HDTenEightyP/NetNews huggingface dataset:
From: furtaw@comm.mot.com (Bob Furtaw)
Subject: Re: Ballasting a glider
Organization: Motorola
Date: Thu, 15 Oct 1992 14:16:59 GMT
Followup-To: rec.aviation

In article <Bw4Bnw.7K3@avalon.nwc.navy.mil>, tks@kestrel.nwc.navy.mil (Tom
Serkowski) wrote: 
> > I'm not a glider pilot (and I don't play one on TV) but...check the polars?
> > Are they tail-on?  If the addition of ballast changes the pitching moment, the
> > elevator to trim will change, which will change the drag polar.  This is called
> > trim drag. ...
> > Dave Hyde
> 
> On most sailplanes, the water is put in the leading edge of the wing ahead of the spar.  This has the ffect of making the plane more nose-heavy and increasing the trim drag.  The latest crop of sailplanes all have tail tanks to compensate for this.  Also many older sailplanes have been modified for tail ballast.
> 
> As far as L/D being better with water than without - I haven't heard of this, but I'm not an aeronautical engineer.
> Tom Serkowski   ASW-20B (with tail tank)

Some thoughts:
1. Max L/D has no relation to different aircraft weights.  Adding more
ballast does not effect max L/D or max gliding distance (in still air,
etc., etc).  But, the airspeed (A/S) for the best L/D increases as the
weight increases.

2. The purpose for adding ballast is to increase the L/D A/S for the
purpose of X/C (and other reasons).  This is consistent with placing the
ballast forward the spar since a higher Airspeed is expected to be used.

3. Thus, trim drag should null out between non-ballast (slow speed) and
high-ballast load (higher Airspeed) if the ballast is placed right.

BTW, One reason for wanting to increase the A/S is to minimize the TIME in
minimum lift conditions while reaching the destination. 

Bob Furtaw - W8IL
CFI-A/G/I/MEI, CGI-A/I
All disclaimers ever written by anybody apply. :-)
Newsgroups: rec.aviation
From: erik@tera.com (Erik Hedberg)
Subject: Re: Sharing Flight Expenses
Keywords: share and share alike
Organization: Tera Computer Company, Seattle, WA
Date: Mon, 12 Oct 1992 21:03:14 GMT

In article <199210091606.AA16480@mozart> SNODDI@MVS.SAS.COM (Dale Ingold) writes:
>
>Here's a variation on the "sharing expenses" conundrum.  All previous
>discussion that I have seen implied that the pilot was financially
>responsible only for theirself.
>
>If I and my family are accompanied on a flight by a friend, and
>should he offer to pay half the expenses, may I let him?  Or must
>I split the cost equally amongst ALL the occupants, even though _I_
>will be paying for 3 out of the 4 of them?

FAR 61.118 reads in part:

Except as provided in paragraphs (a) through (d) of this section, a
private pilot may not act as pilot in command of an aircraft that is
carrying passengers or property for compensation or hire; nor may he,
for compensation or hire, act as pilot in command of an aircraft.
(a) ...
(b) A private pilot may share the operating expenses of a flight with
    his passengers.
(c) ...
(d) ...

It says you simply have to "share" the expenses, it does not state
*how* you must divide them.  I usually interpret this to mean that all
adult passengers share expenses.  However, I have had passengers who
insisted on paying the whole bill ... they said that their share was
100% and my "share" was 0%.  Upon rereading this regulation I can see
their interpretation.

"For hire" typically implies you are trying to make money at
something.  If you're not trying to make money, and your friend pays
for a sightseeing flight, my interpretation of the regulation is that
it's OK.  If your friend pays $0.01 more than the cost of the flight,
it's a violation.

My interpretation only, your mileage (and the FAA's) may vary.

