HDTenEightyP/NetNews huggingface dataset:
From: hhd0@newshost.gte.com (Horace Dediu)
Newsgroups: rec.autos
Subject: Re: Blue Book prices for 190 MB
Date: 19 Aug 92 19:25:39 GMT
Organization: GTE Laboratories, Waltham, MA

In article <1273@ceylon.gte.com>, hhd0@newshost.gte.com (Horace Dediu) writes:
|> In article <1992Aug18.094908.1@ulkyvx.louisville.edu>, kpjone01@ulkyvx.louisville.edu writes:
|> |> Anyone have the blue book prices for an 85-86 MB 190?
|> |>  
|> |> Thanks.
|> |>  
|> |> Kevin
|> |> KPJONE01@ULKYVX.CT.LOUISVILLE.EDU
|> 
|> As of first quarter '92:
|> 1985                                                              %depr /yr.
|> 190E: Finance: 7875, Whsl: 8750, Retail: 10650  Orig. MSRP: 22850  53.4 7.6
|> 190D:          6705        7450          9350               22930  59.2 8.4
|> 1986
|> 190E:          9720       10800          12850              23700  45.8 7.6
|> 190D:          8550        9500          11550              23700  51.3 8.6
|> 190E16V:      14490       16100          18400              34800  47.1 7.9
|> 
|> -- 
|> Horace Dediu                                                  GTE Laboratories
|> (617) 466-4111                                                40 Sylvan Road
|> Internet: hdediu@gte.com                                      Waltham, MA 02254

-- 
Horace Dediu                                                  GTE Laboratories
(617) 466-4111                                                40 Sylvan Road
Internet: hdediu@gte.com                                      Waltham, MA 02254
From: sleepy@wybbs.mi.org (Mike Faber)
Newsgroups: rec.autos
Subject: Re: Hottest-looking car of all time
Date: 12 Aug 92 13:31:59 GMT
Reply-To: sleepy@wybbs.UUCP (Mike Faber)
Organization: Consultants Connection, Jenison MI

I'm torn between the '81 Dodge Aries (NOT!), and the '65 Vette.  Call me
conservative, but it's the one I like.

Michael Faber
From: mcrosbie@doc.bmd.trw.com
Newsgroups: rec.autos
Subject: Re: Honda Civic Hatchback Si
Date: 20 Aug 92 11:02:01 MST

In article <F4BsPB4w165w@ersys.edmonton.ab.ca>, wmah@ersys.edmonton.ab.ca (Wayne Mah) writes:
> cbh@opus.mlb.semi.harris.com (Cherie Slasor) writes:
> 
> - Does anyone have any comments on the 92 Civic Hatchback Si?  I'm 
> - particularly concerned with how well the moonroof holds up.  Does
> - it have a tendency to leak?
> - 
> - 
> - -- 
> - ====================================================================
> - Cherie Slasor			     |	Harris Semiconductor
> - Phone:    (407) 724-7607	     |	P.O. Box 883, MS #62B-022
> -           cbh@mlb.semi.harris.com    |  Melbourne, FL   32902-0883
> 
> I don't have the Civic SI, but I do have a Prelude
> (1990) and since I live in Edmonton I do get
> a lot of snow during Oct - Apr.  The snow will melt
> and I have never had a leak.  
>  
> I have also taken my car to the high pressure (
> self wash) washes and again no leaks.
> 
> Wayne Mah              wmah@ersys.edmonton.ab.ca 


I have a 92 Civic Si and am less than pleased with it in several ways.  The
moonroof sticks when you are trying to close it.  The dealer has sprayed it
with lubricant, but it still sticks.  It requires several tries at opening 
and closing of the roof to get it to close properly.  It must be an alignment
thing, but the dealer is unable, unwilling, or uninterested in trying to 
resolve it, since it will close with several tries.  Sometimes it even closes
on the first try.  But it is still frustrating.

