HDTenEightyP/NetNews huggingface dataset:
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.misc
Subject: ANYONE OUT THERE KNOW HOW
Date: 12 Dec 92 23:47:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

MAP> .Take RAREPS and plot them.

MAP> .Sure I can take a bullseye map and plot rareps myself, but I think
   > .it would be nice to be able to have them on the computer where they can
   > .be created easier and be printed up.

MAP> .I don't know much about programing, but this seems pretty much
   > .like connect the dots.... I KNOW it is prob. not that easy, but
   > .thats why I am asking... ANYONE?

Wouldn't it be easier to use an existing program?  Especially one which
will plot SAs, SDs, etc.

It accepts the standard DUAT output, or the output from CI$ aviation
weather.  I believe it'll take PanAm Weathermation output as well, but I
haven't tried that.

It's called WeatherPro.  Shareware.  Available on Compuserve in the
Avsig libraries.  It's an excellent program, and is $15 to register.
The unregistered version allows full US maps, but you cannot zoom in on
a small area until you register it.  There are some other options that
are enabled when you register.

Try it, you'll like it!

        D/
---
 . QMPro 1.0 41-3345 . Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
                                                   
From: joell@hpgrla.gr.hp.com (Joel Larner)
Date: Thu, 10 Dec 1992 22:12:48 GMT
Subject: Re: Turning Prop in reverse: was Turning the prop during storage
Organization: Hewlett-Packard, Greeley, CO
Newsgroups: rec.aviation.misc

Damage to the magneto impulse coupler can also occur if you turn the
prop backwards.  All it takes is a small turn.  Turning a prop forward
is harzardous only if you assume it is cold.  If you do everything
reasonable to check that the mags are cold, then assume the mags are
still HOT and handle the prop accordingly you can minimize the risk.

-------------------------------------------------------
Joel Larner - Hewlett Packard, Greeley Storage Division
CAP SAR Pilot            email:  joell@hpgrjq.gr.hp.com
                           CAP:  Pikes Peak 293
                    In The Air:  N182H

Newsgroups: rec.aviation.misc
From: mtanner@gmuvax2.gmu.edu (Michael C. Tanner)
Subject: Re: CHP AIRCRAFT & SPEEDERS
Organization: George Mason University, Fairfax, Virginia, USA
Date: 18 Dec 92 14:17:02

I know California law is different, but they used to do this in Ohio.  When
the freeway speeds were upped to 65, they stayed 55 within n miles of cities.
Near Columbus there was a stretch of I-70 west of town within n miles but
outside the city limits.  The Ohio Highway patrol spent a lot of hours with
one of their 182s patrolling this stretch and keeping two cruisers busy full
time stopping speeders and writing tickets.  They did it entirely by timing
cars over a measured mile with prominent lines on the road.

So even if it's illegal in CA, it's not in other places.

-- mike

Newsgroups: rec.aviation.misc
From: Kendall L. White <klwhite@mitre.org>
Subject: VR cockpit
X-Xxmessage-Id: <A75526AB8C0197AA@kwhite-mac.mitre.org>
X-Xxdate: Wed, 16 Dec 92 23:32:11 GMT
Organization: MITRE
X-Useragent: Nuntius v1.1.1d12
Date: Wed, 16 Dec 1992 23:29:27 GMT

I think a useful application of VR technology would be in two areas: 
(These are only my initial thoughts.  I might come up with others if I
thought about it
longer.  Anyway.....)

Approaches:

  Have the VR generator superimpose the runway as it would appear in
perfect VFR
daylight conditions (including VASI, etc.).  The pilot would have the
option to select
to display the ILS needles a la the HUD for some of the fighter
simulators.

Enroute: 

  For traffic avoidance, superimpose targets on the flight deck and
highlight them when the pilot turns his/her head/eyes in that direction. 
Essentially this would be a virtual see and aviod system.  One could
further add to the system by selectively displaying
the correct altitude, heading, distance, speed, and closure rate of any
particular target
in the field of view when prompted by the pilot.  The system should
provide some type of warning a la TCAS to the pilot when a target may
potentially interfere with the
'source' aircraft.