Erik
Newsgroups: rec.aviation,rec.aviation.misc
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: NL Runway Naming? (was El Al Boeing crash on Amsterdam)
Organization: Swedish Institute of Computer Science, Kista
	<1992Oct9.055318.25742@xymox.palo-alto.ca.us>
Date: Sun, 11 Oct 1992 07:24:37 GMT

In article <1992Oct9.055318.25742@xymox.palo-alto.ca.us> philf@xymox.palo-alto.ca.us (Phil Fernandez) writes:
   Peter Knoppers writes:
   >...
   >airport using the "Zwanenburgbaan" (straight North). The plane
   >...
   >prepare runway 06 (the "Kaagbaan"). With the rather strong wind
   >...
   >"Buitenveldertbaan". (It is assumed that the crew wanted to land

   This is a naming convention with which I'm unfamiliar.  Are these
   names of the runways themselves, or of the approach/departure
   corridors?  Are they used commonly?  Instead of the numeric runway
   heading?  Is this a NL practice, or used elsewhere (non-US, the only
   thing with which I'm familiar :-( )?

These must be local nicknames for the runways, just as runway 03/21 at
Uppsala airbase (Sweden) is called the "Atlantic runway".

When SAS began transatlantic operations, there was no suitable
alternate airport near Stockholm that could be use by the
long-distance aircraft of those days (DC-7?).

Runway 03/21 at Uppsala was built longer than necessary for military
operations, to make it a suitable alternate runway for SAS.
--
Lars-Henrik Eriksson                            Internet: lhe@sics.se
Swedish Institute of Computer Science           Phone (intn'l): +46 8 752 15 09
Box 1263                                        Telefon (nat'l): 08 - 752 15 09
S-164 28  KISTA, SWEDEN                         Fax: +46 8 751 72 30
Newsgroups: rec.aviation
From: good@pixar.com (If you tell the truth you won't have to remember anything.)
Newsgroups: rec.aviation
Subject: Re: FISH STRIKE
Date: 16 Oct 92 19:11:26 GMT
Organization: Pixar - Pt. Richmond, CA USA

In article <10007@ncrwat.Waterloo.NCR.COM> tjgerman@53iss6.Waterloo.NCR.COM (Trevor German) writes:
:
:		Does anyone have any other unusual ***-strike stories.

My dad used to tell the story of a Mustang pilot who brought his P-51 home
from strafing pillboxes with a German helmet embedded in the leading edge
of a wing.

		--Craig
-- 
	good@pixar.com
-
Vote for a change this fall! 
Vote all those Liberal Tax-N-Spendocrats out of Congress!
From: Kenneth.Reyes@p0.f17.n367.z1.FIDONET.ORG (Kenneth Reyes)
Newsgroups: rec.aviation
Subject: Hello
Date: Thu, 01 Oct 92 13:56:00 EDT
Organization: FidoNet node 1:367/17.0 - The Island Sun II, Caparra Heights PR

Just to say hi and to let you know that you have a new reader here.
 Presently I work for American Eagle in San Juan , Puerto Rico and I fly
 as F/O the ATR42 and 72(hopefully I will be upgraded to Capt next month).
 
 Regards,
 
 Kenneth Reyes
 AE/SJU
 
 
 ---
   WinQwk 2.0 a#502  A wok is what you throw at a wabbit.
 - JetMail v1.12 - Unregistered QWK Mail Door for Spitfire

--  
Internet: Kenneth.Reyes@p0.f17.n367.z1.FIDONET.ORG
UUCP: ...!myrddin!tct!psycho!367!17.0!Kenneth.Reyes
Note:psycho is a free gateway between Usenet & Fidonet. For info write to
     root@psycho.fidonet.org.
Newsgroups: rec.aviation
From: smythe@cats.ucsc.edu (Brian Matthew Aljian)
Newsgroups: rec.aviation,rec.aviation.student
Subject: Re: What do people think about night primary training?
Date: 13 Oct 1992 07:09:31 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: am.ucsc.edu


In article <Bw0tov.A05@news.udel.edu> danderer@chopin.udel.edu (Dave Anderer) writes:
>Just by circumstance the first few full approaches I shot during
>training were at night.  Because it was all new to me, it was
>a high workload environment, and juggling that damned flashlight,
>in addition to everything else, was just too much.

