HDTenEightyP/NetNews huggingface dataset:
From: mparker@adobe.com (Mike Parker)
Subject: Re: Near mid-airs - was: Delayed Reaction
Organization: Adobe Systems Incorporated, Mountain View
Date: Wed, 15 Apr 1992 01:45:47 GMT

In article <ku9c84INNg0e@exodus.Eng.Sun.COM> halk@outermarker.Eng.Sun.COM (Hal Kempthorne) writes:
>
>No kidding!  I just can't think fast enough to consider alternatives
>when I see another aircraft 600 feet away opposite direction.  The 
>only thing I've ever been taught is "DIVE".  In the two cases in the

Gee, I was taught the same thing.  But the one time I got that close,
it was in another pilot's plane, and he was left seat.  Since he saw
the oncoming first, he simply said, "I got it", cranked lots of right
aileron, then lots of up elevator.  Since this was counter to my training,
I had to think about it.  It seems better.  The up elevator makes the 
turn progress much faster and it takes off speed.  Since we were at full
cruise, diving would have red-lined the engine and maybe the airframe.
Losing speed also slowed our closing rate (let's see Mooney 252 head on
with a V-tail Bonanza, just how fast were we closing?) and of course,
it improved our maneuverability.

Among the many reasons why <200 hour pilots like me don't fly Mooney's
is that we just haven't developed our collision avoidance skills to the
point required by the additional speed.  I was very impressed by how
small this plane was when first spotted and by how very fast it was
mushrooming.
>
>The probability of a mid-air is very, very low except maybe here in the
>Bay Area, especially east of PAO.  Maybe this is something worth giving 
>some training about and simulating!!
>
Hmmm, that happens to be exactly where we were.  Over the windmills between
Altamont pass and the restricted area eastbound and holding 3500 feet very
accurately.  He was westbound and holding 3500 very accurately too.  Folks
don't let this happen to you! We were less than 3000 AGL so the Bonanza
pilot was legal at 3500 westbound, but he sure wasn't too smart.

mike
From: prang@ssc-vax.boeing.com (Ron Wanttaja)
Newsgroups: rec.aviation
Subject: Air Shark Homebuilt (was Re: Uh-oh...I'm infected....)
Summary: NOW you know where the quotes come from....
Date: 9 Apr 92 17:55:16 GMT
Organization: Boeing Defense and Space Group, Seattle WA

In article <1992Apr6.203638.24480@news.arc.nasa.gov>, doshay@ursa.arc.nasa.gov (David Doshay) writes:
> |> > ... go and visit the factory...
> |> > ... One place was so bad I left very sure I wanted nothing to do with 
> |> > those people. At the other I was very sure that I trusted the people ...
> |> > but that the plane was not quite what I wanted....
> |> 
> |> So who were they?
> 
> The place I decided to never go near again was the original Air Shark, at
>  Merritt Island, Fla. They were really Bozos, no professionalism at all. They
> did go out of business, but one of the builders picked it up.

All right... I'll fess up.  In Chapter 1 of _Kitplane Construction_
(available at fine aviation bookstores everywhere) I quote a certain
kitplane designer, in regard to a callous attitude toward both aircraft
design and the buyers of his kit.

As I've admitted to a few of you privately, it *was* the designer of the 
Air Shark Amphibian I quoted... from a PRIVATE PILOT article.  For those of
you who (ahem!) haven't bought my book yet, here's what he said (from
memory, I haven't got a copy of the book right here):

"We've never stalled it... I don't think it's possible to get it out of a
spin.  We're under no obligation to keep some lunatic from killing 
himself."

I really don't have any information on how good the airplane is... but
hopefully the new owners have a better attitude towards both their
customers and flight testing.

                                          Ron Wanttaja
					  prang@ssc-bee
					  ...rutgers!uw-beaver!ssc-bee!prang
                                          prang@ssc-bee.boeing.com
From: cohler@vxcrna.cern.ch (Mike Cohler)
Newsgroups: rec.aviation
Subject: For Andy
Date: 8 Apr 92 09:10:00 GMT
Organization: European Organization for Nuclear Research, CERN
News-Software: VAX/VMS VNEWS 1.41

Andy,
       I still appear not to be getting mail to you..... I will pass on your
relay messsage to Bob McLean.... I not that you are trying to mail me
at York but seem to be using MDC instead of MDC1  the extra digit is important.
I will still try to mail you from York again..
Mike

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
From: rab@ariel.its.unimelb.EDU.AU (Richard Alan Brown)
Newsgroups: rec.aviation
Subject: NEW flight simulator
Keywords: an idea who's time has come
Date: 8 Apr 92 06:08:09 GMT
Organization: School of Physics, University of Melbourne


********************************************************************************
	   		A NEW CONCEPT IN FLIGHT SIMULATORS


Coming soon from: The Meat Possum Software Group.