Anyway, that's my two (2) cents worth.

...Kendall
From: mpeters@wtcd.DaytonOH.NCR.COM (Michael Peters)
Newsgroups: rec.aviation.misc
Subject: Re: Past the speed of sound...
Date: 16 Dec 92 15:30:46 GMT
Distribution: usa
Organization: NCR Corporation - Dayton, OH USA

Sorry about the previous blank postings.

Several years ago at OshKosh, there was a prop driven airplane on
display that was partially constructed and was being built to break
the sound barrier.  It was a pusher and had razor thin wings and
stabilizers.  I believe it was constructed out of aluminum.  The
work was impressive.  The building team were soliciting donations
and selling T-shirts in an effort to support the project.

Does anybody know what has become of it?

-- 
Michael Peters
WIN Management Services
Michael.Peters@wtcd.DaytonOH.NCR.COM
...!uunet!ncrcom!wtcp!wtcd!mpeters
Newsgroups: rec.aviation.misc
From: eandersn@mach1.wlu.ca (Niels Ejvind Andersen)
Subject: TC Toronto Aviation Safety Seminar       
X-Newsreader: Tin 1.1 PL5
Organization: Wilfrid Laurier University
Distribution: ont
Date: Sat, 12 Dec 1992 03:08:34 GMT

                   Transport Canada - Aviation Safety Seminar

               Evacuation from Large Aircraft - Getting Out Alive
                              Mrs. Jackie Brederlow
                 Transport Canada Air Carrier Operations Branch
                         Superintendent, Passenger Safety

                               Flying Procedures at
                              Uncontrolled Airports
                                Mr. Marc Saulnier
                    Transport Canada Flight Training Standards

                            Where:   4900 Yonge Street
                                     3rd Floor Auditorium
                                     North York, Ontario

                            Times:   Start: 19:00
                                     End:   21:30

                             Date:   Dec. 16, 1992 (Wednesday)

                         Coffee, cookies, knowledge and                       
                              best wishes supplied.
--
Niels Ejvind Andersen          eandersn@mach2.wlu.ca / 70511.2302@compuserve.com
Information Systems                                  Phone: (519) 884-1970 x2760
Wilfrid Laurier University                           Fax:         (519) 886-9351
Waterloo, ON  N2L 3C5  Canada                                        ... VFR NC4

Disclaimer: No association with Transport Canada, but I'll be there!
Newsgroups: rec.aviation.misc
From: jbrown@qdeck.com (Jordan Brown)
Subject: Re: Problem with DUATS
Organization: Quarterdeck Office Systems, Santa Monica CA
Date: Tue, 15 Dec 1992 07:31:46 GMT

JESTER@vax1.elon.edu (John Jester) writes:
>With regards to the problems with reaching DUATS  I believe it might
>have to do with a NET change that occured recently.  The Net has been
>upgrading and has required some changes in communication protocol
>that I am sure Contel must of need to do.  This information comes from my
>sysop.  
>---John

Nope.  Not a chance.  Last major Internet protocol change was in '83 or so
with the NCP->TCP changeover; next one not expected for at least a couple
of years.  Probably your sysop was talking about something going on on your
local network or some neighboring network, probably temporary service
problems due to upgrades rather than protocol changes.
From: mpeters@wtcd.DaytonOH.NCR.COM (Michael Peters)
Newsgroups: rec.aviation.misc
Subject: Re: Past the speed of sound...
Date: 16 Dec 92 15:15:16 GMT
Organization: WIN Management Services - Dayton, OH

