HDTenEightyP/NetNews huggingface dataset:
From: mam@gvgspd.gvg.tek.com (Mark A. Matthews)
Newsgroups: rec.aviation.student
Subject: Re: Seen on DUATS / Brain Teaser
Date: 13 Nov 92 17:52:23 GMT
Article-I.D.: gvgspd.1e0q0nINNa7l
Organization: Grass Valley Group, Grass Valley, CA
NNTP-Posting-Host: gvgspd.gvg.tek.com

In article <2B01A491.20041@ics.uci.edu> mmuller@ics.uci.edu (Mark Timothy Muller) writes:
>In article <87270003@hpcc01.corp.hp.com> mtc@hpcc01.corp.hp.com (Mark Cousins) writes:
>>In rec.aviation.student, goose@sage.cc.purdue.edu (Pilot) writes:

>>>>     "with {moderate, MDT} to Santiago    [STG VOR] north - northwest flow
>>>>      aloft over area."

>>>>This doesn't quite make sense.  Anyone have insight on this.

>>>Actually it should have been translated as follows:

>>>  with Moderate to Stagnant North-Northwesterly flow aloft over the area. .

>>Now what do you suppose Stagnant Flow is??

>>Mark

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

>Mark.


How about "moderate to strong north-northwesterly flow aloft over the area"

It's too bad the forecast writers don't feed their contractions through the
decoder to see what they are actually writing.

-Mark (this is begining to sound like a timecheck)
From: barney@sol.usc.edu (Barney Lum)
Newsgroups: rec.aviation.student
Subject: Cost of Instructors (was Re: bad apple instructor?)
Date: 12 Nov 1992 14:36:23 -0800
Organization: USC University Computing Services, Los Angeles
NNTP-Posting-Host: sol.usc.edu

From the original subject line, one might mis-interpret it
to mean something wrong over in Cupertino! :)


>> rls@uihepa.hep.uiuc.edu (Ray Swartz (Oh, that guy again)) writes:
>> From my experience, Mark forgot one, the best one:
>>	 (instructor) doesn't charge anything

Well, one of my instructors occasionaly splits (some of) the cost of 
airplane rental with me! :) (really!)  :)  I think I've one-upped
Ray a bit.  :)

--------------------------------------------------------------------------
              >|            
              >|      barney@usc.edu  Barney@USCVM
 -->  -->  --> |   =======    ---    ---    ---    ---    ---   ---    ---  
              >|      Permanent Student Pilot, On the Numbers   
              >|
--------------------------------------------------------------------------





Newsgroups: rec.aviation.student
From: hchong@netcom.com (Hoi Chong)
Subject: Re: bad apple instructor?
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 
Date: Sun, 8 Nov 1992 07:05:45 GMT

From article <87270001@hpcc01.corp.hp.com>, by mtc@hpcc01.corp.hp.com (Mark Cousins):
> I respectfully disagree.  I know quite a few instructors, and I find no
> standard practice among them.  Those working for schools or FBOs may have to
> follow the policy of the organization, but I've found freelancers who:
> 
> 	charge only for tach
> 	charge only for Hobbs
> 	charge based on time spent
> 	always charge 2 hours
> 	add some fixed increment to tach or Hobbs
> 
> Having flown also in other parts of the country, I've found similar
> variations.  So I'd assert that there really isn't a standard practice.

[smiling] 
Hhmm... you must have like a few hundred hours before your checkride.
How many instructors did you go thru?  

Say, is there a Ginnuess record for number of instructors in your log
book?  I bet some guy with money and time can go around the country and
run up hundreds if not thousands of instructors.
From: mtc@hpcc01.corp.hp.com (Mark Cousins)
Newsgroups: rec.aviation.student
Subject: Re: Seen on DUATS / Brain Teaser
Date: 11 Nov 92 00:05:47 GMT
Organization: HP General Systems Division

In rec.aviation.student, goose@sage.cc.purdue.edu (Pilot) writes:

>>     "with {moderate, MDT} to Santiago    [STG VOR] north - northwest flow 
>>      aloft over area."
>>
>>
>>This doesn't quite make sense.  Anyone have insight on this.
>
>Actually it should have been translated as follows:
>
>  with Moderate to Stagnant North-Northwesterly flow aloft over the area. .

