HDTenEightyP/NetNews huggingface dataset:
From: jlong@uhunix.uhcc.Hawaii.Edu (John Long)
Subject: Re: PC a step closer to realistic simulator (Thrustmaster)
Organization: University of Hawaii at Manoa
Date: Wed, 16 Sep 1992 00:11:04 GMT

In article <5552@ssc-bee.ssc-vax.boeing.com> prang@ssc-vax.boeing.com (Ron Wanttaja) writes:
>In article <n=snnvm.hchong@netcom.com>, hchong@netcom.com (Hoi Chong) writes:
>> ... and of course a real good PC simulation program, then we have it made. 
>> 
>> Now, can somebody think of how to simulate directional G's... 
>
>I've put a small amount of thought into that...
>
>Simulating G-forces, of course, is something even the big simulators can't
>do.  Changing the direction of the apparent gravity/centrifugal vector is
>another thing.  Note that in "normal" flight this vector doesn't change
>much... not at all in a coordinated turn, for instance.  The easiest way to
>do this is to place the entire cockpit on a pivot and tilt it in the
>appropriate direction.  Suprisingly little tilt is needed... just the hint
>should be enough.  Ten to 30 degrees, maximum.
>
>There are three traditional ways to get the cab to tilt:
> [Three Traditional Ways deleted ]

Who needs G's? Back around 1957, when the Boeing 707 was being tested
and certified, Tex Johnson did a 1-g barrel roll in one, coming out at
500 ft above Lake Washington, where about 100,000 people were on the
beach watching the time trials for the u-boat races. There were guys
on board the plane who were watching their instruments and never even
knew it took place.

Who needs G's? I have been on lots of amusement park rides, but none
of them ever gave me the thrill of stalling in a Cessna 150 for the
first time. I can only imagine what 9 g's are like. Anybody know 
offhand what a Cessna 150 can do for g's? For a dinky little plane,
I was impressed. I would probably be even more impressed with what
a F-16 could do ;-) But the kind of motion that a Link Trainer can do 
is *not* the kind of motion you feel in the sky! Link trainers can
yaw and roll, but can not put a ton of lead on your lap.

Who needs G's? Not me! Give me full 360 degree vision and lots of 
detail. I think I could do without the sensation of motion, which
can be unpleasant at times, especially when your inner ear is telling
you something and your eyes are telling you something else.  

Yeah, a little twist and tilt wouldn't be so bad...

-LongJohn
From: lairdb@crash.cts.com (Laird P. Broadfield)
Newsgroups: rec.aviation
Subject: Re: CAP info
Date: 4 Sep 92 18:47:15 GMT

In <1992Sep4.013428.4562@erenj.com> bdboyle@erenj.com (Bryan D. Boyle) writes:

>Bob: all interested citizens are welcome to help CAP carry out its 
>defined missions of search and rescue, cadet development, and aerospace
>education.  All you need is the interest to contribute time and some
>effort.

Gosh, I don't see "border interdiction" and "DEA support" missions
in there.  How does mission assignment work?  Are you going to show 
up at the ramp one night and find six heavily armed guys all in black
standing next to your Caravan saying "just put us down on this dirt
road here... and then leave quickly.  By the way, what armor class 
is this thing?"


-- 
Laird P. Broadfield     lairdb@crash.cts.com    ...{ucsd, nosc}!crash!lairdb
Hi!  I'm a shareware signature!  Send $5 if you use me, send $10 for manual!
From: schinner@vcd.hp.com (Jim Schinnerer)
Newsgroups: rec.aviation
Subject: Canard Pros -n- Cons
Date: 10 Sep 92 20:47:05 GMT
Organization: Hewlett-Packard VCD
X-Newsreader: Tin 1.1 PL5

I am entering month 3 of my "What kind of plane do I really want to build"
study.  Last month was bi-planes, but this month, I am looking at the
canard configurations, like the Velocity, Cosy-IV, etc.  As I understand
it, they are very efficient as you have two lifting surfaces as opposed to
one lifting and one (opposite of lifting, grounding?) surface.

I suspect that they fly a bit differently, but I have heard that they are
very stable and easy to fly.  What's the story there?

If you stall the canard on final, will the nose plop onto the runway, or
will the whole plane just settle on with a thump?

Also, what kind of crash survivability would you have in a glass airplane
with the engine behind you?  Seems to me that there wouldn't be much between
you and that tree or rock that your plane is going to hit, and that big,
heavy engine isn't going to stop too quickly.

Are there any canard owners out there?