			The passenger simulator!

Tired of stressful ATP or FS4? sick of nagging ATC? 
Take the (seat) controls of a 747,767,707,737,727,A320, hey they're much the 
same when you are sitting down in cattle class worrying whether your pilot has
a drinking problem, or if the Iranian student sitting next to you is going
to start screaming incomprehensible political slogans at any moment.

			*****New Features*******
	o SVGA drivers
	o Windows support (only joking!)
	o A true to detail 'seat back' display.(YOU choose the
	non-flame-retardant covering)
	o 'one click' action to lower the tray table
	o Random diversions to any airport not of your choice
	o Inflight entertainment soundblaster support (sometimes it works,
	sometimes it doesn't, how's that for realism!)

The simulation even includes a random selection of inflight magazines, all 
with the crosswords completed, and containing the usual mind-numbing 
boring crap. (just use the click'n'drag mouse o' matic)


You have control!
click on the attendant call button... and.... NOTHING HAPPENS!!!!!

WOW!! realism like this would normally be found only in fully configured
ATP sims. 
Software comes complete with seating allocation cards, invalid visas, out
of date departure tax stamps, and sick bags.
Fly realtime across the US, experience real turbulence, actually throwup!
And at all times the flight characteristics of the set back in front of you
are faithfully reproduced (even down to that little brat kicking the seat, 
who's parents are tanked on scotch & dries and don't give a rats about 
what their swinish issue are up to).

*** Includes special mystery 'oxygen mask drops'! were you watching the 
safety briefing???? remember, you WILL be scored on your survival in
an emergency.
Null modem hookups allow SIMULTANEOUS flights, with realtime communication
with your fellow passengers.


Add ons:		o Aeroflot mystery flights
			o Qantas 'football team in your section' tours
			o Special Toilet & Restroom scenery designer
			o AdLib soundcard driver support, 4 disks of
			  monotonous droning noises, interspersed with 
			  the toilet flushing every 20 mins. 


		Order yours TODAY, discounts for 30 day advance purchase
		APEX orders, no money back in case of cancellation, no
		money back if you are dissatisfied, special conditions 
		apply, no loud talk from the customer, sit down, shut up,
		drink your drink, and watch that crappy second run 
		Hungarian movie about goatherds (with subtitles you can't
		quite see because the seat back (tm) is too high.)
*******************************************************************************



well, how about it? I think it'd sell.......

Alistair Scott
afs@tauon.ph.unimelb.edu.au
NOTNOTNOTNOT rab@ariel.someplace.else
From: cantrell@seqp4.sequoia.com (Paul Cantrell)
Newsgroups: rec.aviation
Subject: Re: kitplanes (glasair, adventure air)
Date: 16 Apr 92 16:57:29 GMT
Distribution: usa
Organization: Sequoia Computer Systems

In article <1992Apr13.233432.18052@newshost.lanl.gov>, u100759@beta.lanl.gov (Jeferey E. Scott) writes:
> Dave Fisher writes;
>> 2) This is probably obvious, but is there an STC available for autogas on
>> the   Lycoming 320-E series?  Both the Glasair and Adventurer recommend
>> that engine.
>> 
> I don't know one series of the 0320 from another, but in general, if the
> engine is the 150 horse version, it can run on mogas.  If it's the 160
> horse version, it is higher compression and requires 100LL to avoid
> problems with detonation. Even though mogas may be OK for the engine, it
> may not work out well in certain planes.
> -jeff Scott


In the past there was just the STC for the 150 (low compression) O320.
However, the guy I used to fly for has an STC for the 160 O320. I'm not
sure whether it's only in the helicopter or whether it applies to the
airplanes as well. If Dave Fisher or anybody else is really interested,
I could call him and ask for details.