Now what do you suppose Stagnant Flow is??

Mark
--
Mark Cousins                Hewlett-Packard Co.        mtc@hpsemc.cup.hp.com
HP-UX VAB programs    19055 Pruneridge Ave., MS 46T5
(408) 447-4659             Cupertino, CA  95014          FAX: (408) 447-4364
From: frye@cerl.uiuc.edu (G. David Frye)
Newsgroups: rec.aviation.student
Subject: Re: Questionable Questions on the Written (second repost)
Date: 12 Nov 92 18:50:53 GMT
Article-I.D.: news.BxM9ou.Hy7
Distribution: usa
Organization: UIUC Computer-based Education Research Lab

In article <1992Nov11.224917.24485@crd.ge.com> kennykb@crd.ge.com wonders why
his ASA private pilot written test guide seems to have the wrong answers to
a few questions.

It's because the answer guide is wrong.  It may be wrong because ASA screwed
up in their understanding of the question, or more likely it's wrong because
of a printing error.  In a pool of 1,000 questions, something's bound to go
awry.

In a case like this where your written result is riding on their accuracy,
I'd call ASA and verify that they've discovered their error (or can tell you
where you went wrong).

Incidentally, I didn't look very closely at all your examples, but in the
ones I did look at, you had picked the right answer.

Good luck on the written.  You'll sleep better when it's over!

G. David Frye, CFIAI
-------------------------------------------------------------------------------
INTERNET: frye@cerl.uiuc.edu   NovaNET: frye / s / nova   PHONE: (217) 333-7439
   reminder:  I post all email flame back to the newsgroup that generated it.
        We have a 4-month-old baby.  We don't have TIME for a lifestyle.
-------------------------------------------------------------------------------
From: mtc@hpcc01.corp.hp.com (Mark Cousins)
Newsgroups: rec.aviation.student
Subject: Re: bad apple instructor?
Date: 11 Nov 92 00:02:24 GMT
Organization: HP General Systems Division

In rec.aviation.student, hchong@netcom.com (Hoi Chong) writes:

>[smiling] 
>Hhmm... you must have like a few hundred hours before your checkride.
>How many instructors did you go thru?  

Wellllllll, no, not really -- but I have a private and instrument, some multi,
a high-perf signoff, several BFRs, club-mandated annual checks, M&M checkouts
in eight types, a taildragger lesson, and checkouts at out-of-town FBOs.  So I
have been exposed to an instructor or twelve.

Mark
--
Mark Cousins                Hewlett-Packard Co.        mtc@hpsemc.cup.hp.com
HP-UX VAB programs    19055 Pruneridge Ave., MS 46T5
(408) 447-4659             Cupertino, CA  95014          FAX: (408) 447-4364
Newsgroups: rec.aviation.student
From: rls@uihepa.hep.uiuc.edu (Ray Swartz (Oh, that guy again))
Subject: Re: bad apple instructor?
Reply-To: rls@uihepa.hep.uiuc.edu
Organization: Vis-Orb Tragnetics Recorporation
Date: Mon, 9 Nov 1992 00:53:00 GMT

In article <87270001@hpcc01.corp.hp.com>, mtc@hpcc01.corp.hp.com (Mark Cousins) writes:
>
>I respectfully disagree.  I know quite a few instructors, and I find no
>standard practice among them.  Those working for schools or FBOs may have to
>follow the policy of the organization, but I've found freelancers who:
>
>	charge only for tach
>	charge only for Hobbs
>	charge based on time spent
>	always charge 2 hours
>	add some fixed increment to tach or Hobbs
>

From my experience, Mark forgot one, the best one:

	doesn't charge anything

Of course, I still had to rent a plane at my flying club (C172 for $40/hour),
but I guess you can't have everything free.  :-)  :-)