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
From: jac@mentor.cc.purdue.edu (John Clear)
Newsgroups: rec.aviation
Subject: Re: CAP info
Date: 5 Sep 92 14:43:57 GMT
Organization: occasional on alternate Tuesdays

In article <lairdb.715632435@crash> lairdb@crash.cts.com (Laird P. Broadfield) writes:
>In <1992Sep4.013428.4562@erenj.com> bdboyle@erenj.com (Bryan D. Boyle) writes:
>
>>Bob: all interested citizens are welcome to help CAP carry out its 
>>defined missions of search and rescue, cadet development, and aerospace
>>education.  All you need is the interest to contribute time and some
>>effort.
>
>Gosh, I don't see "border interdiction" and "DEA support" missions
>in there.  How does mission assignment work?  Are you going to show 
>up at the ramp one night and find six heavily armed guys all in black
>standing next to your Caravan saying "just put us down on this dirt
>road here... and then leave quickly.  By the way, what armor class 
>is this thing?"
>

	CAP border interticiton and DEA support is not exteremly dangerous.  It
mainly is just flying along the border looking for people crossing it, or flying
around Florida and other southern states looking for drug-running boats or 
aircraft.  If any are spotted the authorities are notified and the CAP plane 
takes up a watchful position a safe distance away.  I have heard (third or forth
hand) that planes have come back with bullet holes in them.  Knowing the way the
drug war is going, I would take these reports as being true.

John

PS: CAP is totally volunteer, and yes people volunteer for DEA missons.



-- 
John A Clear -- jac@mentor.cc.purdue.edu, clearja@sage.cc.purdue.edu
PP-ASEL   C/LTC, CAP-NYW                                 
'The best way to accelerate an IBM is at 9.8m/s^2' 
'Hard work may not kill me, but why take the chance?'
From: petri@venus.iucf.indiana.edu (HOWARD PETRI)
Newsgroups: rec.aviation
Subject: Speed to Fly Calculations for Soaring
Date: 10 Sep 92 16:18:54 GMT
Reply-To: petri@venus.iucf.indiana.edu
Organization: INDIANA U. CYCLOTRON FACILITY, BLOOMINGTON, IN
News-Software: VAX/VMS VNEWS 1.3-4


     Let me expand on my offer to do Mac Cready/Reichmann Speed to Fly
calculations for soaring pilots.

Here is what I can calculate:

1) MacCready Ring Calculation
   With these numbers you can construct a Speed to Fly ring for your
   vario.

2) Average Cruise Speed
   I calculate an average cruise speed, possibly attainable, for various
   expected average rates of climb. This is interesting for it gives one
   something to shoot for when flying cross country.

3) Stocker Final Glide Numbers
   The program calculates all the numbers one needs to construct this
   device. I like it more than cockpit computers since it is mounted
   with a local map so that you can pick out your position and know
   ideally what altitude you need to get back. Winds are also accounted
   for. You can use it to optimize speed or distance traveled, whichever
   you choose.

4) Best L/D Speed and Best L/D; Min Sink Speed and Min Sink
   I also print these numbers out.

     All of these calculations are done using Helmut Reichmann's
analytical forms derived in his book Cross Country Soaring. If you 
want to build the Stocker Final Glide Calculator I would advise that
you get this book to see how to do it with the numbers I will supply. 

  Here is what I need:

     I need a polar from you. I will run another program that will
do a regression to a second degree polynomial to turn your polar into a
analytical form that I use for input to the Speed to Fly program. I have
tried other functional forms but a parabola seems to be the preferred
form. 
     So lift an idealized polar from the POH or measure it yourself,
(difficult to do), I don't care. Send me the numbers in tabular form,
Sink vs Airspeed. Units should be knots but I can do the conversion if
I have to. Tell me the weight the polar was measured at and the weight
or weights you would like the calculation run at. I can scale the polar
to various other weights.

     I have already done this for the following gliders:
                    Pegasus
                    Standard Cirrus
                    ASH 26E
                    Schleicher K8
                    ASW 15
                    PIK 20B
                    Ka-6e (maybe?)

     I'll do these calculations as fast as I can and e-mail back the
output. 