There's an ad for a flashlight holder in the October 1992 issue of "In Flight"
that states, "Tired of bad tasting flashlights?"  I thought that was kind of
cute.

-- 
------------------------------------------------------------------------------
Brian M. Aljian                                                 // Only Amiga
smythe@cats.ucsc.edu                                           // makes it
"Procrastinators do it tomorrow." -- fortune -os            \\// possible...
------------------------------------------------------------------------------
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: How to change a PPL of FAA to an equivalence of Europe or Austraila.
Organization: Swedish Institute of Computer Science, Kista
Date: Mon, 12 Oct 1992 09:00:44 GMT

In article <1992Oct11.095508.1427@rai.juice.or.jp> tetsuji@rai.juice.or.jp (Tetsuji Rai) writes:
       Hi, netters.
      Title says it all.    I have a private pilot certificate(though it
   is still the temporary one), and am to get Japanese certificate.
   To convert a FAA PPL to a Japanese PPL, nothing is necessary except for
   the *real*(not temporary) certificate.   But i'm wondering whether I can
   get Europe's licence or Austraila's licence and how.    Is anything
   required for that ?

There is no "Europe's license". Every European country have its own
licenses.

There is, however, a proposal from JAA (Joint Aviation Authorities -
an organisation of the European civil aviation authorities for
collaboration about regulations) about uniform European rules for
pilot's licenses. If this proposal is accepted, a license issued by
any JAA member state will be accepted at face value by any other JAA
member state.

The proposal includes regulations for validating a non-JAA license. If
anyone is sufficiently interested, tell me, and I will summarise the
proposed rules.
--
Lars-Henrik Eriksson                            Internet: lhe@sics.se
Swedish Institute of Computer Science           Phone (intn'l): +46 8 752 15 09
Box 1263                                        Telefon (nat'l): 08 - 752 15 09
S-164 28  KISTA, SWEDEN                         Fax: +46 8 751 72 30
From: ingham@hydra.unm.edu (Kenneth Ingham)
Newsgroups: rec.aviation
Subject: Re: Wanted: Recommendation for Albuquerque-area Airport Visit
Date: 8 Oct 92 15:54:01 GMT
Organization: University of New Mexico, Albuquerque

I missed the original (too busy to keep up with the flood on
rec.aviation, sigh).

I keep 46L at Double Eagle II.  Autogas is available from the FBO.  The
mechanic on-field is excellent also.  

I also second the mention of Moriarity for the soaring.  

However, on the 10th, don't go to Moriarity, go to Carlsbad for the
CACAFI!  It was scheduled before I got notice of the Moriarity fly-in.

Anyone who is planning on coming through Albuquerque, drop some email my
way also.  I read my email daily.

-- 
Kenneth Ingham WD5BBT
ingham@i-pi.com or ingham@ariel.unm.edu (NeXTMail OK)
Hummin' little Grumman N9646L
From: per@front.se
Newsgroups: rec.aviation
Subject: 1993 IAOPA World Assembly
Date: 7 Oct 92 16:42:09 MET
Distribution: world
Organization: Front Capital Systems AB, Sweden

I have been asked for details about the forthcoming 1993 IAOPA World
Assembly in Berlin. This is a typed in copy of a questionnaire I got
from AOPA Sweden. Hope this is of help to people who intends to attend.

Per Lindberg (per@front.se)         !      __!__
Front Capital Systems, Box 5727,    !  _____(_)_____  Ceci n'est pas une Piper
11487 Stockholm, Sweden. 8-6611510  !     !  !  !
				   

---------------------------------------------------------------------

			 16TH WORLD ASSEMBLY
				OF THE
     INTERNATIONAL COUNCIL OF AIRCRAFT OWNER & PILOT ASSOCIATIONS
	       TO BE HELD IN BERLIN 20. - 26. JUNE 1993


AOPA Germany requests your assistance in planning and booking
accomodation for the forthcoming 16th World Assembly to be held from
20. to 26. June 1993 in Berlin, Germany. The information requested in
this form will place you under _no obligation_. It is intended to
serve as an indication to us to plan and make provisional
reservations to suit your preferences and interests.