Raymond L. Swartz Jr. (rls@uihepa.hep.uiuc.edu)
================================================================================
I read the newspaper today and was amazed that, in 24 hours, five billion
people could accomplish so little.
================================================================================

Newsgroups: rec.aviation.student
From: stephens@access.digex.com (John Stephens)
Subject: Re: Seen on DUATS / Brain Teaser
Organization: Severn Companies, Inc., Lanham, MD 20706
Distribution: usa
Date: Sun, 8 Nov 1992 14:40:36 GMT

In article <BxAyxu.7v2@mentor.cc.purdue.edu> goose@sage.cc.purdue.edu (Pilot) writes:
>
>Actually it should have been translated as follows:
>
>  with Moderate to Stagnant North-Northwesterly flow aloft over the area. .
  
I DISAGREE!!  In the context of the report, "STG" means STRONG,
not STAGNANT.  The plain-text should read "... with moderate to
strong north-to-northwesterly flow aloft over the area..."

Newsgroups: rec.aviation.student,rec.aviation.piloting
From: xcskier@fluke.tc.fluke.com (John Gilbert)
Subject: Learning to Fly near Seattle
Followup-To: rec.aviation.student or xcskier@tc.fluke.com (John Gilbert)
Organization: John Fluke Mfg. Co., Inc., Everett, WA
Distribution: pnw
Date: Wed, 4 Nov 1992 21:12:11 GMT

I would appreciate the local wisdom about from whom (and  where) to learn
to fly powered aircraft in the Seattle area.  A friend of mine is
interested in finding out whether clubs or commercial operations offer a
better learning atmosphere, training, etc.  Please respond via email and
I will gladly post a summary of the recommendations.

Hopefully, the distribution on this post works.  My apologies if not.

Thanks,
John (PP-G)
xcskier@tc.fluke.com
Newsgroups: rec.aviation.student
From: reece@eco.twg.com (Reece R. Pollack)
Subject: Re: Passing the written:  good for how long?
Reply-To: reece@eco.twg.com
Organization: The Wollongong Group (East Coast Operations)
Distribution: usa
Date: Tue, 10 Nov 92 01:01:17 GMT


In article <Bx7v1o.5H8@fc.hp.com>, jle@fc.hp.com writes:
|>She said:  "Either that %$#@* airplane (and/or flying) goes, or I do!"
|>"I'm happy to say, I still have the airplane. :-)"

I saw a bumper sticker in a Scuba shop the other day that we should co-opt.
It read:

    "My Girlfriend said if I went diving one more time, she was
     going to leave me. I'm sure going to miss her."

There was also one for the women with the genders reversed.

--
Reece R. Pollack
PP-ASEL-IA -- Octopus Flying Club (based GAI)
From: conover@nuchat.sccsi.com (Mark Allen Conover)
Newsgroups: rec.aviation.student
Subject: Thanks
Date: 11 Nov 92 20:49:40 GMT
Article-I.D.: nuchat.1992Nov11.204940.4264
Organization: South Coast Computing Services, Inc.

Just a word of thanks to the dozens of supportive netters who have offered
advice upon reading my recent posting about my soon to arrive check-ride.

I will post the results of the results of the ride.

Mark Conover
Newsgroups: rec.aviation.student
From: gerlach@vf.jsc.nasa.gov
Subject: Instructor $$$ from EFD
Organization: NASA Johnson Space Flight Center
Date: 12 Nov 92 09:39:06 -0600

--

From a flight instructors vantage!

 	I charge 15-20/hr.  I don't charge for ground instruction because I
don't make my living at flight instruction.  Though, numerous instructors at
our field charge for ground instructions.

If anyone has question send me an E-mail.....