A' bientot

Howard Petri
Pegasus N599JH
Newsgroups: rec.aviation
From: gaynier@elec.uq.oz.au (Ron Gaynier)
Subject: Re: Speed to Fly ( was: Soaring decisions (was: ...long boring flights)
Organization: Prentice Centre, University of Queensland
Date: Fri, 11 Sep 1992 00:17:22 GMT

In <BuC4q4.BMM@usenet.ucs.indiana.edu> petri@venus.iucf.indiana.edu (HOWARD PETRI) writes:


"|"     I got Reichmann's Cross Country Soaring book early in my Soaring
"|"career. I guess I am still early in my soaring career; going on 6 years
"|"now. Anyway; I was quite impressed with the mathematical development
"|"and decided to implement his equations in a computer program and generate
"|"the data needed to make a Stocker final glide calculator using my favorite
"|"polar. I did this and was quite proud of myself. In 1990 Reichmann came
"|"to the US soaring convention and I had a chance to talk to him as I have
"|"mentioned before. I told him how I had done all of this work and he 
"|"looked at me rather unimpressed and said something like,

"|"" well yes that is all very good, but you know that the correct speed to fly
"|"is only about 5% of the total equation. The other 95% is choosing the correct
"|"path over the ground!"

"|"      This very properly deflated my ego as I realized he was of course
"|"correct. If one continually chooses the wrong place to look for thermals
"|"and lift, flying to these places at the correct speed is totally
"|"useless. And this is where the successful cross country soaring pilots
"|"really shine. They have a sixth sense for choosing the correct path to
"|"the next region of lift, while the rest of us only hope. Reichmann had
"|"no suggestions as to how I might develop this less mathematical but very 
"|"necessary skill.

This is an "Ingo and I" story I heard from a pilot at our gliding club this 
weekend. The pilot was going to be checked out in a motor glider by Ingo Renner, 
the only time available to do it was very early in the morning and they were in the
air at sunrise (the runway lights were still on when they took off). They flew up
a few thousand feet and shut off the engine, they had glided for awhile in the still 
air of early morning when Ingo said "Fly over there." Bang, four knots. My friend
asked him how he knew there was lift there, Ingo replied "I just know." Oh course
we would have to assume local knowledge helps.  

Ron Gaynier
Newsgroups: rec.aviation
From: robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD))
Subject: Re: DEA on 60 minutes
Organization: Univ. of MD, Baltimore County
Date: Sat, 5 Sep 1992 12:19:28 GMT

In article <92248.16235634AEJ7D@CMUVM.BITNET> <34AEJ7D@CMUVM.BITNET> writes:

[in reference to DEA's search & seizure methods]

>Definitely UNrestricted. Not even a warrant, in most cases. Just guns.
>
>The DEA does this sort of no-charges-filed, sue-us-to-get-your-property-back
>seizure all the time, on any kind of property, real estate, bank accounts,
>etc. Court records have revealed their paid informants at airline
>ticket counters, reporting anyone who buys a ticket for cash. The cash
>is seized and the informant gets a percentage.
>
>Those skies are getting "friendlier" all the time.  :-(
>
>W. K. Gorman

It isn't just the pilots, of course.  About three years ago, a close friend
took his new fishing boat -- a prototype sport fisher built by the same
company that makes a very popular cigarette racer (and with the same basic
hull) to a fishing tournament in Florida.  When they came back in the first
night of the tournament, the DEA impounded his and another boat for search.
My friend got off lucky.  They pulled apart virtually everything that could
be pulled apart, but other than making a big mess, did not damage the boat.
The other guy wasn't so lucky.  They drilled holes entirely through almost
every part of the hull that was built with double-wall construction.  In
short, they ruined a boat that cost over $100,000.00 ... and found NOTHING
(except fishing gear).  What was the boat owner's recourse?  Sue the DEA --
a process that his Florida-based lawyer anticipated would take about three
years to conclude and from which he *might* recover about half the cost
of the damage (less legal expenses).

Needless to say, my friend's boat came out of the water that night, and did
not get wet again until it was back in N.C.

Newsgroups: rec.aviation
From: zari@bolzano.math.ethz.ch (Alain Zarinelli)
Subject: Re: Twin aircraft (was: Re: Twin Beechcraft crashed in Hinckley, IL)
Organization: Swiss Federal Institute of Technology, Zurich
Date: Fri, 11 Sep 1992 15:49:37 GMT


In article <1992Sep10.220237.17984@ncrcae.ColumbiaSC.NCR.COM>, hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488) writes:

|>      [Ed writing about an article in "AOPA pilot" (presumeably)]
|> The article also pointed out the the skills needed for single engine operation
|> in cruise are often allowed to get rusty -- thus leading to many pilot errors
|> well single engine operation was required in an emergency.      [...]

  This is what I meant with my last statement in my posting, i.e.