Paul Cantrell





-- 
cantrell@sequoia.com
Newsgroups: rec.aviation
From: roman@oakhill.sps.mot.com (Roman Robles)
Subject: GPS
Organization: Motorola Inc., Austin, Texas
Distribution: na
Date: Mon, 6 Apr 1992 23:35:42 GMT

My e-mail to Tom Neale has bounced twice - since I think that
others may also be interested in the list of references of GPS
info that Tom mentioned in his last post
    Tom, could you please post the list (or e-mail it to me
    and I will be happy to e-mail/post if you prefer)

I look forward to the snippets of the GPS thread-keep the info
flowing this way, Tom. Thanks

Roman Robles KI5XZ
roman@otis.sps.mot.com

Newsgroups: fido.aviation,rec.aviation
From: mperlman@isis.cs.du.edu (Marshal "Airborne" Perlman)
Subject: F.I.T.
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Sun, 12 Apr 92 01:20:38 GMT

What does anyone know about Florida Tech's Aviation program?

If you have input..please E-mail it to me either here 
or if you can remember... to: marshal.perlman@bbs.oit.unc.edu

Thanks
--
===============================  *  Marshal Perlman               * DO
=-> mperlman@isis.cs.du.edu <-=  *  Huntington Beach, California  * NOT
===============================  *  (Surf City, U.S.A)            * EAT
Arafats plane went down becuase he didn't put his meal tray up!!!!!!!!!
Newsgroups: rec.aviation
From: foonberg@Aero.org (Alan Foonberg)
Subject: Re: Aircraft designators
Reply-To: foonberg@aero.org
Organization: The Aerospace Corporation
Date: Wed, 8 Apr 1992 22:34:10 GMT

In article <199204081822.AA02746@tuna.wang.com>, ROGER.RITTER@OFFICE.WANG.COM ("Roger D. Ritter") writes:
|> For that matter, if anyone
|> knows what the designator for a Luscombe 8A is, please let me know so
|> I can surprise the controller next time I'm asked! :-)

From Contel DUAT:

DESIG MODEL NAME                               MANUFACTURER

SL8   LUSCOMBE                                 SILVAIRE
-- 
Alan Foonberg
foonberg@aero.org
From: kline@ux1.cso.uiuc.edu (Charley Kline)
Newsgroups: rec.aviation
Subject: Re: FSS Briefers and Weather
Date: 7 Apr 92 22:27:27 GMT
Distribution: na
Organization: University of Illinois at Urbana

>Though Kim Elmore has some good points, I think the whole business of
>detailed verbal briefings misses the point.  Sure I appreciate expert
>assistance, expecially in forecasting, and in noting the most
>significant (potentially dangerous) features.  But most of all I WANT
>THE CHARTS IN FRONT OF ME AS I PLAN A FLIGHT!!!! and the
>close-to-worthless system with its cover-your-arse-with-the-FAA-and-NTSB
>"official" phone briefings DOESN'T OFFER THEM ANY MORE.  Let me look
>at the materials, and THEN often call for the educated opinion.  Then
>and only then (as in DUATS) file electronically or verbally.


I suppose this is as good a time as any to bring up an addition to the
weather services available from us here in the cornfields.

As some of you may know, I've been making available hourly surface
analysis maps and visual satellite images on our big IBM,
vmd.cso.uiuc.edu. Anonymous FTP works, cd to WX and be sure to set
binary mode ON to transfer the charts, and OFF to transfer text files
(it's an EBCDIC machine, after all).

The charts and images are all in GIF format, 850x578. The extension is
always .GIF, and the file name is always 8 characters, the last 6 of
which are always MMDDZZ, the month, day, and hour UTC of the image. The
first two characters of the filename are the type of image:

	U2 - 200 hPa upper air chart
	U3 - 300 hPa upper air chart
	U5 - 500 hPa upper air chart
	U7 - 700 hPa upper air chart
	U8 - 850 hPa upper air chart
	SA - Surface analysis and radar summary
	CV - Visual satellite image

The upper air charts are from 0Z and 12Z daily, they appear one hour
later and are then redrawn two hours after that to pick up stray
reports.

The surface analyses are put out every hour at 10 minutes past; they
contain the SA's from the top of the hour and the radar summary data
from the previous hour.

The satellite images are put out as they appear from our data source,
which can be kind of spotty. They show up about 90 minutes past their
generation.

There are other things out there, most of which have to deal with
severe storm spotting, as that is one of our thrusts here. There is a
file wx-talk.doc which is a bit of a tour of the rest of the
directory.

The images are put out there on a best effort basis, and should not be
relied upon solely in flight planning. But they can provide useful
visual backup to a DUAT or FSS briefing, and I offer them to the net as
a free service. Enjoy.

