HDTenEightyP/NetNews huggingface dataset:
From: ron@topaz.bds.com (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Logging PIC (sorry ... sigh )
Date: 2 Oct 1992 14:32:20 GMT
Organization: BDS Systems
Distribution: usa
NNTP-Posting-Host: topaz.bds.com
Keywords: PIC, logging

> On the other hand, what do you report to your insurance company when
> they ask for things like time in model, etc.?  For high-time pilots this
> won't make any difference, but for lower time pilots an extra 60 hours could
> make a difference in the premium.

Pilot time.

> Also, doesn't pre-PP-SEL time count toward the 125 hours required for the
> instrument checkride?

Yep, dual in an aircraft you aren't rated for is pilot time and counts for
the 125, for the instrument time (if IMC or simulated) and instruction
(if it was preparation for the instrument rating).  The only PIC experience
for instrument required is for the 50 hours of x-c.

-Ron
Newsgroups: rec.aviation
From: amazon@sgi.com (Stormwind)
Subject: Re: Medication
Organization: X Industries, Heavy Weapons R&D
Date: Wed, 30 Sep 1992 18:31:03 GMT

(Bill Coleman) writes:
>(Christophe J Quaranta) writes:
>> 	On the subject of medication & flying, didn't astronaut Wally Schirra
>> used to advertise Actifed?  It's a cold medication - he suffered a cold on the
>> Apollo 7 mission, and said he used it during space travel.
>> 	Well I've taken the stuff - I won't even run the dishwasher when 
>> I'm on the stuff - makes you very hyper indeed.
>
>Odd. I've used Actifed from back when I was a child, and it was a prescription
>medication. 

it comes in over-the-counter
strength these days.  myself, 
none of the cold medicines work
well once i've contracted a cold.
either it doesn't work at all, 
or i become so sleepy and spaced-out
that i might as well just sleep it
off in bed.

on one memorable business flight
back east, i discovered the abject
misery that occurs while descending
with plugged ears.  *nothing* worked;
not contac, actifed, sudafed, 
chlortrimeton nor some other snort-
it-up-your-nose spray that an army
parachute jumper had recommended to 
unplug ears.  shortly before we 
started our takeoff roll out of chicago,
i gave up and took several tries at
pressurizing by grasping my nose and
blowing.  this finally worked (but
took a staggering amount of pressure
the first time), and i happily
hyperventilated in this manner the 
rest of the way to virginia.

if you've never flown with plugged 
ears, TRUST me you do NOT want the
experience firsthand.  you run the
very real risk of puncturing or otherwise
damaging your eardrums and suffering
hearing loss, and you will undoubtedly
suffer a lot of pain during descent.
this will happen even if you feel 
reasonably chipper on the ground, but
your ears feel kinda pluggy.  now, i 
completely avoid flying anything 
except simulators when i've got a cold.  
it's simply not worth it, when you'll be 
better again in a week.

			stormwind
			
			hell's amazon
From: cantrell@seqp4.sequoia.com (Paul Cantrell)
Newsgroups: rec.aviation
Subject: Re: Found after 20yrs was Interstate Landing--Not such a good idea
Keywords: Emergency Landing Road Interstate
Date: 29 Sep 92 16:27:50 GMT
Organization: Sequoia Computer Systems

[various articles about planes lost for long periods of time]

Note that you don't have to crash out in the wilderness for you not to be
found.

A friend told me about back in the days when he was a flight instructor,
there was this guy who just absolutely hated to bank. He would skid the
plane around every turn. An instructor would break him of it, but a few
weeks later he'd be doing it again. My friend was one of his instructors.

Several years later, the guy ends up missing. The plane is gone, so they
figure he's down somewhere, but there's no flight plan, and nobody knows
where he might be. There's a big search, but they don't turn up anything.
Not surprising - he could be *anywhere*. They don't know where to look.

After the official search is finished, my friend gets hired by the family
to keep searching. He spends a month flying all over New England looking
for this guy. No luck.