     "The "extra" engine _IS_ a good reason to fly a twin (IMHO); you
      just have to keep in mind _WHERE_ you may encouter _WHAT_ problems --
      and stay proficient in the emergency procedures..."
          ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

   I think _EVERY_ twin pilot should _AT_LEAST_ once a year sit in a twin
simulator, with an instructor, to "play through" all the emergency procedures.
After all this will just cost you some $$, but (perhaps) not your life!

							Alain.
--
Alain Zarinelli                                            (PPL-CVFR/NVFR)
zari@math.ethz.ch                                                         
zari@astro.phys.ethz.ch               "If God had meant man to fly ---
zari@czheth5a.bitnet                   He would have given him more money"
Newsgroups: rec.aviation
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: Canard Pros -n- Cons
Organization: National Library of Medicine
Date: Tue, 15 Sep 92 14:51:18 GMT

In article <5556@ssc-bee.ssc-vax.boeing.com> prang@ssc-vax.boeing.com (Ron Wanttaja) writes:
>
>Maneuvers well at altitude... but not as good as some.  Terry bounced me once
>and came back with pipper burns all over his canopy.  He flew around me at 
>150 mph while I circled inside him, keeping lined up the whole time.  If only 
>I'd armed the Le Prieurs.... :-)
>
But Ron, in the real world of air combat, Speed Kills or at least controls
the engagement (He who Flies Fast decides whether he wants to Fight).
An attack LongEze would have simply set the Sidewinder on soot detector
mode, gotten a lock on the Fly Baby while closing a cruise speed, and
the last thing you would have seen through those goggles was a bright flash.

:-) for the phantasy-impaired

Dan Masys
masys@nlm.nih.gov
Newsgroups: rec.aviation
Subject: Re: soaring news
From: news@massey.ac.nz (USENET News System)
Date: Tue, 8 Sep 1992 05:16:30 GMT
Organization: School of Maths and Info Sciences, Massey University, NZ.

In article <gaynier.715910960@s1.elec.uq.oz.au> Ron Gaynier writes:

>I'm confused, I thought the next World Championships were going to be held
>at Omarama in New Zealand. Has one of us gotten our dates mixed up?

That's 1995 at Omarama. Don't forget to book in advance. :-)

-- Philip Plane
-- P.J.Plane@massey.ac.nz
From: hdnea@usho92.hou281.chevron.com (David Neal)
Newsgroups: rec.aviation
Subject: Re: Interstate Landing--Not such a good idea
Keywords: Emergency Landing Road Interstate
Date: 8 Sep 92 19:13:41 GMT
Organization: Chevron

In article <1992Sep8.162639.10652@eco.twg.com> reece@eco.twg.com (Reece R. Pollack) writes:
>
>In article <4948@metasoft.UUCP>, alan@metasoft.UUCP (Alan Epstein) writes:
>|>I, like many of us, had it drummed in early that if the engine quits and
>|>no airfield is close by, head for the interstate. Well, driving in my
>|>car recently I began noticing that the interstate these days does not
>|>afford the uncluttered tarmac I learned to expect. [[...]]
>|>
>|>My primary training occurred 8 years ago. Did something happen recently?
>
>I got just the opposite drummed into me during my primary training (all of
>5 months ago), for just this reason. I don't think much has changed as far
>as power lines and signs; perhaps it's the instructors who've changed.
>


The thin grey strip's siren song is sweet and powerful.

"I'm paved, I'm paved," it whispers. "I'm flat and even, perhaps
even well lit," it urges. 

Wanting to head for the road is a normal reaction. Mine was ingrained
because Fletcher Aviation does not allow unpaved ops with their planes.

What cured me was when my instructor said, "Can you imagine the 
lawsuits if you landed somewhere and ran a car off the road?"


>--
>Reece R. Pollack
>PP-ASEL -- Octopus Flying Club (based GAI)
>Looking forward to visiting Martha's Vineyard...


-- 
--
David Neal -- hdnea@hou281.chevron.com 
Conserve water, California's deserts need more cotton farms.
From: baldwin@pacific.cps.msu.edu (Reid A Baldwin)
Newsgroups: rec.aviation
Subject: Re: Canard Pros -n- Cons
Date: 15 Sep 92 19:54:44 GMT
Organization: Dept. of Computer Science, Michigan State University

In article <1992Sep11.014728.13453@tc.cornell.edu>,
 braner@theory.TC.Cornell.EDU (Moshe Braner) writes:

|> With a canard, one must ensure that the canard
|> stalls well before the main wing.  That means a higher angle
|> of incidence for the canard.  The plane MUST fly at an attitude
|> that leaves the canard below stall AOA, and the main wing is then
|> at an even lower AOA, with a max C of L that is rather low, say
|> around 1.0.