-- 
Michael Peters
WIN Management Services
Michael.Peters@wtcd.DaytonOH.NCR.COM
...!uunet!ncrcom!wtcp!wtcd!mpeters
Newsgroups: rec.aviation.misc
From: peted@microsoft.com (Peter Duniho)
Subject: Re: Fuel Gauges...
Date: 14 Dec 92 22:45:04 GMT
Organization: Microsoft Corporation

In article <1992Dec11.223717.26761@den.mmc.com> zwork@starfighter.den.mmc.com (Michael Corvin) writes:
>It is easier to accurately measure fuel flow than it is to measure the amount
>of fuel in a tank.  Fuel "totalizers", available for most airplanes (but

Well, here I go, giving away what is probably a perfectly profitable
idea without bothering to talk to the patent office first :), but
anyway:

    Seems to me that since it is easy to measure fuel flow that there
is a good solution that takes care of most of the problems that the
original poster mentioned.  Simply add a fuel flow measurement to
the filling end of the fuel system.  If you're measure the amount of
fuel as it's going in, and measuring it as it's going out, you should
be able to always know exactly how much fuel is in the tank, assuming
you properly calibrated everything at the beginning.

Problems that I can think of: doesn't account for leaky fuel tanks
(drains, missing or loose caps, holes, etc.); accumulated error would
require periodic maintenance/calibration (but then, since the plane
requires inspection on a regular basis, this could simply be part of
that inspection/maintenance); expense?

Personally, I think that the problems that I can think of are not
that bad, and would be worth dealing with in order to have a very
precise idea of your current fuel status.
-- 
Pete Duniho         "Give me a fish, or a mountain, to scale..."
peted@microsoft.com              -- Toy Matinee
Newsgroups: rec.aviation.misc
From: thughes@lonestar.utsa.edu (Toby . Hughes)
Subject: Re: Creature of habit?
Organization: University of Texas at San Antonio
Date: Mon, 14 Dec 1992 20:13:31 GMT


What happened to me once was not exactly "flying the car," but anyone who has
ever experienced a serious in-flight emergency will know the feeling, and
will understand it perfectly.

I was on a long straight stretch of road between Artesia and Lovington, NM,
at about 5:00 in the afternoon on a fall day in 1984.  Without any warning,
the car blew a transmission seal with a loud "pop" and some accompanying
vibration.  Transmission fluid dumping on to the hot exhaust immediately
put a long thick smoke trail behind the car, and almost simultaneously the
transmission went neutral, the engine revved up to redline, and the car
slowed noticeably.  It only took an instant to figure out that the worst
situation I would be faced with would be to be stuck on the roadside until
help came along, but during that instant I was hit with that clammy visceral
fear that is unique to flyers who suddenly realize that the world just turned
to doo-doo.

And I ALWAYS over-react to red lights illuminating on dash panels.

TH
From: sgavian@amy5.stanford.edu (Sarah Gavian)
Newsgroups: rec.aviation.misc
Subject: Airlines in the Caribbean
Date: 11 Dec 1992 18:29:47 GMT
Organization: Stanford University
NNTP-Posting-Host: amy5.stanford.edu

How can I find out the names and addresses of the 
millions of puddle-hopping airlines the serve the
Caribbean?

	Thanks,   Sarah
From: mpeters@wtcd.DaytonOH.NCR.COM (Michael Peters)
Newsgroups: rec.aviation.misc
Subject: Re: Past the speed of sound...
Date: 16 Dec 92 15:22:25 GMT
Organization: WIN Management Services - Dayton, OH

-- 
Michael Peters
WIN Management Services
Michael.Peters@wtcd.DaytonOH.NCR.COM
...!uunet!ncrcom!wtcp!wtcd!mpeters
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation.misc
Subject: Looking for someone at Big Bear, CA.
Date: 17 Dec 1992 15:35:33 GMT
Organization: Stratus Computer, Inc.
Distribution: usa
NNTP-Posting-Host: wiley.ts.stratus.com

Does anyone out there fly out of Big Bear, California?  I have a friend who 
runs a training operation there who I'd like to get in touch with for
my upcoming Left-Coast tour.  If you know people at Big Bear, please send
me e-mail.

