HDTenEightyP/NetNews huggingface dataset:
From: lee@bluefuzz.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation
Subject: Re: Second Solo - and a question
Date: 12 Aug 92 19:43:55 GMT
Organization: Stratus Computer, Software Engineering

In article <1992Aug11.171903.7428@peck.com> geoff@peck.com (Geoff Peck) writes:
>In article <5356@transfer.stratus.com> johng@swshukokai.cac.stratus.com
>(John Grayson) writes about hesitating to do 360's while at 400' at 70....

>There are a number of specific skills which must be
>demonstrated for the private pilot certificate, including turns at minimum
>controllable airspeed, "power turns" (45 degree bank), and ground reference
>maneuvers such as turns around a point.  These skills are not intended
>simply to be hurdles to be met, but rather they should be things which a
>pilot is _comfortable_ and _confident_ in doing.

I have been thinking about this thread a bit.  I earlier responded that, for a
qualified pilot (not necessarily a student) that flying a 360 at several
hundred feet and two times stall speed should be an entirely safe operation.

But I also remember that when I was a newer pilot, operations at lower than
cruise speed made me nervous, even though I had the training Geoff mentions
above.

I think that the piece that was missing from my education was not MCA training
but rather LCA training.  MCA training, as I experienced it, truly meant
_minimum_ controllable airspeed, that is, the flaps are down, the engine is at
high RPM (say 2200 or 2300 in a C152), and (for some instructors) the stall
horn is blaring.  For me, this was a high-anxiety maneuver, my turns were
cautious (maybe 15 degrees), I always felt like I was on the edge of a stall,
and I was always relieved to return to "normal" flight.

What I didn't get was a lot of time doing normal maneuvers at Low Controllable
Airspeed, say 70 knots, where the engine and slipstream are quiet but the
plane flies well.  The only 70 knot work I did was landing (occasional S-
turns, but anxious due to proximity to the ground) and emergency procedures,
where the 70 knots was a glide and the anxiety was induced by the simulated
situation.

I have since become much more familiar with the lower speed end of the normal
flight envelope, but think I, and it sounds like others, could benefit from a
lot more low (but not extremely low) speed, anxiety-free maneuvering during
our initial instruction.
-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
From: mikec@tabasco.lcs.mit.edu (Mike Ciholas)
Newsgroups: rec.aviation
Subject: Re: Encore for mpucket
Keywords: rec.aviation, netiquette, Never Again
Date: 20 Aug 92 15:14:39 GMT
Distribution: na
Organization: MIT Laboratory for Computer Science

In article <6629@tekig7.PEN.TEK.COM> drchambe@tekig5.pen.tek.com
	(Dennis Chamberlin) writes:
>I expect I would be partially unhinged by the knowledge that my current
>in-flight emergency was due solely to my own stupidity. So I would be
>fighting an immediate mental handicap in dealing with the consequences. 

I have always thought that one of the greatest advantages for personal
aviation for travel is the incredible control that the pilot has over
the trip.  He or she maintains the airplane, plans the flight, and
makes the crucial decisions.  If I make the same trip in a car, how
many other people are going to pass within 10 feet of my vehicle, some
of them at 120 miles an hour?  How many miles of roadway do I have to
trust will be maintained properly?  In other words, would you rather
have accidents where you were not the cause?

Thus, when there is an aviation accident, it rarely involves outside
factors.  In the vast majority of general aviation accidents, the
accident is due to pilot error.  Flight into IMC, running out of fuel,
stall/spin, you know all the common causes.  I would even put some
mechanical failures under "pilot error" since the pilot/owner is
responsible for properly maintaining the airplane.

Since experience is the best teacher, but we don't all want to
experience accidents, the best we can do is learn from others.  Someone
relating their accident/near accident can help a great number of
people live the experience in their minds, possibly saving a life.  In
other words, I am glad the pilot is the weakest link, since I can work
hard to improve.  No amount of driver's education is going to keep you
from being hit by a determined drunk driver.

It takes courage to publicly describe your failure (and is the
"kinder, gentler" FAA listening as well?).  But this process has
benefits for both the pilot and the audience.

Its strange how I can tell my non-aviating friends how safe flying is,
but then turn right to "Aftermath" and "I Learned About Flying From
That" columns in AOPA when it comes.  Someone reading rec.aviation
would also note this intense interest everyone pays to accidents.  I
don't think this is like people going to the race track to see cars
crash.  It's an education.