Would a canard be extremely hazardous if stalled upside down? By the
above explanation, the main wing would be at a higher AOA than the canard
while flying upside down. If the two surfaces have similar aerfoils,
the main (rear) wing would stall before the canard. How would one
recover from such a situation?

Reid Baldwin
Xref: sparky rec.aviation:15444 comp.sys.ibm.pc.games:13218
From: jewell@mace.cc.purdue.edu (Larry Jewell)
Newsgroups: rec.aviation,comp.sys.ibm.pc.games
Subject: Mining Drone (SF2)
Date: 16 Sep 92 02:04:51 GMT
Organization: Purdue University

Minor (and Miner) spoiler!

Sorry about the post, but mail bounced.

To find the mining drone, go the current home base of the ugly blob dudes,
and when you get the surface on the radar, look at the southern continent.

About one third of the way from the right is a long peninsula pointing north.
Almost due south of the upper point of this is a place where the contour lines
are very close together.  This is the steepest cliff on the planet and the 
drone will be there.

Alternative methhod is to drive along the cliff from east to west until you 
find it.  Just stay on the foot of the cliff.

Larry J

-- 
#L.W. Jewell Moderator at the Veterans Information Site (veteran@cc.purdue.edu)#
#& WWII-L Listowner: "Sunday's horoscope is note worthy because of its strange,#
#sudden and wholly unpredictable and inexplicable occurrences, affecting all   #
#phases of life." "Your Horoscope" L.A. Evening Herald Express, Sat, 12/06/41  #
Newsgroups: rec.aviation
From: burke@tss.com (Jim Burke)
Subject: Re: Use solo to actually do something?
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Fri, 11 Sep 1992 00:08:54 GMT

In article <Sep.10.18.37.49.1992.28881@pilot.njin.net>, ron@pilot.njin.net (Ron Natalie) writes:
|> > Can you like solo X-country down to LA and say go to Disneyland, and
|> > then come back?  Or maybe visit friends or something, and come back the
|> > next day?  Or does your instructor time your journey and actually waits
|> > at the airport for your final touchdown? 
|> 
|> I'd discuss it with your instructor, but I don't see why not, if he
|> endorses you off.  I certainly stopped off for lunch at one of my
|> stops on my long crosscountry (I had to get gas anyway).


I actually know of a guy who was going for his pilot's license so he could
commute to work.  He got signed off to solo to his destination airport and
used his solo endorsement to start before he got his license.  I don't 
recommend this but it is legal.  On the other hand, a friend of mine has
taken advantage of the fact that his mother lives in Sacramento to solo
there to meet her for lunch.  Seems like a nice combination of activities
to me since he had to do the solo anyway - why not make a day of it?

-- 

	Jim Burke	"Life is uncertain - eat dessert first!"
	Teknekron Software Systems		... burke@tss.com
  	phone:(415) 617-2432			... uunet!tekbspa!burke
From: woody@udcf.glasgow.ac.uk (Ian Woodrow)
Newsgroups: rec.aviation
Subject: Any FAA N# lookup servers available on internet ?
Date: 9 Sep 92 13:43:26 GMT
Organization: Glasgow University Computing Service

In this ever expanding world of WAIS and gophers,  can anyone tell me if
there is a server on which I can get information on an aircraft (type, year
of manufacture, owner, home base) by giving the N number ?

I know this information is available in microfiche form,  but on-line would
be very useful.

Any ideas, anyone ?


-- 
W@@DY_______________________________________________________________________
 /Ian Woodrow, Computing Service, Uni of Glasgow, GLASGOW G12 8QQ, Scotland \
*  <Dog 'n' Bone:  041-330-4800         | e-mail: woody@udcf.gla.ac.uk>      *
 \__________ FAX:__041-330-4808_____________________________________________/
Newsgroups: rec.aviation
From: harlow@chinet.chi.il.us (Steven A Harlow)
Subject: Re: Canard Pros -n- Cons,   Tail lift.
Organization: Chinet - Public Access UNIX
Date: Sat, 12 Sep 1992 05:09:34 GMT

 > From: braner@theory.TC.Cornell.EDU (Moshe Braner)
 > Date: Fri, 11 Sep 1992 01:47:28 GMT
 > 
 > i.e., be efficient.  The horiz stab of a standard plane does NOT
 > need to generate negative lift for stability.  That's a common
 > myth...  Typically it generates negative lift at high speeds and
 > positive lift at low speeds.
Explain that, please.
-- 
Steve Harlow, Spinneheim, Glen Ellyn, IL, USA