HDTenEightyP/NetNews huggingface dataset:
Newsgroups: rec.aviation
Subject: DIAMOND GOAL? (SOARING)
From: guy.byars@cccbbs.UUCP (Guy Byars) 
Date: 14 Sep 92 12:26:00 GMT
Reply-To: guy.byars@cccbbs.UUCP (Guy Byars) 
Distribution: world
Organization: Cincinnati Computer Connection BBS - Cincinnati, OH - 513-752-8248

 While I was conducting the Woman Soaring Pilot's Seminar here at Caesar
Creek Soaring Club, one of the attendees had the same problem.  The
photolab, despite repeated instructions to the contrary, cut the film
into little pieces.  The attendee's Ohio State record  is now in
jeporady.  Lessons learned:

  1) Don't trust the photo lab.  Ever!
  2) Always fly with two cameras and only give one roll to the photolab.
     Keep the other one safe. (just in case)
  3) Take your practice film (yes you should practice turnpoint
     photos frequently) to the photolab
     to get them "trained" to do it right.

You also could learn to do this yourself.  Developing B/W film
is easy and fun to do.  Material cost is minimal.

                                Guy Ford Byars
From: henrik@mpci.llnl.gov (Henrik Klagges)
Newsgroups: rec.aviation
Subject: Re: Hang gliding?
Date: 11 Sep 92 19:57:53 GMT

djv@ecl.psu.edu writes:

>Can anyone tell me where to get more information on hang-gliding?  Is there a
>net group that would be more informative?  Thanks for any info.

Mail to Hang-Gliding-Request@fuggles.acc.Virginia.EDU.

Cheers, Henrik

Newsgroups: rec.aviation
From: rja@ibm7.nynexst.com (Rob Asen)
Newsgroups: rec.aviation,nj.forsale,ne.forsale,ny.forsale
Subject: 1/2 Share in Piper Arrow For Sale
Date: 9 Sep 92 22:19:01 GMT
Reply-To: rja@nynexst.com
Distribution: na
Organization: NYNEX S&T
Originator: rja@ibm7

====  Please do not respond directly to poster  ====

1/2 share available in the following aircraft:

        '76 Piper Arrow PA-28R-200

        875 Hrs. left on Lycoming
        Hangared at Somerset, NJ (N52)
        Narco Radio,OBS,DME,ADF,MKR
        AutoFlight II Autopilot
        FlightCom III Stereo Intercom
        Encoding Altimeter
        IFR Certified - Annual 8/92

        1/2 Share $15K

Call Ken 201-543-7002 aft 7pm
or e-mail kafitzgerald@attmail.com
-- 
Rob Asen
rja@nynexst.com     914-644-2195
Newsgroups: rec.aviation
id <m0mSQVn-0000LgC@crash.cts.com>; Wed, 9 Sep 92 04: 47 PDT
	id AA15300; Wed, 9 Sep 92 04: 44:09 EDT
	id AA05188 for ncrats!ncr-sd!crash!rec-aviation; Wed, 9 Sep 92 07: 04:19 EDT
	id AA08305; Wed, 9 Sep 92 06: 04:13 -0500
	(5.61/UUNET-internet-primary) id AA08671; Wed, 9 Sep 92 07: 04:09 -0400
	id AA13286; Wed, 9 Sep 92 07: 04:33 EDT
	id <m0mSPZ9-0001jdC@tous.oau.org>; Wed, 9 Sep 92 06: 46 EDT
	id <i879046@pro-carolina.cts.com>; Tue,  8 Sep 92 21: 57 EDT
From: gatech!pro-carolina.cts.com!delton (Don Elton)
Subject: Re: DEA on 60 minutes
Organization: ProLine [pro-carolina] Orlando, Florida 407-858-9937
Date: Tue, 8 Sep 92 21:56:49 EDT

I think you missed the original posters point.  Sure the DEA and other law
enforcement agencies can seize implements used in crimes.

