF OVER AREA."
>
>I decided that a consultation to the Plain Language Translation was in order.
>This is what I got:  
>
>     "with {moderate, MDT} to Santiago    [STG VOR] north - northwest flow 
>      aloft over area."
>
>
>This doesn't quite make sense.  Anyone have insight on this.

Actually it should have been translated as follows:

  with Moderate to Stagnant North-Northwesterly flow aloft over the area. .
  
  >
>
>********  FA Synopsis and VFR Clouds/Weather  ********
>SFOC FA 031145
>SYNOPSIS AND VFR CLDS/WX
>SYNOPSIS VALID UNTIL 040600
>CLDS/WX VALID UNTIL 040000...OTLK VALID 040000-040600
>.
>SYNOPSIS...AT 11Z UPR LVL HIGH WAS OFF CNTRL CA CST WITH RIDGE
>XTNDG NWD...WITH MDT TO STG N-NW FLOW ALF OVER AREA. BY 06Z RIDGE
>WILL MOVE INTO WA OR. UPR TROF WILL BE APCHG NRN PAC CST.
>
>

     Hope that helps,

             Dave

	   goose@sage.cc.purdue.edu

-- 
------------------------------------------------------------------------
| "Aviation in itself is not inherently   |  David W. Gosnell          |
|   dangerous; but it is terribly         |  goose@sage.cc.purdue.edu  |
|  unforgiving of any carelessness,       |  Purdue University         |
Newsgroups: rec.aviation.student
From: mgc@unislc.uucp (Marc Christensen)
Subject: Re: Seen on DUATS / Brain Teaser
X-Newsreader: TIN [version 1.1 PL6]
Organization: Unisys Corporation SLC
Distribution: usa
Date: Thu, 5 Nov 1992 22:12:44 GMT

Also seen on Duats today. 
It is probably old but It struck me as funny.

!FDC 2/1908 FDC FI/T /FDC/ THE FEDERAL AVIATION ADMINISTRATION IS
ADVISING ALL OPERATORS OF PRIVATE OR COMMERICAL AIRCRAFT
THAT THE GOVERNMENT OF THE REPUBLIC OF THE PHILIPPINES HAS PLACED
A BAN ON THE TRANSPORTATION BY AIRCRAFT OF THE REMAINS OF
FERDINAND MARCOS INTO THE AIRSPACE OF OR LANDING OR DISEMBARKING
IN THE REPUBLIC OF THE PHILIPPINES WITHOUT THE PHILIPPINES
GOVERNMENT APPROVAL.
 
What is that smell?

Marc Christensen
Newsgroups: rec.aviation.student
From: jerrys@btree.uucp (Jerry Samsen)
Date: Fri, 6 Nov 92 21:25:15 GMT
Organization: Brooktree Corporation
Subject: Re: bad apple instructor?
Summary: 
Followup-To: 
Organization: Brooktree Corporation, San Diego
Keywords: 

In article <37536@uflorida.cis.ufl.edu> dth@shark.cis.ufl.edu (David Hightower) writes:
>In article <1992Oct30.223956.27819@news.nd.edu> ulick@bernini.helios.nd.edu (Ulick Stafford) writes:
>>
>> [stuff about "being a guinea pig for flight instructors deleted]
>>
>> ...(and he was the only instructor who ever charged me for more of his time
>> than the HOBBS)...
>
>If he was, then he was your only instructor who charged you like he
>should.  

If I have a student complain about being charged for ground time, we go
sit in the airplane, crank up the engine, and then I say, "OK, let's
talk for a while first..."

Jerry Samsen
Brooktree Corporation
San Diego, CA
From: mam@gvgspd.gvg.tek.com (Mark A. Matthews)
Newsgroups: rec.aviation.student
Subject: Re: Questionable Questions on the Written (second repost)
Date: 13 Nov 92 17:44:45 GMT
Article-I.D.: gvgspd.1e0pidINN9v4
Distribution: usa
Organization: Grass Valley Group, Grass Valley, CA
NNTP-Posting-Host: gvgspd.gvg.tek.com

In article <1992Nov11.224917.24485@crd.ge.com> kennykb@crd.ge.com writes:
> [questions about questions in the FAA Private Pilot question pool]

If these are the only questions you can't get right, don't worry about them
- you're ready for the test, Kenny!

The test guide writers have access to the question pool, but not the answers.
The writers/editors attempt to pick the correct answers.  They are not
perfect.