Other problems have been the dealer installed air conditioning.  It is not
cold.  It is cool, but not nearly as efficient as other air conditioners I 
have known and loved.  The dealer says it is cooling properly and won't do 
anything more about it.  It is a poor air conditioner.  Also, initially the
belts squealed with the air conditioner on.  They have been adjusted to resolve
this problem, but it doesn't cool any better.

The speedometer is off by about 10mph at speeds 50-70 mph.  It reads faster 
than you are going, so you think you are traveling 65 and everyone around you
is zooming by.  I have tested it against 2 other cars and against mile markers
on the road and it is inaccurate.  The dealer refuses to fix it.  They said all
speedometers are off by some small degree, and this one is within tolerance.

This car was bought because it was suppose to be the best in quality and 
maintenance.  So far, I am not impressed.
From: bcoleman@hayes.com (Bill Coleman)
Newsgroups: rec.aviation
Subject: Re: Osh sig haps: The hail, you say.
Date: 17 Aug 92 10:42:21 EDT
Organization: Hayes Microcomputer Products, Norcross, GA

In article <Bsuwzn.3s9@chinet.chi.il.us>, harlow@chinet.chi.il.us (Steven A Harlow) writes:
> He had slides, one of a small GA plane that had been through hail
> (the little hard round balls of ice, to those of you from the South).

Seeing as we get more thunderstorms down here than anywhere else in
the country, I think we're quite familiar with the nature (and origin)
of hail.

-- 
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: cantrell@seqp4.sequoia.com (Paul Cantrell)
Newsgroups: rec.aviation
Subject: Re: Second Solo - and a question
Date: 13 Aug 92 15:22:43 GMT
Organization: Sequoia Computer Systems

In article <1992Aug10.182120.12441@eecs.nwu.edu>, phil@eecs.nwu.edu (William LeFebvre) writes:
> In article <3400246@hpcc01.corp.hp.com>, mtc@hpcc01.corp.hp.com (Mark Cousins) writes:
> 
> |> I guess it's what you're used to.
> 
> |> WRT 70-knot 360s in a 172 -- again, it's my belief that properly done such a
> |> manuever is perfectly safe.
> 
> For me I consider them unsafe.  That's because I'm still pretty low on
> the time and the experience, and I haven't (yet) had a serious need to
> be proficient at them.
> 
> For a low-solo hour student they are definitely unsafe!

I'm a little surprised to hear people calling 360's and S-turns unsafe.
Aren't people practicing ground reference maneuvers? Whats so different
from practicing turns-about-a-point and S-turns-across-a-road from doing
these on final?

I agree with Mark that 70-knot 360s are a pretty benign maneuver. Now, I
have no problem with teaching people to go around when the approach isn't
perfect. And I have no problem with someone who decides to do that rather
than a 360. But if you really don't feel safe doing S-Turns and 360s, I
wonder whether you are competent to fly without an instructor. We're
talking pretty basic stuff here, and @70 knots we're not near to pushing
the limits of what the plane can do...

					PC

-- 
cantrell@sequoia.com
Xref: sparky rec.aviation:13789 news.answers:2573
From: jkf@Franz.COM (Sean Foderaro)
Subject: Re: "remain clear of the ARSA..." (response to Geoff)
Organization: Franz Inc., Berkeley, CA
	<169@simsol.UUCP> <1992Aug10.002331.1533@peck.com>
	<skip.124.713448021@mitre.org>
Date: Thu, 13 Aug 1992 23:12:32 GMT


regarding this situation:

>> From: skip@mitre.org (Skip Guild)
>> I monitored one twin-engine aircraft leave Nashua this past weekend 
>> which intended to transit the ARSA eastbound.  He properly got an ARSA 
>> transponder code from Nashua Ground and clearance to depart northeastbound.  
>> (With proper tower clearance to change frequencies while still in the ATA) 
>> he tried to contact Manchester approach twice while climbing out but 
>> Manchester ignored him.  On the third attempt he established contact only to 
>> be chewed out for busting the ARSA without a clearance and causing the 
>> controller to divert a commercial airliner to avoid him.  