The problem is, that in at least some jurisdictions (Florida for example)
the law can seize money or other property just on suspicion.  They aren't
required to arrest you, charge you with anything, or prove anything much
less required to have due process.  Your only recourse is to sue them to
get the stuff back and they typically try to get you to settle for a 50%
return on what they seized.

You may not have seen the series in the Orlando Sentinel (that was
published in many papers on the east coast) about how the Volusia county
(includes Daytona Beach, FL) sheriff has his deputies stop south bound
I-95 cars if they're driven by minorities with radar detectors specifically
for the purpose of seizing any cash carried in the cars.  Out of something
like 900 stops charges were only filed in about 9 cases and millions of
dollars were seized.  They use tax dollars to fight the victim's lawsuits
and most victims wind up losing all of their money or settling for a 50%
refund if they sign statements promising not to sue the sheriff since
they'd have to spend more than the 50% seized to win back their money
against government funded lawyers.

This is obviously raising quite a stink here in Florida (as it should).
Newsgroups: rec.aviation
From: schinner@vcd.hp.com (Jim Schinnerer)
Subject: Re: Interstate Landing--Not such a good idea
Organization: Hewlett-Packard VCD
X-Newsreader: Tin 1.1 PL5
Date: Wed, 9 Sep 1992 19:16:08 GMT

I find that while flying over the western US, like Utah or Wyoming,
I am constantly wondering if I could glide to that road.  Not because
I really want to land on it, just so that someone might see my
plane land in the field next to the road, and get help if I didn't
get a radio call out.

Then again, if there isn't anyone on that road....

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
Newsgroups: rec.aviation
From: st1ls@rosie.uh.edu (Nick Hakim)
Subject: Re: AIRSHOWS??
News-Software: VAX/VMS VNEWS 1.41    
Organization: University of Houston
Date: Mon, 7 Sep 1992 10:24:00 GMT

> 
>"Wings Over Houston" is scheduled for the weekend of the 5th and 6th, if I'm
>not mistaken.  You may be able to fly straight into Ellington Field if you
>schedule it in advance.  The WOH show in _great_.  I have attended the show
>for the past 2 years, and have always got my money's worth.  Last year they 
>had the F117A and a couple of TR-1s, a B1, and a _bunch_ of other aircraft.

Sorry for the wasted bandwidth -- I meant to add : WOH is around _OCTOBER_
5-6th.  You may want to call Ellington Field to make sure, tho.

-Nick

--
"Join 'Open Windows Anonymous' today!  Dues: $195,000/year, or a Mooney MSE!"

Newsgroups: rec.aviation
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: slandering twins
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 11 Sep 92 16:48:12 GMT

In article <BuE42t.ML3.2@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:
>
>At Piper school one of the instructors told a story about losing an engine
>in a twin just after takeoff from Vero Beach.  He got the airplane cleaned
>up but the climb rate was very slight.  He was still low to the ground, so
>he told the tower he was just going to fly runway heading for *several miles*
>until he was high enough to feel comfortable making a turn back toward the
>airport.  And that's what he did.
>

There is also another story regarding a C-46 pilot during the war.  He
was taking off from an atoll in the South Pacific when loaded with
spare parts, passengers, and fuel, he lost the engine at the critical
moment.  With the gear retracted, the good motor at full power, the
bad motor caged and the cowl flaps close on the bad motor, he was
still descending.  He then closed the cowl flaps on the good motor
which gave him an extra 5 mph, enough to make a pattern and land.
He landed with a burned out [good] motor, but he, and his passengers
walked away from a successful emergency landing.

The best pilots know when it's OK to break the rules to save a life.

Kerry
Newsgroups: rec.aviation
From: bdboyle@erenj.com (Bryan D. Boyle)
Subject: Re: DEA .vs. Florida
Organization: Exxon Research and Engineering, NJ
Date: Thu, 10 Sep 1992 12:28:19 GMT

In article <1992Sep10.033812.16225@ncrcae.ColumbiaSC.NCR.COM> hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488) writes:
>In article <1992Sep8.200611.2796@megatek.com> mark@xfbdev.megatek.com (Mark Thompson) writes:
>>It seems to me that if the situation in Florida with respect to the
>>DEA is as bad as it seems to be from the thing that I have read, that
>>people should seriously consider JUST NOT GOING THERE. And telling the
>>local Chamber of Commerce why.
>

(Stuff deleted...)

