HDTenEightyP/NetNews huggingface dataset:
From: steve@lawday.DaytonOH.NCR.COM (Steve Bridges)
Subject: Re: gear-down check
Keywords: gear-down, FAA
Organization: NCR Corporation - Law Department
Distribution: usa
Date: Mon, 28 Sep 1992 19:15:49 GMT

rym20@cd.amdahl.com (Robert A Moragues) writes:

>In article <Bv8ovI.22u@lawday.DaytonOH.NCR.COM>,
>steve@lawday.DaytonOH.NCR.COM (Steve Bridges) writes:

>>I fail to see why the FAA would not institute this simple check for
>>liability reasons.  It makes no sense at all (note from the sig -- I work
>>for a corporate law department, I'm not an attorney, and I don't pretend to
>>understand some of the decisions lawyers make about liability).
>>

>I could understand where the FAA would want to limit its liability.  After all,
>what would happen if they forgot to ask just one time?

It's still the pilot's responsibility to make sure the gear is down, after
all the pilot is still in command.  It's just that I feel that it might
eliminate those gear up accidents that we all hear about.

Here is one --

About 4 years ago, an active duty USAF general officer was flying a Navajo
from the WPAFB aero club.  Was doing landings at Greene County.  Landed it
gear up.  The reason -- he was carrying too much power, and the gear
warning horn never went off.  Slid it in right on the belly.  The story
even made the AP news wire.

Moral --

	The pilot screwed up.  Should have verified that the gear was down.

	If this had been a controlled field, and the controllers would have
	been using the "check gear down" phraseology, perhaps he would have
	remembered to lower the gear, the airplane wouldn't have been
	damaged, and the General wouldn't have been embarrassed.  

But, big but ---  Was the FAA ever sued for failure to provide proper traffic 
separation in the crash involving the PSA B-727 and the Archer over
Cerritos, or the recent runway incursion at LAX, or the mid-air between the
Aerostar carrying Sen. Towers and a helo over Philly, or the Florida Air
crash into the Potomac?  I can't ever remember hearing that the FAA or DOT
was named as a party in those suits, because the pilot has the final
authority, even under ATC control (I was talking to an ARSA one day when I
had to do some abrupt manuvering to avoid a glider that descended through a
cloud deck -- I busted both my assigned heading and altitude -- by about
100 degrees and 1700 feet).


-- 
Steve Bridges, Programmer/Analyst| NCR - Law Department, WHQ-5
steve@lawday.DaytonOH.NCR.COM ___| Phone:(513)-445-4486 622-4486 (VOICEplus)
Reserve sci.military moderator| "The airplane does not recognize attitude,
providing a maneuver is conducted at one G" -- A.M. "Tex" Johnston
Newsgroups: rec.aviation
From: steve@netcom.com (Stephen Williams)
Subject: Re: Too hot to fly?!?!
Organization: Organizations Anonymous
Date: Fri, 2 Oct 1992 03:44:08 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.

In article <greg.717951841@saltydog> greg@saltydog.dpsi.com (Gregory R. Travis) writes:
>
>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.
>

Um, error? Enrichening the mixture in a piston airplane past the
ideal combustion point causes lower temperature because there are
more fuel molecules then oxygen molecules: fuel goes unburned and
winds up cooling the cylinders.

Turbojets do not operate near the ideal combustion mixture, but
way lean. Otherwise the turbines would burn up. The exhaust still
has lots of oxygen. (Afterburners burn the exhaust after it passes
the turbines, allowing the engine finally mixes all the oxygen with
fuel and fuel flow is reputed to be alarming.)

For reference, I refer yins to the book "Aerodynamics for Naval Aviators."

--Steve Williams
PP-AMEL-IA
Newsgroups: rec.aviation
From: bass@convex.com (Brad F. Bass)
Subject: Re: AOPA Town Meeting in DFW report (long)
Date: Sat, 26 Sep 1992 16:26:01 GMT
Organization: Engineering, CONVEX Computer Corp., Richardson, Tx., USA
X-Disclaimer: This message was written by a user at CONVEX Computer
              Corp. The opinions expressed are those of the user and
              not necessarily those of CONVEX.

>> Boyer asks, "If Denver, the
>> third busiest airport in the country, can make do with a TCA ceiling of
>> 7500 msl, ...

Ron Natalie writes:
>I don't believe this for a minute.  If the DEN TCA is 7500 feet that would
>make it only 1,500 AGL.  He can't possibly have said this.