-- 
$    ..  Just squawking and talking
$  ....  David A. Gerlach CFI-IMEI/NASA-JSC/GERLACH@VF.JSC.NASA.GOV
From: geoffm@purplehaze.Corp.Sun.COM (Geoff Miller)
Newsgroups: rec.aviation.military
Subject: Re: SR-71 / MIG-25
Followup-To: rec.aviation.military
Date: 12 Nov 1992 19:00:00 GMT
Organization: Sun Microsystems, Menlo Park, Ca.
NNTP-Posting-Host: purplehaze.corp.sun.com



In article <pug.721566660@marsh> pug@cs.curtin.edu.au (Greg Barron) writes:

>The 25 is no match for the SR in speed though -- it can reach 3.2 or 
>whatever, but cannot stay there very long, unlike the SR.

I've heard that the MiG-25's engines have significant durability problems
when the plane is flown at those speeds, but it's never been clear to me
whether that was fact or legend.


>>Another interesting thing about the MIG is the raw output power 
>>of its radar 600kW! Is this really so high?

>Would not be suprised, given what it had to track...

In _MiG Pilot_, it was mentioned that according to Belenko, it was 
a crime to activate the radar on the ground because of its power,
and that it was capable of killing rabbits at some distance, I think
100 meters.



Geoff


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Geoff Miller                    + + + + + + + +        Sun Microsystems
geoffm@purplehaze.Corp.Sun.COM  + + + + + + + +     Menlo Park, California
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Newsgroups: rec.aviation.military
From: prm@genesis.ecn.purdue.edu (Philip R. Moyer)
Subject: Re: SR-71 / MIG-25
Organization: Purdue University Engineering Computer Network
Date: 12 Nov 92 13:13:53 GMT

pug@cs.curtin.edu.au (Greg Barron) writes:
>I always thought the 25 was designed to shoot down the B-70
>Valkyrie {sp}. It was supposed to be an intercpetor. I see your
>point now, The SR was also designed to be an interceptor. 

This is not accurate.  The Blackbird lineage follows these lines:

		A-11		(design, never built)
		 |
		A-12		CIA project OXCART, recon only
		 /\
	        /  \
	       /  YF-12		USAF spinoff project from OXCART, interceptor
	      /
	   SR-71		USAF spinoff project from OXCART, recon only

The above paragraph implies the SR was in the line between A-12 and YF-12.

Cheers,
Phil
Newsgroups: rec.aviation.military
From: pug@cs.curtin.edu.au (Greg Barron)
Subject: Re: SR-71 / MIG-25
Organization: Curtin University of Technology
Date: Thu, 12 Nov 1992 11:11:00 GMT

shtono34@wharton.upenn.edu writes:

>Following the intense discussion on SR-71 I thought it would
>be a good idea to include the (no less marvellous) MIG-25 in
>our discussion. These two planes were made for similar
>purposes, though I believe the Russian plane was more versatile.

Similar purposes??

I always thought the 25 was designed to shoot down the B-70
Valkyrie {sp}. It was supposed to be an intercpetor. I see your
point now, The SR was also designed to be an interceptor. 

The 25 is no match for the SR in speed though -- it can reach 3.2 or 
whatever, but cannot stay there very long, unlike the SR.

>I have heard the rate of climb world record still belongs to 
>MIG-25, I am not sure about the speed record. May be someone
>could help...

Wasn't this broken by the Streak Eagle? I'm not sure. I do know that the
eagle has a better thrust/weight ration though. It's the only jet that
can accelerate in a vertical climb. (Five - ten years ago, anyway!)

>Another interesting thing about the MIG is the raw output power 
>of its radar 600kW! Is this really so high?

Would not be suprised, given what it had to track...

>-Vincent

--
Greg

////////////////////////////////////////////////////////////////////////////////
Ex Minister of Propaganda for the QMS Emperor. sigs are overated. 1st yrs suck:)
////////////////////////////////////////////////////////////////////////////////
Newsgroups: rec.aviation.military
From: wcarroll@encore.com (William Carroll)
Subject: Re: Military Aircraft Parks ...
Organization: Encore Computer Corporation
Distribution: usa
Date: Fri, 6 Nov 1992 13:59:15 GMT

strega@hardy.u.washington.edu (Randy Haskin) writes:
>Additionally, the former Soviet Union has recently become a goldmine for
>warbird enthusiasts.  Most recently, a Curtiss P-40B (of which most people
>beleived was TOTALLY extinct) was recovered from Siberia, and will FLY in 
>less than 2 years.  Reportedly, there are many Bell P-39's and early
>Bf-109's which are ready for recovery.  The Russians, hungry for Western
>money, are also more than happy to sell these hunks off.  The aircraft are
>all in great condition, due to the low temps, etc.
 ^^^

Let's say "some".