>	I like your idea about notifying the Chamber of Commerce. Maybe
>hitting them in the pocket book would put the service back in "public
>servant".
>
I've always found a 2x4 applied across the back of the skull, especially
when dealing with political hacks, works just as well...:-)

-Bryan...  


Newsgroups: rec.aviation
From: jhenderson@pomona.claremont.edu
Subject: Re: Use solo to actually do something?
Organization: Pomona College
Date: 10 Sep 92 23:58:22 PDT

In article <1992Sep11.000854.28339@tss.com>, burke@tss.com (Jim Burke) writes:
> 
> I actually know of a guy who was going for his pilot's license so he could
> commute to work.  He got signed off to solo to his destination airport and
> used his solo endorsement to start before he got his license.  I don't 
> recommend this but it is legal.

Hm....I thought that students couldn't fly solo "in the furtherance of
business"?

______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
Newsgroups: rec.aviation
From: powell@wraith.netops.gtefsd.com (Mike Powell "GTE FSD Net Mgr")
Subject: Re: Problems reaching duat.contel.com lately?
Summary:  Need more info
Organization: GTE Federal Systems (Telecom)
Distribution: na
Date: Sun, 6 Sep 1992 17:12:00 GMT

In article <1992Aug28.061035.13492@telebit.com> brent@greatcircle.com (Brent Chapman) writes:
>It seems that every time I've tried to telnet to duat.contel.com lately
>(within the last month, say), I haven't been able to get through.  A
>"traceroute" shows packets getting as far as "con-sura-p1.sura.net", which
>I assume is CONTEL's gateway to SURANet (one of the NSF regional networks),
>but no further.
This is the last hop. the next one is duat. (this will be changing on 09/08/92)

>Is anyone else having this problem, or is it just me?  If anyone else
>has been seeing this, please let me know the IP address of the machine
>you're coming from, what network (NSFNet regional, or commercial net
>such as AlterNet or PSINet) you're on.  If your machine has
>"traceroute", and you can send me the output of "traceroute
>duat.contel.com", that would be ideal.

First, let me start by making it clear my function in reaching our DUAT.
I am the Data Network Manager. I am NOT a member of the DUAT project.
Requests and questions about DUAT should be sent to 
system@gnd1.wtp.gtefsd.com or system@gnd1.wtp.contel.com (old address).
Inquiries or complaints sent to me about DUAT won't reliably be sent to
the the proper person.

Now onto the business at hand.
At this point I cannot be sure where the problem lies. I need more info.
Are you getting a "connection timed out", "connection refused", or
are you getting connected but nothing else happens?
these three situations are caused by different problems.

One possible answer is: Over the past couple of months there have been
problems with routing information between the regional networks and the
backbone network. This will create problems in reaching our network from
your network. Hopefully those problems are almost solved and won't cause
trouble much longer.

This does not appear to be the cause of Brents' problem. I need more
information. (see above paragraph).

Now let me address a question in another posting, which is addressed in
Goeffs' FAQs.

duat.contel.com is for certified pilots, duats.contel.com is for everybody
else. Certified pilots can use duats.contel.com. I would have liked to
set it up so if duat.contel.com is full it automaticly rolls over to
duats.contel.com, but the current equipment can't handle it. I hope to
be replacing it soon with equipment that can, but don't hold your breath.

If you do continue to experience problems reaching DUAT please send me
email with the details, when(date and time), what(duat or duats), from
where(are you), what happened. The more info you supply me with, the faster
I can find the cause and solve it, if possible.

BTW: DTC is not on the Internet.