Finally, much later, the plane is found, 1/4 mile off the end of a runway
at a fairly busy (uncontrolled) airport. It went straight down, so knowing
the guy, they figure he spun in from a stall turning final. Didn't knock
down enough trees to be obvious. Not being found didn't hurt this guy,
the plane made a nice deep hole. But if he'd survived the crash and
been unable to walk out, it'd be pretty sad...
-- 
                  THIS                  | Paul Cantrell "PC"
                  SPACE                 | cantrell@sequoia.com
              INTENTIONALLY             | DoD #1144
               LEFT BLANK               | HELO/ASEL/ZX10 Pilot
Newsgroups: rec.aviation
From: charleen@ADS.COM (Charleen Bunjiovianna)
Subject: Re: Medical exam (was Re: Beginner needs advice...badly!)
Keywords: Hypertension, Medication, Prescription, Medical
Organization: The Original Estrogen-Crazed Lust Bunnies
Distribution: usa
Date: Tue, 29 Sep 1992 23:41:28 GMT

In article <BvD0w0.CAA@ux1.cso.uiuc.edu> mjoseph@ux1.cso.uiuc.edu (Mark Joseph) writes:
>In article <1992Sep28.210134.6467@ads.com> charleen@ADS.COM (Charleen Bunjiovianna) writes:
>>
>>What exactly are they looking for in the medical examination?  Is
>>hypertension (controlled by medication) going to be a problem?
>
>_Maybe_.  While visiting the FAA Building at Oshkosh, I picked up a
>brief guide on medical certificate eligibility for those with hypertension.
>The bottom line depends upon the exact type of medication prescribed.
>Contact your friendly local Aviation Medical Examiner, the FAA
>Aeromedical Branch, or regional Flight Standards District Office for
>further info.  If none of those options are acceptable, I'll try to 
>dig up the guide I received from the FAA.

This has been an afternoon odyssey through bureaucratese.

First, I tried the AMEs listed in the Yellow Pages.  None would talk to me
without scheduling an examination.  My protest ("But if I'm taking a
prohibited drug, I'm going to fail the examination *anyway*; why can't
you just tell me?") fell on deaf ears.

I called the San Jose Flight Standards office.  A nice man there
informed me that the FARs are *not* specific about what
antihypertensive meds are prohibited and that I really ought to talk to
the Regional Flight Surgeon in Oakland.  (The number is 510-797-3200,
Dr. Weigel, for future reference.)  Dr. Weigel was gone for the day but
his assistant Valerie confirmed that my medication (lisinopril) is
acceptable.  However, I will have to have a cardiovascular evaluation
done by a cardiologist or my own physician.  She's sending me the
information and paperwork.

Thanks to all the people who sent me mail and posted.  You helped me
piece this together.  This is a great newsgroup!

Charleen

--
Alan Shepherd, one of the Apollo astronauts, said during a press meeting:
"It's a very sobering feeling to be up in space and realize that one's
safety factor was determined by the lowest bidder on a government contract."
From: cep@taligent.com (Christophe Pettus)
Subject: Re: PC-based Flight Simulators
Organization: Taligent, a little subsidiary of two really big companies.
Date: Fri, 2 Oct 1992 00:04:05 GMT

Of course, there is a brand-new newsgroup, rec.aviation.simulators, to
discuss this very topic.
--
-- Christophe

"Black is the color of non-conformity.  Everyone has to have it."
	T-shirt company executive
Newsgroups: rec.aviation
From: sam4628@zeus.tamu.edu
Subject: Re: help -- I've joined the Moonies!
News-Software: VAX/VMS VNEWS 1.41    
Organization: Texas A&M University, Academic Computing Services
Date: Tue, 29 Sep 1992 12:16:00 GMT


In article <BvBBtw.DA3.2@cs.cmu.edu>, dst+@cs.cmu.edu (Dave Touretzky) writes...
> 
>1) One of the birds we're flying is a 1978 model with a Piper Arrow-style
>throttle quadrant.  I could swear I've seen newer Mooneys with push-pull
>knobs, like in the Cessna singles and, of course, like the older Mooneys.
>Was 1978 an odd year, or am I hallucinating again?
>

Our club has a Mooney Executive (M20F) with a quadrant -- apparently
Mooney decided it was too cumbersome during entry/exit and went back
to knobs (too bad -- nothing like a quadrant to make you feel like
you're in a "real" airplane :)

>2) What's the story with the gear horn?  Sometimes it sounds a continuous

Can't help on this one, except to say that _I_ don't remember this type
of behavior when I was getting checked out in our Mooney.