I had a chance to talk with Bill Whittington shortly after he returned from
the former USSR on shopping trip. He was pretty unenthusiastic about the
results, although he admitted that he had spent too much time in the south
where the wrecks didn't get the advantages of frozen storage.

He had purchased nothing and had no plans to either bid on something he had
seen or go back and look more. Most of the wrecks he saw were just that -
wrecks. That had crash landed in a field 50 years ago and looked like it.
Evidently, many farmers didn't have the machinery at the time to get rid
of the wrecks and simply plowed and planted around them. And still do.

The two examples I remember him mentioning were a 109 that looked pretty
good - except it was broken in half. And a P-39 that had a tree growing
through the fuselage.


William R. Carroll (Encore Computer, Ft. Lauderdale FL) wcarroll@encore.com

"We trained hard,  but it seemed that every time we were beginning to form
up into teams, we would be reorganized.  I was to learn later in life that
we tend to meet any new situation by reorganizing;  and a wonderful method
it can be for creating the illusion of progress while producing confusion,
inefficiency, and demoralization."	-Petronius Arbiter, 210 BC
Newsgroups: rec.aviation.military
From: dnadams@nyx.cs.du.edu (Dean Adams)
Subject: Re: SR-71 / MIG-25
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Wed, 11 Nov 92 15:00:14 GMT


shtono34@wharton.upenn.edu writes:
 >Following the intense discussion on SR-71 I thought it would
 >be a good idea to include the (no less marvellous) MIG-25 in
 >our discussion. These two planes were made for similar
 >purposes, though I believe the Russian plane was more versatile.

Yes and no... The MIG-25 was originally built to counter the potential
threat from the XB-70 Valkyrie Mach 3 bomber.  It was only later when 
they made a recce version.  Also, their engine technology was no where
near that of the J-58.  If the 25 was pushed to it's maximum Mach 3+
speed, the engines had to be replaced.

 >I have heard the rate of climb world record still belongs to 
 >MIG-25, I am not sure about the speed record. May be someone
 >could help...

I believe the only one it still holds is the absolute height record of 
123,524 ft., which was set on August 31, 1977.  Rocket planes like the
X-15 have certainly surpassed that however, and certain newer vehicles
with "exotic propulsion" methods may have done the same...
From: geoffm@purplehaze.Corp.Sun.COM (Geoff Miller)
Newsgroups: rec.aviation.military
Subject: Re: Mystery B-58
Followup-To: rec.aviation.military
Date: 11 Nov 1992 23:15:22 GMT
Organization: Sun Microsystems, Menlo Park, Ca.
NNTP-Posting-Host: purplehaze.corp.sun.com
Keywords: Mystery B-58



In article <1992Nov10.222105.8781@aio.jsc.nasa.gov> colangel@rebecca.JSC.NASA.GOV (Michael Colangelo/MDSSC) writes:

>The plane is a TB-58A, which is a trainer version of the Hustler.  It's
>serial number is 55-0668.  It is one of six TB-58As built.  Honestly, I
>could not tell the difference between this TB-58 and a regular B-58.  

The difference is in the windows.  In the photographs I've seen, the TB-58s 
had enlarged side windows at the center crew position, presumably for the
benefit of the instructor pilot.  Normal B-58s had small rectangular windows
on either side of the second and third cockpits, like the B-1 and the SR-71
have at their rearmost positions.

By the way, I remember reading in one of the airplane magazines several
years ago that the pilot's seat is offset to the right.  I don't know
why this is -- and the rather poorly-written article didn't say -- unless 
it's to improve the pilot's view by getting him out from behind the center
windshield post.  