Thanks,
Mike
--
Mike Powell PPASEL
"It's hard to find router bits for your cisco"
Disclaimer: I speak for myself. No direct relation to the DUAT folks.
internet: powell@wraith.netops.gtefsd.com  Usenet: uunet!wraith.netops.gtefsd.com!powell
Newsgroups: rec.aviation
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: Air Lifeline experience
Organization: Technical University of Berlin, Germany
	<Sep.13.14.19.24.1992.784@pilot.njin.net>
	<SHAFER.92Sep13120006@ra.dfrf.nasa.gov>
	<1904tpINN54j@smaug.West.Sun.COM>
	<SHAFER.92Sep13133023@ra.dfrf.nasa.gov>
	<1992Sep14.114252.22973@sctc.com>
Date: Mon, 14 Sep 1992 13:12:07 GMT

In article <1992Sep14.114252.22973@sctc.com> beede@sctc.com (Mike Beede) writes:
> shafer@rigel.dfrf.nasa.gov (Mary Shafer) writes:
> 
> >Low-wing aircraft work best for people who can't walk, BTW.
> 
> I'm a little curious about this.  I assume you're talking GA aircraft,
> since by the time you get to the big iron, no one gets near the wings
> anyway.  So, I'd imagine that hoisting yourself over the wing would be
> much more of a chore than just getting into the seat, a la Cessna 172.
> Was this a typo, or is this just yet another time when intuition is a
> poor guide to reality?

At least for one particular case I can confirm that Mary is right, even if
it sounds strange. My dad is walking handicapped due to a polio as kid;
he can walk with aid of someone used to him, but has difficulties to move
all different kinds of muscles. He can't lift his legs e.g. Now I thought
might be the easieast to just pull him into a Cessna, but with the main
gear where it is on Cessnas, it's just a pain. It was hard to believe for me,
but pulling him over the wing of a Piper is *much* more easy.
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de

Newsgroups: rec.aviation
From: hgp@cbnewsj.cb.att.com (howard.page)
Subject: Help: The Archer's electrical system is giving me grief!
Organization: AT&T
Date: Mon, 7 Sep 1992 00:00:57 GMT

Help! If you are an aircraft electrical system guru, i'd
like to cry on your shoulder, er, I mean talk to you.
Thanks!

Howard G. Page
+1 908 949-7077
hgp@neural.att.com
Xref: sparky rec.aviation:15210 comp.sys.ibm.pc.games:12632
From: gaynier@elec.uq.oz.au (Ron Gaynier)
Subject: Silver 'C' Duration, Was "What to do on long flights?"
Organization: Prentice Centre, University of Queensland
Date: Mon, 7 Sep 1992 00:16:30 GMT


I had my own long flight yesterday. My 5 hour duration flight for my silver 'C'.
At no time was it ever boring, and in fact got quite exciting for awhile. I was
half way into the flight when the need to lose some extra "ballast" could no longer
be ignored. I was prepared and had brought along one of those plastic bladders (no
pun intended) that are used inside wine boxes. They're quite well suited to the
purpose but unfortunately I'm not. Sitting there in the glider with my pants down
trying to relax, all the while slowly losing altitude, I just couldn't seem to get
the flow started. I thought "This is ridiculous" and was about to give up the attempt
(to urinate, not the 5 hours) so that I could start hunting for some lift when suddenly
I flew into 8 knots up. So there I was caught with my pants down, harness undone, plastic
bladder out of a wine box between my legs, trying to center the thermal.

Then over the radio;

Them: Mike Victor, Jondaryan base.

Me: Jondaryan base, Mike Victor, go ahead.

Them: Howzit going?

Me: Well right now I'm trying to talk on the radio, center a thermal, and take a piss
    all at the same time.

Them: Mike Victor get your priorities right.


Ron Gaynier

BTW, I did it, made 6 hours 7 minutes, got the height gain as well (also managed to urinate).