Please tick (x) the appropriate block and, also show first, second and
third choices where applicable.

Please complete and return this form to AOPA Germany as soon as
possible to:

		The Secretariat: IAOPA Germany, Flugplatz, Haus 1
				D-6073 Egelsbach
				Germany

---------------------------------------------------------------------
PART A: INTENTION TO ATTEND CONFERENCE

SURNAME:			INITIALS:	TITLE:

POSTAL ADDRESS:			TELEPHONE:

				FAX:

COUNTRY:			CODE:

REPRESENTING MEMBER ASSOCIATION:

I intend to attend the 16th IAOPA World
Assembly In Berlin on 20. - 26. June 1993;	YES:	NO:
Number of persons who will accompany me:
---------------------------------------------------------------------
PART B: ACCOMODATION

I will require accomodation during the conference as follows:

Number of rooms for:		Single room          :
				Double or Twin rooms :
				Three person rooms   :
---------------------------------------------------------------------
PART C: TRAVEL

I intend to make use of the DLH
discounted fare to attend the assmbly:		YES:	NO:

Make my own alternative arrangements:		YES:	NO:
---------------------------------------------------------------------
SIGNATURE:				DATE:
From: baran04@wharton.upenn.edu (Dave Baran)
Newsgroups: rec.aviation
Subject: Re: Can a 747 fly for 24hrs ?
Date: 14 Oct 92 04:25:42 GMT
Organization: University of Pennsylvania

In article <1992Oct13.200214.23053@bmerh85.bnr.ca>, rivan@bnr.ca (Robert Ivan) writes:
> 
>  I am just wondering if there is a speed at which a 747 could fly
> for 24 hrs.  Range isn't so much important as time aloft.  Also
> any bets on how much it would cost to charter of of these
> babys for a day. 

I believe that the "transport category" record is still held by a
Boeing 747-400 -- nonstop from Seattle to Cape Town.  I believe that
it took around 18 hours.

From my Boeing 747-400 Reference Guide: Total fuel capacity is (max)
57,285 US gallons.

In terms of cost:  A business jet usually runs around $1,200/hr.  Western
used to rent 737s for $2000/hr and 727s for $3000/hr (if you needed
actual time in type for your ATP rating).

-- Dave Baran
baran04@wharton.upenn.edu
Newsgroups: rec.aviation
From: tks@kestrel.nwc.navy.mil (Tom Serkowski)
Subject: Re: Ballasting a glider
Organization: Naval Weapons Center, China Lake, CA
Date: Wed, 14 Oct 1992 15:43:07 GMT

> I'm not a glider pilot (and I don't play one on TV) but...check the polars?
> Are they tail-on?  If the addition of ballast changes the pitching moment, the
> elevator to trim will change, which will change the drag polar.  This is called
> trim drag. ...
>
> Dave Hyde

On most sailplanes, the water is put in the leading edge of the wing ahead of the spar.  This has the ffect of making the plane more nose-heavy and increasing the trim drag.  The latest crop of sailplanes all have tail tanks to compensate for this.  Also many older sailplanes have been modified for tail ballast.

As far as L/D being better with water than without - I haven't heard of this, but I'm not an aeronautical engineer.



Tom Serkowski
ASW-20B (with tail tank)
Newsgroups: rec.aviation,rec.aviation.student
From: geoff@peck.com (Geoff Peck)
Subject: Re: What do people think about night primary training?
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Tue, 13 Oct 1992 06:55:04 GMT

In article <Bw0tov.A05@news.udel.edu> danderer@chopin.udel.edu (Dave Anderer)
writes:
> If you try to do your IFR training at night, be sure to do it in a
> plane with good cabin lighting.  (Is there such a thing?)