>3) The 201 has a Lycoming IO-360 engine.  Do you ever lean this for taxi to
>prevent plug fouling?  Our club is a stickler for leaning prior to taxi in

Our Executive is also fuel injected (tho' I can't remember the model
number of the engine off the top of my head). Anyway, we do lean it for
taxi.

>4) For touch and goes, we've been doing our best to raise the flaps to the
>take-off position after adding full throttle but before rotating.  One of
>the CFIs I flew with says that's what he does.  But it strikes me as rather
>dangerous for a pilot who's transitioning up to a complex aircraft; he's
>very busy at that time, and doesn't really want to be fumbling with the flap
>switch.  I think raising the flaps fully would be simpler and safer -- just
>flip the switch to the "up" position and get back to concentrating on the
>takeoff.  The lack of 1/3 flaps doesn't seem to hurt on a touch and go,
>where you're almost at flying speed as soon as the throttle comes in.
>Comments, anyone?
> 

I'll leave this one for the 'experts'!

------------------------------------------------------------------------
| Steven A. McCluney                 |"Strange women lying in ponds    |
| sam4628@zeus.tamu.edu              | distributing swords is no basis |
| I'm a grad student, so my opinions | for a system of government!"    |
|    are worthless anyway            |          Dennis, to King Arthur |
------------------------------------------------------------------------
Newsgroups: rec.aviation
From: dmcleod@ducvax.auburn.edu
Subject: Where is Joe Merchant?
Organization: Auburn University, AL
Date: Mon, 28 Sep 1992 12:28:22 GMT

I went to see Jimmy Buffett the other night in Atlanta where he was
promoting his new book _Where_is_Joe_Merchant?_  The book is chock
full of seaplane flying and pirate adventures and is quite good.
However, net.trivia experts should find it interesting that there
are plans to make the book into a movie and Buffett is going to do
all his own flying.  Some guys get all the luck; a bestselling book
and free flight time!

- David McLeod
- dmcleod@ducvax.auburn.edu
Newsgroups: rec.aviation
From: dinsdale@berlioz.nsc.com (Steve McRobert)
Subject: Soaring sites in SF Bay area
Originator: dinsdale@bach
Organization: National Semiconductor Corporation
Distribution: ba
Date: Wed, 7 Oct 1992 00:45:53 GMT

LEARNING TO FLY GLIDERS IN THE SAN FRANCISCO BAY AREA

There have been one or two people who have enquired over the net about 
learning to fly gliders near the SF bay.

This is as up-to date as I can make it, and is, unsurprisingly, slanted towards 
the club I belong to.

Ames Soaring club based at Byron is now the closest to most bay area cities.

Byron is in the central valley about 15nm NE of livermore, and is just fine for 
flying into for most airplanes (look in the A/FD)

In the summer two or three of the gliders are taken up to Truckee/tahoe airport 
where the soaring conditions are outstanding.

The Ames club owns 5 sailplanes and welcomes everyone from gliding experts 
with all 3 diamonds to complete beginners.

The sailplanes are:-

2 Blaniks (28:1 aluminium two seat trainer)
1 Grob 103 (36:1 fibreglass two seat sailplane)
1 Schwiezer 1-26 (22:1 aluminium single seat sailplane)
1 Pilatus B-4 (35:1 aluminium single seat fully aerobatic sailplane)

Rates for the gliders are very low, $ 5 per hour for the grob (the most 
expensive), or if no-one else is waiting to fly you can stay up as long as you 
like for your $5!