-- 
--
Charley Kline, KF9FF, PP-ASEL                                 c-kline@uiuc.edu
UIUC Network Architect                                          (217) 333-3339
Univ. of Illinois Computing and Communication Services      AMPR: kf9ff@ka9mnx
From: cohler@vxcrna.cern.ch (Mike Cohler)
Newsgroups: rec.aviation
Subject: Re: Auto engines in glider tugs
Date: 16 Apr 92 09:57:00 GMT
Organization: European Organization for Nuclear Research, CERN
News-Software: VAX/VMS VNEWS 1.41

In article <1992Apr15.233614.5347@syd.dms.CSIRO.AU>, phil@saxon.syd.dwt.CSIRO.AU (Phil Irvine) writes...
>Is anyone using an Auto engine conversion in a glider tug?
> 
>This subject came up during a discussion at the gliding field yesterday. 
> 
>I am aware of a project here in Australia sponsored by the Gliding
>Federation of Australia using the Ford V6 engine. This is apparently quite
>advanced and I think ready for flight trials. The tug is a Piper Pawnee.
> 
>This project was originally based on a conversion kit from the USA but
>apparently was found to be deficient in many respects requiring a long and
>expensive re-engineering. If it is successful the projected running costs
>are MUCH lower than the Pawnee with the standard Lycoming engine, both for
>fuel costs and for maintenance.
>-- 

I would be interested to hear any outcome of this.... I fly a Pawnee for our
club, and the operating costs are indeed high.... in fact we make almost
nothing from our aero-towe charge, when you account for fuel cost plus
maintenance.   The club benefits mainly from the glider hire time that
the Pawnee puts in the right place in the sky !!   I havent heard of any
convewrsions like this in the UK, but then again the UK CAA requires such
an exhhaustive set of acceptance trials before allowing any modification to
receive certification that it would be guaranteed to take a long time !!
We recently had an exhaust "hush kit" installed on our tug, which took
over a year to receive certification.   During this time it was extensively
tested on a single aircraft elsewhere with a "1 aircraft permit".....
Even the 4 blade prop mod takes forever, as the amount of vibration testing
and prop pitch requirements take ages.   There is now a 4 bladed prop
available for the Pawnee in the UK, and it does reduce noise levels 
considerably, but you lose on climb rate a little so increasing operating
costs again, apart from the cost of the prop itself.   However with a tug
climbing out of the field about 8 times an hour, being a "good neighbour"
in the community is pretty important.  
   I await news of the engine convertion with interest... back after Easter !

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
From: dm@pnet01.cts.com (Dan Melson)
Newsgroups: rec.aviation
Subject: Re: Aircraft designators
Date: 9 Apr 92 05:16:47 GMT
Article-I.D.: crash.1992Apr09.051647.21645
Organization: People-Net [pnet01], El Cajon CA

ROGER.RITTER@OFFICE.WANG.COM ("Roger D. Ritter") writes:
>Recently when flying out of Manchester, NH (MHT), the controllers have
>started asking me if I knew my aircraft designator, since they couldn't
>find it in their book.  Apparently they're keeping track of aircraft
>movements by using a three- or four-letter code for the aircraft type.
>So, my question for the controllers on the net is:  What are these
>codes, and what are they being used for?

Each aircraft type has a theoretically unique designator assigned to it for
automation purposes.  There's only so much space on a flight strip, and in a
terminal (tower or approach control) environment, it can get to be at a
premium *real* quick (Smaller strips, with fewer spaces on them, than Centers)
 
Anyway, the computer adaptation is for up to four alphanumerics for the
aircraft type, a slant ("/"), then your transponder suffix.  So you should
learn your aircraft designator if you fly something unusual and ever plan to
fly into an ARSA or something - just in case the controller doesn't know it
(Assuming they have time to ask - there's always the good old HXA, HXB, and
HXC designators, intended for homebuilt experimentals, but fallen back upon in
such times).  We also have to use it if you ever fly Special VFR.  Some common
GA four letter designators: Cessna 150 - C150; Cessna 172 - C172 (Cessnas get
obvious from here...); Cherokee - PA28 (This includes archers, warriors,
etcetera, but the Arrow is PARO, probably due to its explicitly retractable
gear), Saratoga - PA32; Seneca PASE or PA34; Beech Debonair - BE33; Bonanza -
BE35 or BE36 (depending on the model); Mooney mark 20 - MO20.
 