Yes, this is indeed a good idea.  And, yes, there are indeed such
airplanes.  Most moderately-recent Piper Cherokees have excellent interior
lighting -- there's an overhead floodlight and in-panel illumination for
the instruments, both of which are variable in intensity, plus some of the
navigation instruments are typically internally illuminated.  Cessnas tend
to have a dim-to-useless overhead flood plus post lights which tend to
die.  If you keep up on the post lights, a 172 or better Cessna is OK for
night IFR work.  The only moderately recent airplane I can think of which
is a disaster for night training is a 152, which has only a single
overhead light, and it is near-useless.

Mooneys, Beeches, and Aerospatiale aircraft, among others, are also fine at
night.

						Geoff, who enjoys night
						flight so much, that he has
						thousands of hours of it...
Newsgroups: rec.aviation.simulators
From: bevans@jabaru.cec.edu.au (Brian Evans)
Subject: Re: SubLogic's ATP
Organization: Jabaru Timesharing, Melbourne Australia
Date: Tue, 13 Oct 92 02:56:42 GMT

>In article <3319@peking.gdwb.oz.au> agh@gdwb.oz.au (Andrew Harvey) writes:
>Does SubLogic's ATP have SVGA drivers? Is it possible to get
>Australian Scenery software and last of all, will it run well on
>a 486 DX 33?

Australian Scenery is available in detail for the Melbourne Area. It has
been compiled and produced by the Melbourne IFR project.

Brian 
Newsgroups: rec.aviation.simulators
From: dfournie@magnus.acs.ohio-state.edu (David L Fournier)
Subject: Falcon 3.0
Organization: The Ohio State University
Distribution: usa
Date: Thu, 15 Oct 1992 15:21:18 GMT

Has anyone else had the problem of having absolutely no sound
with Falcon 3.0 while just using the PC speaker?
Everything else in the program works as advertised in the
documentation.
From: dsnyder@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation.simulators
Subject: Re: Why not discuss "real simulators" here?
Date: 13 Oct 92 13:26:38 EST
Distribution: rec
Organization: USAF AL/CFH, WPAFB, Dayton, OH

In article <HUOPIO.92Oct8135513@pyton.cc.lut.fi>, huopio@lut.fi (Kauto Huopio) writes:
> The articles so far in this group have been mainly about PC-based
> simulators. Why not share some ideas about the "big ones" ? Our
> university aviation club got a chance to visit Finnair Training
> 
  Ok, I'll start something going in the "BIG ONES" simulator environment.
Most of the simulators I have worked on exist in a distributed computing
environment.  Has anyone thought of designing a high fidelity simulator
on one high speed graphics computer?  I'm toying with the idea of one of
the new Silicon Graphics super duper 4 display computers.  I just wonder
how it will stand up to the I/O rate required while trying to display the
graphics.  I don't know if it can be done on one computer.  The last one
I designed was one central processor and 18 separate graphics processors
all networked together to get the desired throughput and graphics ability.
Any ideas out there on inprovement to the overall computing design?
  David-- 

---------------------------------------------------------------------
David B. Snyder                     Logicon Technical Services Inc.
dsnyder@falcon.aamrl.wpafb.af.mil   Wright-Patterson Air Force Base
513-255-7557                        Dayton, Ohio USA
---------------------------------------------------------------------
It is said that GOD doesn't subtract from ones' time on earth, those
hours spent flying.
---------------------------------------------------------------------
1946 Cessna 140 N76234 "The lady in waiting" Owner/Operator
---------------------------------------------------------------------
Opinions expressed are my own and not those of Logicon or the USAF.
---------------------------------------------------------------------
Newsgroups: rec.aviation.simulators
From: kbarr@nyx.cs.du.edu (Keith Barr)
Subject: Using NOS High Altitude Charts with ATP
X-Disclaimer: Nyx is a public access Unix system run by the University
	of Denver for the Denver community.  The University has neither
	control over nor responsibility for the opinions of users.
Organization: Nyx, Public Access Unix at U. of Denver Math/CS dept.
Date: Mon, 12 Oct 92 18:24:47 GMT

Hi everyone,

I have just started to play ATP, and I have found the charts supplied
with the package to be quite attrocious.  I find them to be very hard to
read, and even harder to fold properly.  I may just be used to the way things
are portrayed on NOS charts (I hold a US Commercial certificate), but I think
they are much easier to use.