Oh, incase anyone should bring it up, I KNOW how dangerous it is to fly in turbulent
conditions with the harness undone, but the situation was unavoidable.
From: hopkins@gvlf9-o.gvl.unisys.com (Bill Hopkins)
Newsgroups: rec.aviation
Subject: Re: AM I CRAZY OR WAS THERE A 'SCREW UP' YESTERDAY
Date: 4 Sep 92 21:13:32 GMT
Reply-To: hopkins@gvl.unisys.com
Organization: Paramax Systems Corp (A Unisys Company), Great Valley Labs, PA

In article <1992Sep3.200425.6718@tera.com> erik@tera.com (Erik Hedberg)
cites a TV news story:
>
>	According to a report in Aviation Week, there was a near miss 
>	reported by a United 747 leaving Los Angeles for London on Aug
>	5.  ALPA is said to be investigating.  The 747 pilots reported
>	a near miss with something flying 1000 feet below them [...]

Is this a new definition?  I thought 1000 feet vertically was normal
separation.

	Bill (there they go again) Hopkins

------------------------------------------------------------------------------
hopkins@GVL.Unisys.Com          Paramax Systems Corporation (A Unisys Company)
215-648-2854 or 363-7464        Great Valley Labs, PO Box 517, Paoli, PA 19301
MXE 016 radial, 8 nmi              Opening my mouth is not company policy.
Newsgroups: rec.aviation
From: gaynier@elec.uq.oz.au (Ron Gaynier)
Subject: Re: Silver 'C' Duration, Was "What to do on long flights?"
Organization: Prentice Centre, University of Queensland
Date: Thu, 10 Sep 1992 00:42:11 GMT

In <1007@esosun.UUCP> jim@fjolsvid.css.gov (Jim Wang) writes:

"|"In article <1992Sep9.113524.2610@dsg.cs.tcd.ie>, sloubtin@dsg (Sylvain Louboutin) writes:
"|">In <7SEP199210173677@vxcrna.cern.ch> cohler@vxcrna.cern.ch (Mike Cohler) writes:
"|">
"|">>In article <gaynier.715824990@s1.elec.uq.oz.au>, gaynier@elec.uq.oz.au 
"|">>(Ron Gaynier) writes...
"|">>> 
"|">>>I had my own long flight yesterday. My 5 hour duration flight for my 
"|">>silver 'C'.
"|">>lines deleted....
"|">
"|">>Congratulations !   The 5 hours is a difficult task, and I still suffer

"|"Hey, why bother with all this?  It would be an even better trick to get
"|"all three diamonds *without* getting a silver badge!  To do this, you
"|"have to fly your 500km flight in under 5 hours, which is certainly doable.

"|"I wish I had thought of this before I got my silver, but strictly speaking,
"|"I didn't satisfy the reqs for the silver distance.  The rules explicitly
"|"state that it must be a 50km straight out flight; they gave it to me for
"|"a 300km triangle.

Well why I bothered is a different story. There are alot of glider pilots who never
make a certificate claim and I was one of them. I just completed my instructor examination
recently and when we were about to take care of the paper work it was realised I didn't
have my silver 'C'. The silver 'C' is a requirement before you can become an instructor
in Australia. I've decided to go for gold and the diamonds as well. I'm an American and plan
on returning to the USA permanently in about a year and the FAI greenbook will serve as a
more 'official' record of my gliding proficiency, everything else is just ink in a logbook.

Ron Gaynier
Newsgroups: rec.aviation,comp.sys.ibm.pc.games
From: shafer@rigel.dfrf.nasa.gov (Mary Shafer)
Subject: Re: PC a step closer to realistic simulator (Thrustmaster)
Organization: NASA Dryden, Edwards, Cal.
	<1992Sep16.001104.28292@news.Hawaii.Edu>
	<1992Sep16.014512.3996@leland.Stanford.EDU>
Date: Wed, 16 Sep 1992 02:20:00 GMT

On Wed, 16 Sep 92 01:45:12 GMT, etu@leland.Stanford.EDU (Eugene Lucian Tu) said:

Eugene> You should visit the Vertical Motion Simulator at NASA Ames sometime.
Eugene> It was used to train the shuttle pilots for landing and it can throw
Eugene> you some pretty good G-forces I imagine...