Tows are provided by a scout towplane owned by the Northern California 
soaring association (NCSA) and are very cheap compared to commercial 
operations, typically less than $15 for a 3000 foot tow.

Ames is a club, so to fly with us joining and membership fees are payable.
We are however offering a 1 month trial membership for $100 which will 
allow people to make dual flights with one of our four instructors and decide 
how they like it before deciding whether to formally join.

If you want to find out more, either stop by at Byron any weekend, call (510) 
516 1745 and leave a message with your phone number so we can get back to 
you, or reply to this via email.

OTHER GLIDER SITES

Fremont is now permanently shut down.  Sky soaring are trying to open up at 
Hollister, but have not succeeded yet.

Bay area soaring associates (BASA), another club who used to operate out of 
fremont have at least two of their gliders at truckee at the moment.  As far as I 
know, they only accept members who are already rated pilots.

Silverado soaring club also have at least one ship based at truckee at the 
moment.

I believe that lagoon valley soaring are back in business at the old vaca-
dixon airport, this is a commercial operation, no membership but higher rates.

Other commercial operations are based at Minden NV and at Truckee (soar 
truckee).
-- 
Steve Mc Robert (a.k.a. Dinsdale Piranha) PP ASEL, Glider, Tow Pilot
Organisation: National Semiconductor. Aircraft: DG300 GJ
Want to soar?  Call the Ames soaring club 510 516 1745 at Byron airport
From: bcoleman@hayes.com (Bill Coleman)
Newsgroups: rec.aviation
Subject: Re: Twin aircraft
Date: 16 Sep 92 17:50:20 EDT
Organization: Hayes Microcomputer Products, Norcross, GA

In article <1992Sep15.213317.21717@cirrus.com>, gopal@cirrus.com (Gopal Ramachandran) writes:
> 
> As strange as it may seem, there have also been counter-rotating twins
> made with this configuration:
> 
> Examples are the Piper Aerostar 700P from the recent past, and the
> Lockheed P-38 Lightning from WWII. And, yes, these were
> purpose-designed to improve flying qualities.
> 
>     ^        ^
>     ___ || ___
>      |  ||  | 
>   ||||||||||||||
>         ||      
>         ||      
>         ||      
>       ||||||    
> 
> 

You missed one. There's one other plane with counter-rotating twin props,
that both rotate in the critical direction. But, it isn't a twin engine.

Give up?

It's the Wright Flyer.

-- 
Bill Coleman, AA4LR                ! CIS: 76067,2327    AppleLink: D1958
Principal Software Engineer        ! Packet Radio: AA4LR @ W4QO
Hayes Microcomputer Products, Inc. ! UUCP: uunet!hayes!bcoleman
POB 105203 Atlanta, GA 30348 USA   ! Internet: bcoleman%hayes@uunet.uu.net
Disclaimer: "My employer doesn't pay me to have opinions."
Quote: "The same light shines on vineyards that makes deserts." -Steve Hackett.

From: leed@hpgrla.gr.hp.com (Lee Devlin)
Date: Fri, 2 Oct 1992 18:38:30 GMT
Subject: Re: Close Encounter - Balloon/Airplane
Organization: Hewlett-Packard Avondale, PA
Newsgroups: rec.aviation

In rec.aviation, leed@hpgrla.gr.hp.com (Lee Devlin) (me) writes:

>"What we have here is a failure to communicate."
>                  --    Jack Nicholson in "Five Easy Pieces" (****)

Well, here's my obligatory retraction.

I should have written:

"What we have here is a failure to communicate."
                    --    Strother Martin in "Cool Hand Luke" (****)

A profuse "Thank you" to all of you who sent me email.  If you'd like to
find out if anyone reads your postings, just include some erroneous
information like I did here.  Oh well, a gaffe now and again is good for
the soul :-).