Boyer probably said 7500 agl.  I was scribbling notes pretty fast.  It'd be
easy for me to miss it.  Especially since Dallas is pretty flat and reasonably
near sea level.

Sorry for the confusion.
--
Brad Bass		It is a well-known phenomenon that computer programs,
bass@convex.com		left to themselves, will cease to work. This is known
Convex Computer Corp.	as "Bit Rot".  Programs NOT left to themselves also
Richardson, Texas	cease to work.  This is known as "enhancement".
Newsgroups: rec.aviation
From: DAVID.CARACAPPA@OFFICE.WANG.COM ("David N. Caracappa")
Subject: Class III medical exam
Organization: Mail to News Gateway at Wang Labs
Date: 06 Oct 92 15:13:22 EST

Yesterday, when my wife went for her Class III medical, the doctor did a
breast exam (among other things).  We could not think of any flight medical
reason for this.  Perhaps, we thought, the doctor was just performing a
screening function.  But if that was the reason, a simple question about when
the last breast exam had been done (two months ago) could have been sufficient.

Do any of the doctors (or anyone else, for that matter) out there know the
reason for a breast exam during a Class III  medical?  Did any of the females
have a breast exam as a part of their medical exam?

Thanks,


Dave

(BTW she passed)
Newsgroups: rec.aviation
From: hchong@netcom.com (Hoi Chong)
Subject: Re: Solo Rites
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 
Date: Wed, 30 Sep 1992 02:12:37 GMT

From article <1992Sep29.205946.28127@col.hp.com>, by tvervaek@col.hp.com (Tom Vervaeke):
> 1. Got a certificate from my FBO.

What certificate?  

> 2. Got my picture taken with my instructor next to my trusty Cessna 152.

Who (supposed to) bring the camera?

> Congradulations on all you soloers out there. 

Doing it in a week or two....
From: psv2b@poe.acc.Virginia.EDU (Peter S. Vines)
Newsgroups: rec.aviation
Subject: Headset wire repaired
Date: 29 Sep 92 16:38:31 GMT
Article-I.D.: murdoch.1992Sep29.163831.8397
Distribution: usa
Organization: University of Virginia

I recently posted a request for information on how to repair a SoftComm
headset which had developed a breakage in the double wire near the ear
piece.
I called Concept Industries and their standard price for a non-warranty
repair was about $50.
So, I fixed it myself!  It turned out to be quite easy, although the cord
is now 3" shorter.  The foam padding inside the ear cup pulls out, revealing
the speaker and 2 screws for removing it.  Then it's simply a matter of
cutting out the old wire and resoldering the new wire back in place.


--
- Peter Vines : vines@virginia.edu : (804) 924-4644 : University of Virginia
From: rick@crowbar.aux.apple.com (Rick Auricchio)
Newsgroups: rec.aviation
Subject: Re: Mooney answers
Date: 1 Oct 92 16:17:31 GMT

[]
dst+@cs.cmu.edu (Dave Touretzky) writes:

>Oh, and here's yet another question for the Mooney mavens:  both birds
>constantly have the Ram Air annunciator lit.  Pressing the knob in only
>helps for a few seconds, then it eases out by a sixteenth of an inch and the
>light comes back on.  Is this problem common to all Mooneys?

	This is due to a misadjustment of the microswitch that controls
	the light, or possibly the ram-air door itself.  You can verify
	visually during preflight that the door is closed tightly, as it
	allows unfiltered air to the engine.

	The ram-air system gives very little additional manifold pressure
	boost on 201s later than about 1981 so it was dropped in the late
	80s.  Another pain is the gasket that always tears loose when the
	plane is uncowled for maintenance.

	I don't recall if there is a "removal kit" from Mooney, but a
	phone call to them or a good Mooney shop would be worthwhile.
--
--
Rick Auricchio       rick@apple.com        A/UX Engineering     Mooney N894AR
Apple Computer Inc, 10500 N.DeAnza Blvd MS35VK Cupertino CA 95014 408-974-4227
My opinion? If Apple knew I HAD one, they'd watch me closely. (Just my opinion)
Newsgroups: rec.aviation
From: ghaas@prancer.SanDiego.NCR.COM (Gene Haas)
Subject: Best VFR Route; San Diego - Tulsa???
Reply-To: ghaas@prancer.SanDiego.NCR.COM (Gene Haas)
Organization: NCR Corporation, Rancho Bernardo
Distribution: usa
Date: Thu, 1 Oct 1992 20:44:28 GMT

How about a recommedation of the best non-oxygen, VFR route from San Diego to
Tulsa, OK?  Include if you can, VOR's and Victor airways.