Most of them are fairly logical.  Unfortunately for the original poster, I've
brain-farted on the Luscombe.
 
                                              DM
From: niles@parc.xerox.com (Les Niles)
Newsgroups: rec.aviation
Subject: Re: Wringing out the Written
Date: 14 Apr 92 02:51:51 GMT
Organization: Xerox PARC, Palo Alto, CA

In article <9204132343.AA15630@ucbvax.Berkeley.EDU> PJERN@CHGVMIC1.VNET.IBM.COM writes:
>I took my instrument written today.
>Went pretty well, I was out of there in an hour, feeling pretty good
>about it.  We'll see about that in about 3 weeks :)
>I had been studying at home a little, but not feeling like I was making
>much progress, so I enrolled for the weekend cram-course at the local
>pilot factory (ACA at Flying W airport).
>...  
>I went back to each question I missed, looked up the correct answer,
>and reasoned out why I had answered it incorrectly the first time.
>A surprising number of questions were missed for mundane reasons:
>choosing minima for the wrong category aircraft, not using _all_
>of the information available (there's a particularly nasty example of
>this regarding minimums at Stapleton in the test guide), and in a couple
>of cases, apparently answering the wrong question in the right space.
I took mine Saturday.  I crammed by going through all the questions
in Gleim.  I was suprised, but I managed to learn a fair amount
about IFR flying this way, in addition to the intended learning
about how to take the test.  Yes, that question about minima at
Stapleton is nasty.

Actually answering the questions took me a little over an hour, but
I more than doubled that checking things over and checking to make
sure I had answered the right questions in the right places.

Why does the FAA make these things so mechanically difficult?
For those who haven't taken one recently, the test consists of three
parts (the paper version, at least):  A book with all possible
questions, about 880 for the instrument exam; a list of 60 questions
that looks like
  1...... 7032
  2...... 7089
  ...
 60...... 7811;
and a machine-scorable answer sheet with spaces to answer about 200
questions.  To further complicate matters, the questions are
multiple choice with choices lettered A, B, and C; the answer sheet
has choices numbered 1, 2, 3, 4, 5.  It's just stupid.  But then so
is the fact that I had two identical questions.  Yes, identical,
both the question and all three answer choices: double or nothing.
(Roughly, "What effect does haze have on flight operations?"  Sure
hope it's "Makes the runway seem further away than actual, resulting
in a lower than normal approach.")

I'm just glad it's over.  Now to start the fun part.

  -les  niles@parc.xerox.com
        Skylane N2461G
From: wayne@schaefer.math.wisc.edu (Rick Wayne)
Newsgroups: rec.aviation
Subject: Re: I thought I saw a F86
Date: 17 Apr 92 03:54:17 GMT
Reply-To: wayne@schaefer.UUCP (Rick Wayne)
Distribution: rec
Organization: Univ. of Wisconsin Dept. of Mathematics


are there any f-89s still flying?  you know, the scorpion -- big straight-out
wings, fuel tank/rocket pods (!!??) on the wingtips, sorta cruciform tail.

rick
From: uqecd08@ucl.ac.uk (John Thomas)
Newsgroups: rec.aviation
Subject: Re: Zero hour pilot lands plane : The transcript.
Date: 7 Apr 92 19:34:37 GMT
Organization: Bloomsbury Computing Consortium

Another national newspaper (The Guardian) added a detail to the tale.
When the instructor told the novice to increase the throttle, the 
reply was along the lines of "Where is it & what does it look like?" !
-- 
|   v___v    | John Thomas, Programmer         e-mail: J.Thomas@ucl.ac.uk     |
|  / o-o \   | LEPRA Evaluation Project                                       |
|  \__Y__/   | London School of Hygiene and Tropical Medicine                 |
| ( ~ ~ ~ )  | Keppel St, London WC1E 7HT, England                            |
From: anil@umiami.ir.miami.edu
Newsgroups: rec.aviation
Subject: Duat phone numbers
Date: 13 Apr 92 00:31:52 EDT
Organization: Univ of Miami IR

Someone wanted these numbers recently:

Contel DUAT:  1-800-767-9989
    (voice):  1-800-345-3828

DTC DUAT:     1-800-CHK-DUAT
 (voice):     1-800-AID-DUAT



Just got 'em at Sun 'n Fun yesterday -- was way cool!


-Anil.
(anil@umiami.ir.miami.edu)
Newsgroups: rec.aviation