"What we have here is a failure to remember"
                  --  Lee Devlin in "rec.aviation" (*)
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: Any comments about the El Al crash?
Organization: Swedish Institute of Computer Science, Kista
	<6OCT199207332114@zeus.tamu.edu>
Date: Wed, 7 Oct 1992 03:13:32 GMT

In article <6OCT199207332114@zeus.tamu.edu> sam4628@zeus.tamu.edu (MCCLUNEY, STEVEN ALEXANDER) writes:
   In article <LHE.92Oct6082922@yang.sics.se>, lhe@sics.se (Lars-Henrik Eriksson) writes...
   >... Today I read that the 747 engine mounts
   >are designed so that the engines actually fall off the aircraft if
   >they have been damaged enough.
   > 
   >Does anyone know if this really IS true?!?

   ... Boeing planes are designed
   such that if an engine is vibrating badly it will come off before doing
   damage to the rest of the plane.  As far as I know, this only applies
   to engine vibration (i.e. they can't 'eject' an engine which is on fire).

This makes more sense! The newspaper article actually claimed that an
engine on fire would be dropped!
--
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                         Fax: +46 8 751 72 30
From: amm@NeXT.COM (Alan M. Marcum)
Newsgroups: rec.aviation
Subject: Re: GTE CONTEL DUAT new features
Date: 6 Oct 92 16:35:56 GMT
Reply-To: amm@NeXT.COM (Alan M. Marcum)

John Stephens writes
> I am not a regular user of the CONTEL Duat -- I am much more
> familiar with ... DTC ...

Why do I use Contel?  Because I can telnet to duat.Contel.COM
[131.131.7.105].  Period.
--
Alan M. Marcum
NeXT Tech Support
amm@NeXT.COM
From: cm9@prism.gatech.EDU (MCKEITHAN,CLIFFORD M.)
Newsgroups: rec.aviation
Subject: Re: Helicopter abuses (?)
Date: 2 Oct 92 22:07:01 GMT
Organization: Georgia Institute of Technology

>
>
>    QUESTION: Is this kind of flying *legal*? I KNOW it is not safe, and
>    I KNOW that the only thing that kept anybody from being killed was
>    luck.

 Sigh. Here we go again. Somebody who already "KNOW"s the answers.
 Certainly the skill of the pilot and the familiarity of the crew with
 the procedures have nothing to do with it...it's just pure luck that
 nobody got killed.

 ..glen
>
>
While I will not flatly state that I KNOW that the operation is not
safe, as a reasonably experienced helicopter pilot, I KNOW that I would
not have pulled wire across a road, even at higher agl, without having
traffic stopped in both directions until the cable was secured on both
sides of the roads.  IMHO, to permit such operations while traffic
continues to move is, at best, poor judgement.  In the situation 
described, the real danger is not so much the possibility of engine
failure, or the crew screwing up, as the possibility that dirt and
debris being blown around might cause a motorist to perform some
unusual manuever.  I would venture to say that most law enforcement
agencies would not permit an op of this kind without traffic control.
-- 
MCKEITHAN,CLIFFORD M.
Georgia Institute of Technology, Atlanta Georgia, 30332
uucp:     ...!{allegra,amd,hplabs,ut-ngp}!gatech!prism!cm9
Internet: cm9@prism.gatech.edu
Organization: Ryerson Polytechnical Institute
Distribution: na
Date: Tuesday, 29 Sep 1992 14:40:06 EST
From: <AERE7114@RyeVm.Ryerson.Ca>
Newsgroups: rec.aviation
Subject: Re: Lovecrazed pilot (this is a crash story)
 <1992Sep23.230736.8817@odin.corp.sgi.com>

I saw the plane crash on the national news which said that the girlfriend and
her father left the house out of the back door when they heard the plane
circling because they knew who it was and what he was going to do.  The news
also had footage of the plane from someone with a camcorder.  Apparently
everybody in the immediate area knew who was flying the plane and what he
might do (a closely linked community).  The guy was circling for awhile, so
there was plenty of time to evacuate the people.  The guy in the plane
assumed that his girlfriend was still in the house because it was in the
middle of the night (he must not have seen all of the people on the ground
too.)  Finally, the news had a recording the pilot (not really much of one
if you ask me) talking to the tower, he said something like;" Nobody takes
me seriously", and "It would be a real shame if I ran out of fuel with all
of those people sleeping down there" (the sarcasm was quite evident in his
voice.  And finally the fool crashed with skull fractures (good).
Check six.
Paul
(some follow-up,eh?)
Newsgroups: rec.aviation
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Re: Too hot to fly?!?!
Organization: Data Parallel Systems, Inc
Date: Thu, 1 Oct 1992 15:04:01 GMT