Thanks!
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation.misc
From: sents@dixie.com (Jeff Sents)
Subject: Re: Surviving a Commercial Aircraft Accident
Date: Sat, 19 Dec 92 02:41:36 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.

Just a quick note to follow up your very informative post. Some time
ago when I was still working in California, I had the opportunity to
ask one of the company's more experienced (and more respected) 
senior engineers "Where is the best place to book a seat in a jet?".

His response? "As close to the rear as possible" 

The Reason? Several actually. One: the tails have a habit of separating
from the rest of the A/C, and surviving. Two: There's usually a E-Exit
towards the rear. And third: when the A/C makes contact with the ground
and everything goes flying forward, you won't be crushed underneath.

Hope this doesn't start a major debate, but I thought it was interesting.

Regards,
Jeff

***************************************************************************
* Jeff R. Sents                           *                               *
* Marietta, Georgia, USA                  *    Never Trust Programmers    *
* home: sents@dixie.com                   *    Who Carry Screwdrivers!    * 
* work: ge03429@loads1.lasc.lockheed.com  *                               *
***************************************************************************
#include <stdsclmr.h>
<This message contains only the opinions & beliefs of its author, 
which in no way represent those of anyone else.>

Newsgroups: rec.aviation.misc
From: barnett@convex.com (Paul Barnett)
Subject: Re: Past the speed of sound...
Date: Wed, 16 Dec 1992 22:32:04 GMT
Distribution: usa
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.

In <1992Dec16.205459.11422@cs.sfu.ca> girling@cs.sfu.ca (Doug Girling) writes:

>It had 4 (or possibly 5) short paddle blades with square tips -- like those
>on a Hercules or Orion, but shorter).  As to the 10kHz, I'll admit it was a
>bit of a guess working backward from an 8-foot dia. 4-bladed prop with the tips
>travelling at about mach 1.  For a smaller disc or higher mach # or more of
>the blade >= mach 1, the frequency rises correspondingly.  Given that most
>of the energy would be dissipated accoustically as shock waves, one not
>only has a truly "noise-driven A/C", but one that is producing dangerous
>levels of ultrasonics.

Since at least a few people apparently missed the point of my previous
post (and I probably compounded with a now-cancelled "Ooops" post)....

A 4-blade prop would have to spin at 150,000 RPM to generate a 10 kHz
shock wave.  To keep the tips subsonic, the diameter of said prop must
be about an inch and a half.  Doubling or tripling the number of
blades still keeps you within the size of most propeller HUBS.  I'm
not a mechanical engineer, but I would suspect that the stresses from
centrifugal force alone would be "interesting".

I was skeptical.  I should have said so explicitly.

BTW, I believe the upper frequency limit of human hearing is 22 kHz.
If that is so, a large amplitude 10 kHz sound would be painful indeed.
 
--
Paul Barnett             Internet: barnett@convex.com
Convex Computer Corp.      Office: 214-497-4846
Richardson, TX        Mobile/Home: 214-236-8438
Newsgroups: rec.aviation.misc
From: hagood@sabre.den.mmc.com (Dave Hagood)
Subject: Re: Past the speed of sound...
Organization: Martin Marietta Astronautics Group
Distribution: usa
Date: Wed, 16 Dec 1992 21:50:45 GMT

In article <1992Dec16.202901.25816@den.mmc.com>, zwork@starfighter.den.mmc.com (Michael Corvin) writes:
|> There was a single, experimental, swept wing F-84 (with wing root inlets
|> like the RF-84) that also mounted a huge turboprop (I don't recall the 
|> designation or power) in the nose, driving a mutlibladed prop with very short,
|> broad blades.  I believe that supersonic performance was the goal.
|> It was not successful and was reputed to be one of the noisiest aircraft
|> of all time.