The FAA is not infalible. (Surprise!)  There are some questions in the pool
which hoave no correct answer.  The FAA will toss those questions as they
are recognized and you will not be penalized for any answer you give.

There are also questions in the test (the one on spins is an example), for
which the FAA expects the "most correct" answer.  Just anticipate that there
may be one or two flakey on your test and you're likely to recognize them,
thanks to your short term memory.

The local written examiner claims to be able to determine test scores within
+-2 points based on the time the testee spends taking the exam.  For the
private, expect a score of 100 right around an hour.  The curve falls off
either side of 60 minutes, so the examiner claims.

Finally, it's only a goverment test...it does very little to complement your
aviation education.  The private is a mere 50 questions!  It really isn't
expending excesive effort which could be put to more productive studies.

-Mark
Organization: Carnegie Mellon, Pittsburgh, PA
Newsgroups: rec.aviation.student,rec.aviation
Date: Thu, 12 Nov 1992 08:44:50 -0500 
From: Jeffrey Dunkle <jd5f+@andrew.cmu.edu>
Subject: Re: Questionable Questions on the Written (second repost)
Distribution: usa

Excerpts from netnews.rec.aviation: 11-Nov-92 Questionable Questions on
t.. by Kevin B. Kenny@dssv01.cr 
> 7310. During a spin to the left, which wing(s) is/are stalled?
> A. Both wings are stalled.
> B. Neither wing is stalled.
> C. Only the left wing is stalled.
>  
> I picked (A) -- in a developed spin, both wings are stalled, although
> the inside one is at a higher AOA than the outside.  The answer key
> gives (C).  To this I would say, `ok, the FAA means an *incipient*
> spin, and the inside wing does stall first', except that the
> explanation given for the answer is, `One wing is less stalled than the
> other, but both wings are stalled.'

Kevin, 
You raised good questions all.  I'll only respond to this one.  One of
the factors that "sustains" a spin as opposed to the dynamics that start
a spin is that the plane is in a farily small radius rotation.  The arc
length of the outside wing's motion is considerably longer than that of
the inside wing.  This means that the "airspeed" if the outside wing is
also a good bit higher.  When combined with the geometry of the motion,
the outer wing is still "flying" while the inner wing is stalled because
of a functional difference in AoA.  That, in large measure, is why you
"spin".  Recovery control movements "unstall" the inner wing.

Jeff Dunkle
From: mmuller@bonnie.ics.uci.edu (Mark Timothy Muller)
Subject: Re: Seen on DUATS / Brain Teaser
Newsgroups: rec.aviation.student
Reply-To: mmuller@ics.uci.edu (Mark Timothy Muller)
Organization: Univ. of Calif., Irvine, Info. & Computer Sci. Dept.
Date: 12 Nov 92 00:25:54 GMT

In article <87270003@hpcc01.corp.hp.com> mtc@hpcc01.corp.hp.com (Mark Cousins) writes:
>In rec.aviation.student, goose@sage.cc.purdue.edu (Pilot) writes:
>
>>>     "with {moderate, MDT} to Santiago    [STG VOR] north - northwest flow
>>>      aloft over area."
>>>
>>>
>>>This doesn't quite make sense.  Anyone have insight on this.
>>
>>Actually it should have been translated as follows:
>>
>>  with Moderate to Stagnant North-Northwesterly flow aloft over the area. .
>
>Now what do you suppose Stagnant Flow is??
>
>Mark

I think I saw it once in an episode of Mel's Diner.
:)

Mark.

---------------------------------------------------------------------
Different Mark, Nothing Same.
---------------------------------------------------------------------
>
Newsgroups: rec.aviation.student
Distribution: world
From: Eric_C._Moreno@uu0570.foggybottom.com
Organization: Foggy Bottom / Washington, D.C.
Date: Thu, 05 Nov 1992 23:53:34 EST
Subject: Re: Spins and Valium

It's funny seeing your message on the board. I havn't been fling for
about four years now. I'm a member of AOPA and have been for about seven
years. I've logged 30 hours and would love to finish my VFR rating.

But-- reading your message brought back that sunny day over the
Chesapeake Bay like it was yesturday. 

I was lucky that my CFI was my college roommate. He didn't charge me!
Though, the trade off was I had to be the best and make him look good.