As an aside, a couple of my pet peeves with most of the military-airplane 
enthusiast magazines are the uneven quality of the writing, and the way
the authors will often ignore or gloss over fairly obvious points like this.
At least one of these magazines even has a custom of printing a miscellaneous
photograph inside the back cover without any kind of caption, comment or 
identification.  Really annoying.


>It doesn't have engines, by the way.

Neither does the one at Pima.  But that's to be expected, since J79s were
still in heavy use at the time of the B-58's retirement for Phantoms and
to a lesser degree, F-104s.


Geoff


-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-
Geoff Miller                    + + + + + + + +        Sun Microsystems
geoffm@purplehaze.Corp.Sun.COM  + + + + + + + +     Menlo Park, California
-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-
Newsgroups: rec.aviation.military
Subject: A3 Skywarrior
From: cvalj000@vmsb.is.csupomona.edu (Mike Cancellier)
Date: 5 Nov 92 08:49:58 PST
Organization: Cal Poly Pomona Geography
Nntp-Posting-User: cvalj000

Return-Path: <davehyde@tecnet1.jcte.jcs.mil>
Received: from tecnet1.jcte.jcs.mil by vmsb.is.csupomona.edu with SMTP ; 
          Wed,  4 Nov 92 07:19:29 PST
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	id AA28512; Wed, 4 Nov 92 10:10:48 EST
Date: Wed, 4 Nov 92 10:10:48 EST
From: davehyde@tecnet1.jcte.jcs.mil
Message-Id: <9211041510.AA28512@tecnet1.jcte.jcs.mil>
To: cvalj000@vmsb.is.csupomona.edu
Posted: Nov  4 10:09 EST (Nov  4 15:09 ZULU)
Subject: A-3 In Soviet Dress


In article <1992Nov2.153605.1@vmsb.is.csupomona.edu>, Mike Cancellier
<cvalj000@vmsb.is.csupomona.edu>III) writes:

>The "Hughes Air Force" is the sole operator of the aircraft. [deletions]
>The only two A-3 qualified pilots are at Hughes.

Interesting info.  Not too long ago ( I thought less than a year) Westinghouse
had an old Whale  (AKA Skypig) with I believe an APG-65 (or close) in the
nose.  Is this one
OTS?  And "qualified" depends on semantics.  Do you mean the equivalent of a
type rating?  If so, then the Navy has a bunch, along with Westinghouse.  If
you mean "current" then you're probably right if Westinghouse canned their
'pig.
At any rate, this is a nit, and I certainly don't mean to flame you.  Just
adding info.
I seem  to have trouble posting to the net, so if you feel like it or have a
response,
please forward this.

Dave Hyde
davehyde@tecnet1.jcte.jcs.mil
So I said to the Navy, "These are my opinions, go and get your own."
From: megazone@obsidian.WPI.EDU (MegaZone23)
Newsgroups: rec.aviation.military
Subject: Re: Reason for Retirement (was Re: SR-71 Blackbird)
Date: 11 Nov 1992 07:09:02 GMT
Organization: WPI USAF -- United Society of Animation Fans
NNTP-Posting-Host: obsidian.wpi.edu

In article <1992Nov11.025517.17415@leland.Stanford.EDU> spagiola@frinext.stanford.edu writes:
>Not only that, but I seem to remember that because of special fuel  
>requirements, dedicated tankers had to be used (ie not your standard  
>line KC-135).  Perhaps someone can either correct me or supplu  
>additional details (ie what exactly where the requirements?)

In USAF ops special KC-135s were used, the KC-135Q. However, apparently these
aircraft did not have many changes made to the taniing gear as NASA uses 
normal KC-135s currently for the research aircraft. The main problem is that
the fuel tanks need to be flushed of JP-4/5/8 before the JP-7 is loaded and
then the JP-7 needs to be flushed after....

I have seen a claim (sci.military/sci.earonautics/skunk-works?) that the 
KC-135Q had engine mods to allow for use of the JP-7 by the tanker. However I
don't believe this was confirmed.

###############################################################################
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Newsgroups: rec.aviation.military