E-MAIL or post.........................Thanks

E.F. Haas, Large Systems Marketing & Sales Support, E&M-San Diego, LCPD
San Diego, CA, Dept. 9153, Loc 1804
619-485-3182, VP-440-3182, FAX 619-485-2598, Home: 619-673-5263
EMail: Gene.Haas@SandiegoCA.NCR.COM             Bonanza N1500F
Newsgroups: rec.aviation
From: spagiola@frinext.stanford.edu (Stefano Pagiola)
Subject: Re: What did you do to the rest of your shirt?
Reply-To: spagiola@frinext.stanford.edu
Organization: DSO, Stanford University
Date: Sun, 27 Sep 92 22:34:25 GMT

Jun Hamano writes:
>  Today I was wearing my favorite T-shirt, washed clean and
> perfectly ironed, which was very unusual.  My instructor cut the
> back of it with scissors and hanged it on a wall of the FBO,
> leaving me in the wrecked shirt.

Could somebody clue me in on what's going on here?  Is this some  
bizarre flying ritual?  Never heard of it before.

--
-
Stefano Pagiola
Food Research Institute, Stanford University
spagiola@frinext.stanford.edu (NeXTMail encouraged)
From: bbice@nmt.edu (Brent Bice)
Newsgroups: rec.aviation
Subject: Re: Wanted: Recommendation for Albuquerque-area Airport Visit
Date: 1 Oct 92 20:38:27 GMT
Organization: New Mexico Tech


>It turns out our news server was brain-dead last week and was not posting
>to the net, so I think this never got out.  I have already been to Albuquerque
>and back, but am still interested in recommendations about the surrounding
>airports.  I got some dual time in a C172 while I was there, which was great
>for a former Piper-only pilot. I learned a lot about high density altitude
>and Cessnas.  (And I learned about a general aviation field, Double
>Eagle, with a 7000' runway that was originally intended to be an ABQ reliever!)

   Yep.  High density altitude sure makes that soaring experience
come in handy... (grin)

>Anyone on the net fly out of Double Eagle or Coronado, or has Vickie Cox as an
>instructor at Coronado?

Well, my Dad keep his Luscombe at Double Eagle II...  Next time
you're headed up this way, drop me some e-mail.  Also, you might
consider heading east of the Sandia Mountains to Moriarity.  The
Albuquerque Soaring Club is based there, and just got a new runway
put in (I forget the length, but I think it's also around 7000 feet).
In fact, they're having a fly-in on Oct. 10th to celebrate the new
runway.

Brent Bice
Luscombe N71226
Newsgroups: rec.aviation
From: stephens@access.digex.com (John Stephens)
Subject: Re: Stay off the rudder!
Organization: Severn Companies, Inc., Lanham, MD 20706
Date: Tue, 6 Oct 1992 14:14:36 GMT

In article <1992Oct5.161019.23694@nntpd2.cxo.dec.com> peterson@specxn.enet.dec.com (Harlo Peterson) writes:
>
>
>Another way to look at what's happening is that turbulance is caused by wind
>gusts that may hit the plane from any direction.  The vertical component of
>the gust hits the bottom of the plane and will act to move the tail up or
>down.  This is countered with elevator control.  The horizontal
>component will move the tail sideways.  This is countered with rudder.
>A gust will not directly cause a rolling movement. The roll that is observed
>is caused by the yaw causing one wing to fly faster than the other.  Using
>aileron to counter the gust is less effective than using rudder as rudder
>is countering the direct cause of both the yaw and the roll.  Using aileron
>counters the roll and only indirectly the yaw with a delay in action even
>then.
>
I diagree that "A gust will not directly cause a rolling movement."
If you define a gust to be ONLY a change in apparent wind speed and
not direction, then i agree, but in turbulence, try and distinguish
between a gust and wind shear in general. (A gust is just one type
of shear.)

If you have never been tossed up on your ear (30-degree plus) roll,
then you have never flown in more than "light turbulence".  I can't
believe that!  

I am a strong advocate of USING the rudder to maintain heading. It
has the distinct advantage that it gives you a chance to change to
the correct approach plate after ATC gives you an untimely change,
and can make things easier.  My first (or 2nd) CFI also advocated
rudder only when in the soup and you need to make a stable descent.
The technique (in Cessnas at least) of pulling the power back and
trimming full nose up really works -- you porpoise slowly down in 
a pretty stable posture.  The other place rudder flying is useful
for us less frequent IFRers is on an approach.  It may be a crutch
but i don't chase an ILS half as much if I use the rudder ti track
in.