Anyway, back to that day --- He told me we were going to do our spin
trainning and that was all I thought about. I worried on preflight,
Taxiing, and take off. I worried during our climb. I thought that day
would be my last. When we stalled and started to spin I didn't know what
to expect. Then it happened-Nose down-Spinnig once, twice, three times,
I went through the procedures to recover and was straight and level in
no time. That was it! All the fear I had left after that first time. We
practiced more and more that day. I changed my thinking of fear to
trying to recover smoother and faster with less loss of altitude.

My point is...(get to the point) I made a great deal out of what I
expected to happen. In reality, it was just another procedure to learn.
I'm greatful I had the opprotunity to learn. If I haddn't I'd still be
wondering to this day what it's all about. 

One more thing.     I was in a 172 and it seemed as though it would have
recovered no matter what I did. It was very stable.

____--- HAVE FUN ---    & NO DRUGS ---

E.
Foggy Bottom - your FirstClass Mac connection in Washington, DC
From: barney@sol.usc.edu (Barney Lum)
Newsgroups: rec.aviation.student
Subject: Re: Seen on DUATS / Brain Teaser
Date: 12 Nov 1992 12:20:14 -0800
Organization: USC University Computing Services, Los Angeles
NNTP-Posting-Host: sol.usc.edu
Summary: MDT-STG Tailwinds!

> goose@sage.cc.purdue.edu (Pilot) writes:
  Actually it should have been translated as follows:
  with Moderate to Stagnant North-Northwesterly flow aloft over the area. .

> (Mark Cousins) writes:
>Now what do you suppose Stagnant Flow is??

Uhhhh..... when you have to flush twice?! :}

That moderate-strong stuff gave me a nice 'lil 20-30 knot tailwind(!) 
Sunday night from Oakland to the Los Angeles basin.
And it was smoooooooth at 9,500' too!

--------------------------------------------------------------------------
              >|            
              >|      barney@usc.edu  Barney@USCVM
 -->  -->  --> |   =======    ---    ---    ---    ---    ---   ---    ---  
              >|      Permanent Student Pilot, On the Numbers   
              >|
--------------------------------------------------------------------------
From: mtc@hpcc01.corp.hp.com (Mark Cousins)
Newsgroups: rec.aviation.student
Subject: Re: bad apple instructor?
Date: 6 Nov 92 19:33:56 GMT
Organization: HP General Systems Division

In rec.aviation.student, cep@taligent.com (Christophe Pettus) writes:

>In article <1992Oct30.223956.27819@news.nd.edu> ulick@bernini.helios.nd.edu (Ulick Stafford) writes:
>> (and he was the only instructo who ever charged me for more of his time
>>than the HOBBS)
>
>It is actually standard practice, at least in the Bay Area, for the
>instructor to charge on the basis of time actually spent with the
>student, rather than on the basis of Hobbs time.

I respectfully disagree.  I know quite a few instructors, and I find no
standard practice among them.  Those working for schools or FBOs may have to
follow the policy of the organization, but I've found freelancers who:

	charge only for tach
	charge only for Hobbs
	charge based on time spent
	always charge 2 hours
	add some fixed increment to tach or Hobbs

Having flown also in other parts of the country, I've found similar
variations.  So I'd assert that there really isn't a standard practice.

Mark
--
Mark Cousins                Hewlett-Packard Co.        mtc@hpsemc.cup.hp.com
HP-UX VAB programs    19055 Pruneridge Ave., MS 46T5
(408) 447-4659             Cupertino, CA  95014          FAX: (408) 447-4364
Xref: sparky rec.aviation.student:246 rec.aviation:17214
From: conover@nuchat.sccsi.com (Mark Allen Conover)
Newsgroups: rec.aviation.student,rec.aviation
Subject: Lurker Check-Ride
Date: 9 Nov 92 23:35:23 GMT
Article-I.D.: nuchat.1992Nov9.233523.27685
Organization: South Coast Computing Services, Inc.

I discovered rec.aviation last spring.  Lurking through the many interesting
stories made me re-evaluate a two-year-old decision to discontinue
flying lessons.  Three lessons in 1990 left me doubting whether I could afford
the cost (mainly for a divorce lawyer :-) ).  Instead, I pursued hang-gliding.

My first lesson was in July.  I soloed a few weeks later in August.
Got my cross-countries done in October.  Come this Saturday, I hope to
have the PP.

Folks, please send some positive thoughts my way (Houston, Texas) on Saturday,
Nov. 14 (0930 CST).

Feeling a little nervous,

Mark Conover // conover@nuchat.sccsi.com