Just a titch over 1 g in the vertical axis, around 1/3 g laterally,
and 1/4 g longitudinally, as I recall.  I've flown the VMS as a Space
Shuttle, a YAV-8B Harrier, and a couple of helicopters.  My favorite
touch of verisimilitude was the way the HUD glass cracked when I
smacked the Harrier down on the ship's deck at about 25 fps.

The VMS was never used for training astronauts, though.  It's
exclusively a research tool.  We put the Space Shuttle model on it for
a variety of research purposes.  Among them were investigations into
the PIO suppression filters that were subsequently incorporated into
the flight control system for the early flights.  Astronaut training
is done in ground simulators (mostly fixed-base, I think) at Johnson
Space Center (Houston) and in the SCA, the Shuttle Training Aircraft.
The SCAs are Gulfstream IIs, modified to fly like the Shuttle.

When we put the Shuttle into the VMS, they were still using a terrain
board for visuals.  This is a model landscape with a camera flying
over it at the aircraft point-of-view.  They've upgraded to
computer-generated images now (hence the crackable HUD).

--
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

Newsgroups: rec.aviation
From: philf@xymox.palo-alto.ca.us (Phil Fernandez)
Subject: Re: single engine twins
Organization: Jade and Jett Incorporated
Date: Mon, 14 Sep 1992 02:39:42 GMT

In article <1992Sep11.192834.19433@i88.isc.com> ericth@i88.isc.com (Eric Thiele) writes:
>What is so horribly difficult about landing a twin w/ one fan dead?  
>Is the thrust from the lone non-centerline engine what gets you at slow speed?
>Torque + high crosswinds = crash?  
>Isn't the drag from the dead engine less of a factor at lower landing speeds?
>Is the window of "single engine green arc" (was that Vmc?) flyable airspeed so 
>narrow that it's exceedingly easy to stall and maybe spin?  
>Isn't landing deadstick, once the field is made, a viable option?...
>
>If it isn't horrendous, could someone (Dave "BeastMaster" Touretzsky?  Dr. Dan?)
>post the engine out procedure?

Well, I'm not Dave or Dan, but I do have my multi ticket, so here
goes...

If all goes well, there's nothing at all difficult about landing a
twin with one fan dead.  With the power down low for approach, there
is very little asymmetric thrust, and you could *almost* forget you're
flying with one engine.  Note that the main control problem with one
engine out is asymmetric trust from the working engine, which tries to
turn the plane around the yaw axis.

A secondary factor is drag, which can be critical during a climb on
single engine, but which is not much of an issue during a descent to
landing.  I was taught not to necessarily worry about feathering a bad
engine if the failure occurs during an approach, although the POH for
the twins I've flown calls for feather.

It is true that landing with a dead engine in a crosswind can be
trouble if the wind is from the side with the working engine.  This is
because you are using some available rudder into the working engine to
counter the yaw, and therefore there is less rudder available to deal
with a crosswind.  However, at the low power required for approach,
very little rudder is needed to overcome asymmetric thrust, so
moderate x-wind landings need to be a problem.

Now, note that I started out by saying "if all goes well".  One major
problem with a single engine approach is that there's little or no
opportunity for a single-engine go-around in a twin once committed to
landing.  Once gear and full flaps are down on short final, you're
committed.  Period, the end.  A go-around attempt in these
circumstances will probably lead to 1) no climb, and 2) a dangerous
brush with loss of control.

Vmc, and single-engine control issues in general, become a factor at
high power and slow airspeed (as in takeoff, or go-around).  At high
power, asymmetric trust is at a maximum, and at slow speed, rudder
authority is reduced.  Vmc occurs when asymmetric thrust overpowers
maximum rudder, and the pilot is no longer able to maintain
directional control and is on the edge of a snap roll to inverted or a
stall/spin.  Not my idea of fun..

pmf
pp-asmel-ia
mooney n5632j
Newsgroups: rec.aviation