Newsgroups: rec.aviation
From: spagiola@frinext.stanford.edu (Stefano Pagiola)
Subject: Re: What did you do to the rest of your shirt?
Reply-To: spagiola@frinext.stanford.edu
Organization: DSO, Stanford University
Date: Mon, 28 Sep 92 21:51:49 GMT

I wrote
>Could somebody clue me in on what's going on here?  Is this some  
>bizarre flying ritual?  Never heard of it before.

Many thanks to all who wrote or posted about this; it seems to be one  
of many common post-solo rituals.  Respondents listed a wide variety  
of articles of clothing which have been mutilated for the occasion.   
The other popular ways to celebrate seem to involve water (ie either  
dropping large volumes of on the soloists, or dropping the soloists  
themselves into a suitable body of water).

I'll be darned.  I've been reading about aviation for most of my 28  
years, and had never come across these.  Maybe I was reading the  
wrong things :-)

--
-
Stefano Pagiola
Food Research Institute, Stanford University
spagiola@frinext.stanford.edu (NeXTMail encouraged)
Newsgroups: rec.aviation
From: burke@tss.com (Jim Burke)
Subject: Re: Beginner needs advice...badly!
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Fri, 2 Oct 1992 16:08:32 GMT

In article <122140256@hpfcso.FC.HP.COM>, jle@hpfcso.FC.HP.COM (Jer/ Eberhard) writes:

|> A commercial without an instrument rating is not so useful as
|> you might think.  Night flight and 50 NM restrictions and all.
|> 
|> 
|> What a commercial without an instrument rating is good for, 
|> among other things is: 
|>   flying skydivers
|>   towing gliders
|>   towing banners

I guess my thinking wasn't geared toward what a rating will let you
do, but rather how your piloting skills develop.  As I said originally,
most people follow their pp-asel with an instrument rating.  I think
the work required for a commercial rating is a natural follow-on to
the private ticket and will make a new pilot a better pilot.  Many 
people put off getting an instrument ticket because the amount of
work is intimidating and the cost is very high.  A commercial rating
might be more within the budget and it builds piloting skill.  Plus,
it builds piloting experience and skills that can be very
helpful prior to plunging out into IMC as a low time pilot.

Before we start another wild ride in yet another thread, I re-emphasize
that this is strictly my opinion and I am very well aware that most
people don't do this or agree with this.

-- 

	Jim Burke	"Life is uncertain - eat dessert first!"
	Teknekron Software Systems		... burke@tss.com
  	phone:(415) 617-2432			... uunet!tekbspa!burke
From: VPN1@psuvm.psu.edu
Newsgroups: rec.aviation
Subject: jbrown@sco1
Date: 29 Sep 92 23:33:31 GMT
Article-I.D.: psuvm.92273.193331VPN1
Organization: Penn State University

I've tried 4 times to respond to email from the above
person, without success.  Don't now why, but maybe he'll
see this.  Please excuse my use of the net.
From: km11480@medtronic.COM (Keith A. Meisel)
Subject: Solo Rites
Followup-To: Re:  Solo Rites 
Reply-To: km11480@medtronic.COM
Organization: Medtronic, Inc.
Date: Wed, 30 Sep 1992 13:50:00 GMT

When I soloed almost a year and a half ago my instructor cut the back of 
my t-shirt, then drew a commemorative profile view of a high-wing
airplane, with "First solo", my name, and the date of the event.  He'd
earlier warned me to wear an old shirt.  I've kept the shirt-tail in with all
my "important" relics, such as my college diploma.  Since my instructor
moved out of state recently it's a nice remembrance.
From: medin@catbyte.b30.ingr.com (Dave Medin)
Subject: Re: Any comments about the El Al crash?
Reply-To: medin@catbyte.b30.ingr.com
Organization: Intergraph Corporation, Huntsville AL
Date: Tue, 6 Oct 1992 19:43:51 GMT

I'm curious (any heavy-iron flyers out there?) in relation to
the crash whether the loss of two engines on one side can be
easily overcome? What margin of control exists, similar to
observing V(mc) for us piston twin flyers, where at lower airspeeds
you reach a point (before the stall) where you run out of rudder
effectiveness to combat the yaw and thus enter into a powered
spin? Could this have easily happened in a 747 when it was heavy,
low, and slow?

I have no basis for making the following observation, but what
about bird ingestion possibly being a cause of two engines in
close proximity failing at the same time?

Was the crash in IFR or VFR conditions? I haven't heard.