In <1992Oct1.030309.3206@netcom.com> steve@netcom.com (Stephen Williams) writes:

>However, the efficiency of jets does increase with colder temperatures
>because they can be run richer without melting the turbines. This
>is where my confusion rests.

Steve, you should have quit while you were ahead!

Running "richer" will DECREASE turbine temperature and DECREASE
efficiency, just like it decreases EGT on a piston engine.  Now, it's not
really possible to run "richer" on a turbine because running richer means
more fuel and more fuel = more power.

On the other end of the scale, even if you could effectively "lean" a gas
turbine, and you may be able to with variable-stator designs (Robert?  Kevin?),
I would be surprised to learn that you could lean one enough to move
combustion out of the burner cans.

The cooler-air = cooler turbine doesn't make much sense either since cooler
air = denser air.  Just like a piston engine, a gas turbine produces
more power at cooler temperatures if all other variables are held
constant.  Anyone who's compared their piston EGT readings on a hot
day vs. EGT on a cold day can attest that EGT goes up, often dramatically,
as air temperature drops.

greg
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
Newsgroups: rec.aviation
From: sam4628@zeus.tamu.edu (MCCLUNEY, STEVEN ALEXANDER)
Subject: Re: Any comments about the El Al crash?
News-Software: VAX/VMS VNEWS 1.41    
Organization: Texas A&M University, Academic Computing Services
Date: Tue, 6 Oct 1992 12:33:00 GMT

In article <LHE.92Oct6082922@yang.sics.se>, lhe@sics.se (Lars-Henrik Eriksson) writes...
>When something like this happens the media starts writing lots of
>funny stuff about aviation. In Swedish newspapers I read yesterday
>that the 747 is unusual in that it is "stable", meaning that it can
>land with all engines failed. Today I read that the 747 engine mounts
>are designed so that the engines actually fall off the aircraft if
>they have been damaged enough.
> 
>This latter statement seems totally incredible. I would have dismissed
>it straight away if it wasn't for alleged quotes by Boing people
>supporting it.
> 
>Does anyone know if this really IS true?!?
> 
>--

According to my old flight instructor (flight engineer, 727; copilot, 737;
I think he's in 767's now) many (perhaps all?) Boeing planes are designed
such that if an engine is vibrating badly it will come off before doing
damage to the rest of the plane.  As far as I know, this only applies
to engine vibration (i.e. they can't 'eject' an engine which is on fire).

------------------------------------------------------------------------
| Steven A. McCluney                 |"Strange women lying in ponds    |
| sam4628@zeus.tamu.edu              | distributing swords is no basis |
| I'm a grad student, so my opinions | for a system of government!"    |
|    are worthless anyway            |          Dennis, to King Arthur |
------------------------------------------------------------------------
From: alan@metasoft.UUCP (Alan Epstein)
Newsgroups: rec.aviation
Subject: Re: Solo Rites
Date: 30 Sep 92 14:19:57 GMT
Organization: Meta Software Corporation, Cambridge MA

>: >q1hl@jupiter.sun.csd.unb.ca (Chris Rasley)
>: >writes about various first-solo rites of passage.
>: >
>: Gee, I feel left out, when I soloed, nothing at all happened, my instructor
>: said pretty good, do another one and that was it, no ceremony, nothing!
>: 

My instructor did the same, although he did mention that the ritual
dictated a torn shirt. Maybe he demurred since mine was soaking wet.

-alan

-----------------------------
Alan Epstein
Meta Software Corp		 Internet:  alan@metasoft.com
Cambridge, MA 02140  USA	      IAP:  ILS 11 BED
-----------------------------