  I claim that if you are in two-way communcation with ATC with a unique
squawk code and are told to contact another controller then you 
continue to be officially 'in two-way communication with ATC' even 
though it may take you a few minutes to verify that the communication 
link exists (which you do by transmitting your aircraft id and 
awaiting a response from ATC).    Thus in this case the twin pilot was
perfectly within his rights to enter the ARSA.   
 From trips to ATC facilities,  I've learned that that a handoff 
between radar controllers works this way:  If controller X sees that 
you're going toward controller Y's airspace, then X types something that makes 
your target blink on controller Y's screen.   Controller Y then 
types something to indicate that he'll accept you and this is visible on 
X's screen.  Then X tells you to change frequencies and he types something
to end the handoff sequence.    The tower/radar facility link is 
different since tower controllers aren't sitting at radar screens 
with trackballs and keyboards (although they sometimes have a radar screen 
in the tower cab).   But I suspect that the rules are the same: the 
receiver must know ahead of time that you are coming and/or there are rules for
standard situations to reduce communications (e.g. the tower is 
allowed to send outbounds into the ARSA at a certain location and certain 
altitude unless told otherwise).   So, in this case it looks like 
the tower/radar controller communication broke down and the poor pilot was 
almost the victim.


-sean




Newsgroups: rec.aviation
From: shafer@rigel.dfrf.nasa.gov (Mary Shafer)
Subject: Re: Where oh where is mpuckett?
Organization: NASA Dryden, Edwards, Cal.
	<1992Aug14.155939.16628@eecs.nwu.edu>
	<1992Aug14.220043.28055@den.mmc.com>
Date: Sat, 15 Aug 1992 01:04:19 GMT

You know, I've sat in meetings in which we discussed a test pilot's
performance, examining his errors, playing back tapes and pointing
things out on strip charts, but I have _never_ seen the kind of
acrimonious behaviour that I've seen in the newsgroup.  

Lest you think that this is because test pilots take correction well
or because engineers are the souls of tact and discretion, I assure
you that this is not the case.

Even the posters on rec.motorcycle, whose motto is "Flame to live,
live to flame", have better manners.

I'd suggest that people who _have_ to be right and who _have_ to have
the last word, no matter how trivial the provocation, find another
group.  Try talk.bizarre.

--
Mary Shafer  DoD #0362 KotFR NASA Dryden Flight Research Facility, Edwards, CA
shafer@rigel.dfrf.nasa.gov                    Of course I don't speak for NASA
 "There's no kill like a guns kill." LCDR "Hoser" Satrapa, gunnery instructor
                       "A kill is a kill."  Anonymous

--
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: FBO's at Lawrence
Date: 20 Aug 92 18:03:15 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> Million Air is usually higer priced than other FBO's
> at the same field. They seem to service corporate
> customers. However, they usually have good pilot services

Well higher priced is right.  But, the pilot services were no better
than most places.  Two PC's for calling DUAT (but sharing the same
outbound phone line, USELESS) and the obligatory airport directly
glued to the plastic thing.  In addition they overfueled us, and tried
to taxi the Mooney (which was parked out of the way to begin with and
we were only there for fuel/bladder stop) with a tug.  The
receptionist was rather snooty (though the line boys were nice if not
for the incompetence).  This was Burke Lakefront in Cleveland.

At least they didn't charge us a Service Fee...

-Ron
Newsgroups: rec.aviation
From: ginsberg@t.Stanford.EDU (Matthew L. Ginsberg)
Subject: BD-10 status
Organization: Computer Science Department, Stanford University
Date: Thu, 13 Aug 1992 15:12:27 GMT


I spoke to the folks at Bede Jet Corp yesterday, and have a little more
info on the status of the BD-10.  Here's what they told me:

1.  The plane has about two hours on it and future flight tests will
be held near their corporate HQ in Missouri instead of out in the Mojave
Desert.  The test pilot is Ed Gillespie, and supersonic tests are still
at least a year away.