I highly recommend these charts for anyone using ATP.  They only problem
I have found is that there are a lot more VORTACS on the NOS charts than
are modeled in ATP, so you may see a routing that you would like that you 
can't have. :^(

Sporty's Pilot Shop sells the entire set of three charts for $9.00.  The
blurb from their catalog follows:

------------------------------------------------------------------------------
En Route High Altitude Charts
Portrayal of jet routes, position, identification and frequencies of radio aids,
selected aerodromes, distances, time zones, special use airspace, radar jet
advisory areas and related information.  Three charts cover the 48 states.  
Revised every 56 days.

4671A  High Altitude Charts (complete set)..................$9.00
------------------------------------------------------------------------------

You can order from Sporty's by calling 1-800-LIFTOFF.  They add on $4.75 for
shipping, no matter how large your order is.  They use very fast shipping
within the United States...Next Day for Kentucky, Ohio, and Indiana, Second
Day for everyone else in the U.S.

Cheers,
 _____________________________           _____
| Keith Barr                  \           \ K \__      _____                  
| barr@ncar.ucar.edu           \___________\   \/_______\___\_____________    
| Comm/AS&MEL/Inst/IGI         /           < /_/   .....................  `-.
|_____________________________/             `-----------,----,--------------'
When you think how well basic appliances work, it's   _/____/               
hard to believe anyone ever gets on an airplane.--Calvin          

Newsgroups: rec.aviation.simulators
From: zari@math.ethz.ch (Alain Zarinelli)
Subject: a320
Organization: Swiss Federal Institute of Technology (ETH), Zurich, CH
Date: Thu, 8 Oct 1992 18:25:27 GMT

Having been asked by several people where to get the
Lufthansa/Airbus/Jeppesen-sponsored simulator A320, which is a _GAME_
(!!), I have looked up the address:

Software-Imp. M.F.Perathoner
Uhlandstr.50
8507 Eching
Tel: (089) 3 19 54 44
Fax: (089) 3 19 24 57

This is an address in the F.R. of Germany. The price: 109 DM. Perhaps
someone on the net knows an address in the US. If not, I can try to find
out. Keep me informed.
						Alain.
--
Alain Zarinelli                                            (PPL-CVFR/NVFR)
zari@math.ethz.ch                                                         
zari@astro.phys.ethz.ch               "If God had meant man to fly ---
zari@czheth5a.bitnet                   He would have given him more money"
From: bnk@csd4.csd.uwm.edu (Bob N Keenan)
Newsgroups: rec.aviation.simulators
Subject: **ANY MORE INFO ON A.T.P.????****
Date: 7 Oct 1992 20:44:41 GMT
Organization: Computing Services Division, University of Wisconsin - Milwaukee
Distribution: world
NNTP-Posting-Host: 129.89.7.4
Originator: bnk@csd4.csd.uwm.edu


 Hello-

 Ive read the last couple of posts on SubLogics ATP.  Ive always seen
 it advertised or in the stores, but glanced over it because it did
 look like it would be all that slick.  But, after reading some of the
 posts, it sounds like it warrants another look into...  

 How is the sound support?  I thought Ive read about ATC communications
 and vectoring.  Is it digitized speech? hopefully not the awful voice
 Mallard Ugrade uses - the SB male voice one....

 How good is the graphics?  And the Instrument Landing System stuff?
 I will eventually be starting my instrument training, and would
 like to  know if this would be a good introductory simulation of
 instrument flying.

 E-mail replies are OK instead of posting.  Thanks very much for any
 info.....

  -bob
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
~ Bob N. Keenan                     |       ****************
~ University of Wisconsin-Milwaukee |       * I AV8 4 FUN! *
~ bnk@csd4.csd.uwm.edu              |       ****************          
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Newsgroups: rec.aviation.simulators