	It was, I believe, the XF-84H.  And it was reputed to be _THE_ noisiest
aircraft of all time, such that the ground crew became physically ill whenever
the aircraft used the power required to taxi.

|> -----------------------------------------------------------------------------
|> Michael Corvin 	      PP-ASEL, PP-G		zwork@starfighter.den.mmc.com
|> just another spaced rocket scientist at    Martin Marietta Astronautics Group
|> -----------------------------------------------------------------------------
|> ===============    My views, not Martin Marietta's   ========================
|> -----------------------------------------------------------------------------

-- 
-------------------------------------------------------------------------
									|
David M. Hagood			Martin Marietta Astronautics Group	|
									|
Voice:  (303) 977-9657		When in danger, or in doubt,		|
E-mail: hagood@den.mmc.com	Run in circles, scream and shout.	|
Fax: (303) 977-1530							|
									|
-------------------------------------------------------------------------
     static char *disclaimer = "My opinions, not Martin Marietta's."    |
-------------------------------------------------------------------------

Newsgroups: rec.aviation.misc
From: smith@ur-guh.com (Russ Smith)
Subject: Re: Fuel Gauges...
Reply-To: smith@ur-guh.com
Organization: Ur-Guh Complex Inc.
Date: Fri, 11 Dec 1992 19:49:30 GMT

No manufacturer in its right mind would even attempt to put an accurate
fuel gauge in; to do so would immediately make it responsible for all
fuel-related crashes.

Since "everyone" -"knows"- fuel gauges are inaccurate there can be no
excuse for suing the manufacturer for an inaccurate fuel gauge causing
a fuel-out situation.

No :-) on this note...

Russ <Smith@ur-guh.com>
From: hdnea@usho92.hou281.chevron.com (David Neal)
Newsgroups: rec.aviation.misc
Subject: updated faa (us) nav data available
Date: 14 Dec 92 18:57:11 GMT
Organization: Chevron


If you use nav or fplan, the updated input files
are on seas.smu.edu under the flight directory. 


-- 
David Neal -- hdnea@hou281.chevron.com 

My processes aren't dead! They're only resource impaired!
Computationally challenged!
Newsgroups: rec.aviation.misc
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: Need accident information
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Distribution: ca
Date: 14 Dec 92 18:36:32 GMT

In article <JKF.92Dec11130853@frisky.Franz.COM> jkf@Franz.COM (Sean Foderaro) writes:
> I'm trying to get some information on an airplane accident involving a friend
>of a friend.   The only details I know are that the plane with four people
>left the Bay Area last week headed down the coast and the occupants weren't 
>missed until they failed to show up for work on Monday.  Subsequently,
>parts of the plane were found on the shoreline near Santa Barbara. 
>If anyone has any more information on this I'd like to know.  Thanks.

The search for a Piper Archer from SBA to PAO is still on.  I believe
you are the subject of misinformation wrt to the parts of the plane
"appearing on the shoreline".

There were 4 people on board and the aircraft departed SBA about noon
on Dec 6, 1992.  ETA to PAO was approximately 4:00 PM.  No flight plan
was filed.

Sorry, I cannot give out more details, but if anyone on the net has
ANY information about that flight, heard anything on the radio in that
area (between SBA and PAO) during that time, or if you knew the pilot and
his tendencies, or skill level, please contact:

	Major Sydney Wolfe
	Civil Air Patrol
	(408) 258-2720   [temporary mission base number at RHV]

Let's be sensitive about this one;  There are 4 families out there
hurting real bad right now.

Kerry Kurasaki
From: davehyde@tecnet1.jcte.jcs.mil
Newsgroups: rec.aviation.misc
Subject: Past the speed of sound...
Date: 17 Dec 1992 11:26:20 -0600
Organization: UTexas Mail-to-News Gateway
NNTP-Posting-Host: cs.utexas.edu


I wrote:

>>Several years ago at OshKosh, there was a prop driven airplane on
>>display that was partially constructed and was being built to break
>>the sound barrier. [deletions]

>>Does anybody know what has become of it?