2.  They have 61 orders for aircraft kits thus far.

3.  The only significant trouble they have had occurred during the
high-speed taxi tests; a part of the left gear cracked and the gear
collapsed, causing cosmetic damage to the left wing and part of the
empennage.  An examination of the matching part in the right gear
showed cracks developing and the part was reengineered and replaced.

4.  They did not depart by air from Oshkosh.

They have a newsletter that I will now be getting and I'll post its
contents on a regular basis.

						Matt Ginsberg
From: lafford@serum.kodak.com (Rick Lafford)
Newsgroups: rec.aviation
Subject: Towplanes needed - urgent
Keywords: soaring
Date: 19 Aug 92 22:03:50 GMT
Article-I.D.: clpd.1992Aug19.220350.15190
Reply-To: lafford@serum.kodak.com (Rick Lafford)
Organization: Clinical Products Division, Eastman Kodak Company

We're having a soaring contest at Dansville, NY starting 8/22 and 
running thru 8/29 and we're having trouble finding enough planes.

Does anyone out there have an tow capable aircraft available for that
time frame. We have in excess of forty pilots coming to the contest and
have only three towplanes confirmed. 

Please respond via email to lafford@serum.kodak.com (Rick Lafford) or
by phone to (716)235-0625 or 9042. Call collect.

	Rick

Rick Lafford  Eastman Kodak Co.  | If you vote for the same old
Clinical Products Div.                  | lot, you'll get what you've
lafford@serum.kodak.com            | always got.  - me
Newsgroups: rec.aviation
From: Charlie_Gibbs@mindlink.bc.ca (Charlie Gibbs)
Newsgroups: rec.aviation
Subject: Re: TRSA's
Date: 20 Aug 92 02:06:10 GMT
Organization: MIND LINK! - British Columbia, Canada
Distribution: world

In article <1992Aug19.151636.11102@sdf.lonestar.org>
rjohnson@sdf.lonestar.org (Robert C. Johnson) writes:

>P.S. Another dumb question: how do you pronounce "TRSA"??????  (Or do
>     you??)

     Back when we had one here, we pronounced it "tersa".
Now, though, we pronounce it "Vancouver Class C airspace".  :-)
Except I don't get to say anything, because I don't have mode C...  :-(

Charlie_Gibbs@mindlink.bc.ca
"I'm cursed with hair from HELL!"  -- Night Court
From: suffron@informix.com (Nancy Suffron)
Newsgroups: rec.aviation
Subject: Re: Flying/Driving Habits
Date: 19 Aug 92 02:12:56 GMT
Organization: Informix Software, Inc.

In article <1992Aug17.153747.28277@eco.twg.com> reece@eco.twg.com (Reece R. Pollack) writes:
>In article <Bt3ILE.920@chinet.chi.il.us>, pjern@chinet.chi.il.us (Phil Jern) writes:
>|>One thing I caught myself doing while recently driving back to Indiana from
>|>New Jersey was to continually scan the skies for traffic as I rolled west
>|>on I-70.  It would take driving under a bridge to snap me out of it.

I routinely travel I-70 to visit my folks.  Of course, I would prefer to
cover the distance at 4500-6500 MSL, but if that's not possible I'll
resort to 0 AGL. ;-)  Even before I got my private ticket I thought
you were supposed to scan the skies while driving I-70.  Doesn't
everyone?  Maybe its just the vast amounts of clear blue we have in
Kansas.