-- 
--------------------------------------------------------------------
       Dave Medin			Phone:	(205) 730-3169 (w)
    Intergraph Corp.				(205) 837-1174 (h)
       M/S GD3004
  Huntsville, AL 35894 		Internet: medin@catbyte.b30.ingr.com
				UUCP:  ...uunet!ingr!b30!catbyte!medin

   ******* Everywhere You Look (at least around my office) *******

 * The opinions expressed here are mine (or those of my machine)
From: wb8foz@skybridge.SCL.CWRU.Edu (David Lesher)
Newsgroups: rec.aviation
Subject: Re: How about:  Too cold to fly?
Date: 4 Oct 1992 01:16:42 GMT
Organization: NRK Clinic for habitual NetNews abusers - Beltway Annex
Reply-To: wb8foz@skybridge.scl.cwru.edu (David Lesher)
NNTP-Posting-Host: skybridge.scl.cwru.edu

Ed Gauss said..
# Now that's a nice Springtime temperature.   There is usually a week or
# so mid winter in Fairbanks where if we are real lucky and all of dogs
# thrash about the high temperature will get up to that nice warm -50.
.....

and I say:

Welcome Back, Ed. 
r.a has been poorer for your absence...

--
A host is a host from coast to coast..wb8foz@skybridge.scl.cwru.edu
& no one will talk to a host that's close..........................
Unless the host (that isn't close).........................pob 1433
is busy, hung or dead....................................20915-1433
From: garyk@hpldsla.sid.hp.com (Gary Koerzendorfer)
Date: Wed, 23 Sep 1992 17:17:49 GMT
Subject: Aerocar on TV in Silicon Valley 9/25 & 9/26
Organization: HP Scientific Instruments Division - Palo Alto, CA
Newsgroups: rec.aviation

KTEH, the San Jose CA. PBS TV station, channel 54, lists a one-half hour
show "Aerocar..Giving the automobile its wings", on Friday 9/25 at 6:30 PM.
It will be repeated Saturday 9/26 at 12:30 PM.

---------------------------------------------------------------------------
Gary Koerzendorfer          | Gary Koerzendorfer/HP2300 / X.400: F=Gary
Hewlett-Packard Co.         | fax (415) 852-8011       /   S=Koerzendorfer
Scientific Instruments Div. | garyk@sid.hp.com        /    C=US P=HP O=HP
1601 California Ave. m/s 17U| (415) 857-4317         /     OU1=CORP OU2=UNIX
Palo Alto, Calif. 94304 USA | T-857-4317            /      OU3=X400
---------------------------------------------------/DDA=HPMEXT1:garyk@sid.hp.com
Newsgroups: rec.aviation
From: beutel@chdasic.sps.mot.com (Jim Beutel)
Subject: aviation.gif files
Reply-To: beutel@chdasic.sps.mot.com
Organization: Motorola SPS ASIC, Chandler, AZ
Date: Mon, 28 Sep 1992 23:15:20 GMT

Hello out there,
I am a private pilot and also use quite a lot of 
graphic equipment at work. Xterminals, workstations,
Openlook, XDM, etc...

Am curious if anyone has seen any good gif files out 
there somewhere about aviation..? Maybe some close up
vintange aircraft. Would be nice to FTP the files down
if given an address.

Thanks.
Jim
Keywords:
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Re: Beginner needs advice
Date: 26 Sep 92 16:48:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

  > .through the 141 training program, no big deal.  If you get your private th
  > .part 61 and then decide to go 141, it can be a very big deal, you can lose
  > .significant number of hours that cannot be counted toward licensing
  > .requirements in a part 141 program.  For 141 purposes any "pleasure flight
  > .flights not conducted as part of the training syllabus, will not be counte
  > .towards total flight hours for instrument or commercial ratings.

Can you cite a reference for this?  I can't find anything in Pt. 61 that
suggests this.  I used a Pt. 61 school and all my loggable time counted
towards my instrument rating.

        D/

 * OLX 2.2 * Real Pilots enjoy NDB approaches to minimums!
From: rjc@hpfcso.FC.HP.COM (Rich Carr)
Newsgroups: rec.aviation
Subject: Re: sailplane picture posted in alt.binaries.pictures.misc
Date: 26 Sep 92 00:08:23 GMT
Organization: Hewlett-Packard, Fort Collins, CO, USA

I have posted some glider photos from calendars to 
alt.binaries.pictures.misc.  Look for "glider" in the title.

Rich Carr
Newsgroups: rec.aviation