>Its been for sale in Trade-a-Plane for a while now...unfinished.

Oops...I _meant to say:

An airplane fitting this description has been for sale in Trade-a-Plane for a
while now...unfinished.  It's a photo ad titled "MACH BUSTER".

Dave Hyde
davehyde@tecnet1.jcte.jcs.mil
So I said to the Navy, "These are my opinions,
go and get your own."
Newsgroups: rec.aviation.misc
From: jcmorris@mwunix.mitre.org (Joe Morris)
Subject: Re: Surviving a Commercial Aircraft Accident
Organization: The MITRE Corporation
Date: Fri, 18 Dec 1992 16:24:39 GMT

eandersn@mach1.wlu.ca (Niels Ejvind Andersen) writes:

>I attended the Toronto Transport Canada Aviation Safety Seminar last night.
>One of the topics was "Surviving a Commercial Aviation Accident", and it
>was interesting enough that I'll post it here.

> [summary of what to do to minimize your potential problems, including: ]

>Pay attention to the safety briefing given by the cabin attendants at the
>beginning of the flight.  [...]
>          Take note of which passengers between you and your exit don't
>pay attention to the safety briefing -- these people won't know what to do
>after an accident, and they may well keep you and your family from getting
>out safely as well. 

A story that's been making the rounds for many years points up the problem
of passengers not listening to the safety briefing.  The story itself is
possibly an urban legend, but it's not at all impossible.

The event is usually atributed to an Eastern stewardess who put her job
on the line to point up the casual disregard most passengers have for
the safety briefing.  According to the story, part of her safety spiel one
day went like this:

   "...This airplane, like all the aircraft in our fleet, is equipped
    with an automatic oxygen system for use in the unlikely event of a
    loss of cabin pressurization.  Should this happen, the panels above
    each row of seats will open automatically, exposing the oxygen masks.
    When you see the masks, pull yours the full extent of the tubing,
    place the gold cup over your navel, and continue to breathe normally."

Not a single passenger even looked up.

Joe Morris / MITRE
From: sav@nanette.sni.de (Dr.Savory)
Newsgroups: rec.aviation.misc
Subject: Re: Heard on the air
Date: 8 Dec 1992 12:26:01 GMT
Organization: Siemens Nixdorf Informationssysteme AG, Paderborn, Germany
NNTP-Posting-Host: nanette.sto.pdb.sni.de

Be careful on jokes, APP doesn't always have a sense of humour!

It was a day with very strong headwinds (like 40 to 50 knots at 500 feet).
I was on the glide slope 3 miles out IFR in a Cherokee ;)
There is a 737 calling 15 miles DME for landing.

TOWER:  D-EHFS, say distance and ground speed.

ME (struggling against the wind) :        three, still positive   ;)

TOWER:  Understood 3 miles out, say G/S.

ME:     still positive ;)

TOWER:  OK wise guy, you mean you are STILL, positive?

ME:     Negative, positive.

TOWER:  D-EHFS make a 180, out!
From: davehyde@tecnet1.jcte.jcs.mil
Newsgroups: rec.aviation.misc
Subject: Past the speed of sound...
Date: 17 Dec 1992 10:29:58 -0600
Organization: UTexas Mail-to-News Gateway
NNTP-Posting-Host: cs.utexas.edu


Michael Peters <mpeters@wtcd.daytonoh.ncr.com> writes:

>Several years ago at OshKosh, there was a prop driven airplane on
>display that was partially constructed and was being built to break
>the sound barrier. [deletions]

>Does anybody know what has become of it?

Its been for sale in Trade-a-Plane for a while now...unfinished.

Dave Hyde
davehyde@tecnet1.jcte.jcs.mil
So I said to the Navy, "These are my opinions,
go and get your own."
Newsgroups: rec.aviation.misc