>|>The other thing I did was to reach for the flap handle coming down a steep
>|>hill, while looking at the continuation of the street I was on, which
>|>looked a little like a runway, for some reason:  I felt like I was too high
>|>and needed some more flaps.  The sudden slowing of the car snapped me back
>|>to reality :)
>
>Try driving a car with the parking brake between the seats, and flying
>a Cherokee with the flap handle in the same place. Through much of my
>PP student days, I had an urge to extend the flaps after reaching the
>parking space.
>
>Somewhere I have a 10 page collection of "You know you've been flying
>too much when..." anecdotes a friend of mine found in IFR magazine. My
>favorite one goes something like this:
>
>"The Captain of a major airline flight wearily walked out to his car
>after a long cross-country flight. As he drove to the parking lot exit,
>the car in front of him stopped at the exit gate. Immediately reacting
>with skills bred from long hours in the cockpit, he hauled back on the
>yoke in an attempt to climb, and promptly rear-ended the stopped car."

Early in my solo career, it wasn't unusual to spend better than an
hour at a time, three times a week at the airport early in the
morning just doing TO&Ls with no one else flying in or out.  By the
end of the week I had my seat right down the center line every time...
even as I rolled up to the stop sign at the end of the airport access
road.  Good thing it was early enough that no one was around to see.

Nancy
PP-ASEL

---------------------------------------------------------------------------
Nancy Suffron                   email: suffron@informix.com
Client Services Engr.       phonemail: 913-599-8475
Informix Software, Inc.     snailmail: 16011 College Blvd.
                                       Lenexa, KS  66219
---------------------------------------------------------------------------
Newsgroups: rec.aviation
From: smp2@piper.NoSubdomain.NoDomain (Steve Payne)
Subject: Speaking of DUAT
Organization: Bellcore
Date: Thu, 13 Aug 92 18:51:46 GMT

Keywords: 
Did you know that apparently DUAT sometimes edits NOTAMs? A month or so ago I was planning a trip to the air show at Atlantic City, NJ and DUAT had the standard airport closing 1 0r 2 liner.  After getting some contradictory info from some of the airshow participants, I decided to call the FSS.  They said the complete NOTAM actually said the airport was closed between certain hours AND that NO TRANSIENT PARKING would be available all day.  The end result - you couldn't fly in for the show!  The briefer sai

d they'd had a number of very unhappy pilots because of it. Does anyone know how common this editing is and do they edit stuff that could result in some safety problems?  This time the only consequence was my friend and I had to change plans at the last minute, but.... I wonder about the next time on some more crucial NOTAM!!!

Steve Payne
smp2@piper.bellcore.com    

ps: We ended up having another proverbial $100 burger.

Newsgroups: rec.aviation
From: philf@xymox.palo-alto.ca.us (Phil Fernandez)
Subject: What's the UK Decca aviation system?
Organization: Jade and Jett Incorporated
Date: Sat, 15 Aug 1992 03:06:54 GMT

I was reading a UK flying publicatino recently, and saw an ad for a
new digital navigator box for the Decca navigation system, along with
the text that the UK government had extended the life of the Decca
system until the year 2014.

My question?  What's the Decca navigation system?

pmf
From: pstinson@pbs.org
Newsgroups: rec.aviation
Subject: Re: Amy Johnson?
Date: 14 Aug 92 12:52:12 EDT
Followup-To: rec.aviation
Organization: PBS:Public Broadcasting Service, Alexandria, VA

In article <l8iu2lINNjma@jethro.Corp.Sun.COM>, geoffm@purplehaze.Corp.Sun.COM (Geoff Miller) writes:
> 
> 
> Okay, so who *was* Amy Johnson and what did she do? 
She was a British pilot known for long distance flights in the 1930's.
One of her triumphs was a solo flight from England to Australia.
She and Mollison flew the Atlantic together when they were still married. (They
may have been the first husband and wife team to do so.)

During the second world war Amy Johnson also made ferry flights for the RAF.
From: jcmorris@mwunix.mitre.org (Joe Morris)
Newsgroups: rec.aviation
Subject: Re: Blimp "road test"
Date: 17 Aug 92 19:46:58 GMT
Organization: The MITRE Corporation

Charles.K.Scott@dartmouth.edu (Charles K. Scott) writes:

>A number of years ago when I was young and cars were my fancy and I
>read "Road and Track" a lot, I remember a tongue in cheek article they
>wrote about road testing the Goodyear Blimp.  I don't remember many of
>the particulars but one part of the article does stand out.  When
>giving rides for various celebreties, the pilots liked to pull back the
>controls on takeoff, assume a steep climbout angle and then kill the
>engines.  The immediate impression of the passengers was "we're going
>to crash", but of course being lighter than air, it did not.

If anyone wants to look this one up, it'll be in an April issue -- probably
from the early '70s since I remember the article and the early '70s is 
when I had an R&T subscription.  Each April the magazine does a parody of
its own road tests; other victims have been a Mercedes GT (Garbage Truck),
a Baldwin locomotive, and the transporter at Kennedy Space Center which is
used to transport the rockets from the VAB to the launch pad.

I think that the article in R&T was the first time (of many) I saw the
joke about doing aerobatics in the Goodyear blimp.  You know, aerobatics
as in "bagover".

Joe Morris / MITRE
From: dla@westford.ccur.com (Dave Anderson)
Newsgroups: rec.aviation
Subject: IFR Routing in the Northeast
Date: 21 Aug 92 00:23:53 GMT
Article-I.D.: westford.1992Aug21.002353.5684
Reply-To: dla@westford.ccur.com (Dave Anderson)
Organization: Concurrent Computer Corp. Westford MA.


  One useful IFR flight plan routing scheme was taught to me years ago 
  by a former chief pilot where I was doing charter work at the time.

  Whenever he needed to file IFR to go anywhere, he would ALWAYS simply
  fill the route section with "radar vectors direct".   You're going to
  get what they want to give you anyway -- and it's amazing how many 
  times it actually works...

===============================================================================
  Dave Anderson - ATP/CFII ASMEL               508-392-2441
  Concurrent Computer Corporation              dla@westford.ccur.com
  One Technology Way
  Westford, MA 01886
===============================================================================
Newsgroups: rec.aviation,eunet.aviation
From: hakoskinen@tnclus.tele.nokia.fi (Harri Koskinen)
Subject: Re: a Piper Malibu crash again, now in Finland
Followup-To: rec.aviation
Organization: Nokia Telecommunications.
Date: Fri, 21 Aug 1992 07:14:10 GMT

In article <1992Aug20.123402.22793@sics.se>, lhe@sics.se (Lars-Henrik Eriksson) writes:
> In article <1992Aug20.131443.1@tnclus.tele.nokia.fi>, hakoskinen@tnclus (Harri Koskinen) writes:
>>Yesterday on Wednesday August 19 a Swedish-registered Piper PA-46
>>was crashed in the south-eastern part of Finland...
>>
>>The pilot took off from Lappeenranta (EFLP) in order to fly to Turku
>>(EFTU, in south-western coast of Finland, about 200 NM from EFLP).
>>The aircraft was flying with IFR plan (and probably also under IMC)
>>in the altitude of about 10000 feet. The radio contact was lost 21 
>>minutes after the take-off. The impact was 10 minutes later.
> 
> According to a Swedish newspaper today, the crash site was only 30 km
> away from the departure airport. That is really strange considering
> the speed of the aircraft and the fact that it was still flying at
> least 21 minutes after departure, when the last radio transmission was
> heard.
> -- 
30 km is a bit underestimated. Maybe it is measured from the departure
airport to the center of the county of Luumaki, but the plane crashed
in the outskirts of that county. 

I have checked the distance with the aeronautical chart and the correct 
distance is approximately 29 NM (54 km). But anyhow, it seems to be quite 
short to be flown with a Malibu in 20 to 30 minutes even with climbing 
speed. There are no SIDs in EFLP that would lenghten the distance flown.

According to today's newspaper the accident investigators have confirmed
that the accident was *not caused* by running out of fuel. Now they are
concentrating to investigate the possibility of icing.

-----
Harri Koskinen
(hakoskinen@tnclus.tele.nokia.fi)
freelance aviation writer
Siivet magazine
Finland
Newsgroups: rec.aviation