Mike Ciholas
mikec@lcs.mit.edu
From: seymour@milton.u.washington.edu (Richard Seymour)
Newsgroups: rec.aviation
Subject: Re: Flight Bags
Date: 12 Aug 92 18:38:45 GMT
Organization: University of Washington, Seattle

if you ever want to fly inexpensively into the southern end of South America,
 let me recommend Air Paraguay (Lineas Aerolinea Paraguaes (more or less)).
all flights bounce in Asuncion...
where you'll find the transit lounge -full- of wonderful leather goods
 for sale at *very* reasonable prices  (primarily bags/satchels/luggage)

 us$12 gets you a normal flight-bag-sized zippered bag with side pockets.
 us$30 gets the deluxe version (fully lined, hand-tooling, etc.)

many sizes and shapes... and you can always tell those passengers when they
 disembark in Miami (or Madrid or Frankfurt or Rio or Buenos Aires)... 
 they all have new leather carry-on luggage...
--dick (a satisfied repeat customer)
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation
Subject: Re: Building a Christavia, #12 plans problems?
Date: 17 Aug 92 12:22:44 GMT
 <1397@systech.com>
Organization: Dartmouth College, Hanover, NH

In article <1397@systech.com>
ken@systech.com (Ken Brown) writes:

> Hang in there.  They say the feeling you get on that first flight is
> worth it.  (But I bet the pucker factor is off the high end of the scale!)

I will, I'm impressed with your Pazmany plans, but I shouldn't be
surprised, I've been reading a book he wrote about designing landing
gear for light airplanes and it's obvious the man has been designing
aircraft for a long time.  Ron Mason knows what he wants in an aircraft
and knows how to go about building it, but he's not really in it for
mass production, he just wanted to make plans for an airplane suitable
for flying rough terrain missionary work.  They aren't fancy, and he
didn't attempt to build a production aircraft from the plans to see if
there were any discrepancies.  He also assumes a lot of knowledge on
the part of the builder.  The prototype, reviewed by "Kitplanes" last
year has been sold now.  He told me last week that someone made him an
offer he couldn't refuse.

I've had some discussion with fellow EAA'rs about the fuel tank
solutions and soon I'll post what has been decided.

Corky Scott
Newsgroups: rec.aviation
From: hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488)
Subject: Re: Osh sig haps: The hail, you say.
Organization: NCR E&M Columbia SC.
Date: Tue, 18 Aug 92 15:16:24 GMT

In article <5879.2a8f828d@hayes.com> bcoleman@hayes.com (Bill Coleman) writes:
>In article <Bsuwzn.3s9@chinet.chi.il.us>, harlow@chinet.chi.il.us (Steven A Harlow) writes:
>> He had slides, one of a small GA plane that had been through hail
>> (the little hard round balls of ice, to those of you from the South).
>
>Seeing as we get more thunderstorms down here than anywhere else in
>the country, I think we're quite familiar with the nature (and origin)
>of hail.
>Bill Coleman

	The first time I read Steven's post I had quite a laugh. In 1982 I was
driving a convertible VW bug. One day at work, a co-worker walked up to me and
said, "You should go look at your car the hail damage is pretty bad." I thanked
him and thought big deal that car has a million dents anyway. Later that day
when I left work -- I received a big shock. The convertible roof looked like it
had been machine gunned. The heavy material was completely torn to shreds. The
hail had even gone through the headliner in a couple of places. The body looked
like ten men had attacked it with ballpeen hammers.

	For many weeks afterwards, people were buying new cars at very reduced
prices due to the hail damage. An airplane caught in that rampage would most
likely have been shot down. All of this happened in Columbia, South Carolina.





-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)    
	"If you can get your finger off the execute button before the job is done,
the machine is too slow." -- From: the 'Hutton Speed Criterion' :-)
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: Flying to Oregon: Questions.
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Sun, 23 Aug 1992 00:45:13 GMT

jimm@simsol.UUCP (Jim Morris) writes:

>Hillsboro, on the west side is a lot less busy than Portland International,
>at least with regards to big iron.  Tie down at Hillsboro Helicopters or
>Aero Air.  I don't know about rental cars, but I am sure they are available
>somewhere. Look in Flight Guide or Jepp Guide.

>Hillsboro is somewhat farther from downtown than Portland International.

I had no problem at all flying into Portland International.  I'm not fond
of mixing it up with big iron, but the place just wasn't that busy, at least
not when we were there (arrived about 4pm on a Saturday afternoon, left about
noon on Sunday).  We were handed off to approach about 15 miles South of
PDX, saw no other traffic on our way in, and ended up number 2 in the pattern
(behind a twin) after entering from directly overhead the airport.  I think
an American jet came in about 10 minutes after we did.  Leaving on Sunday
was the same way: hardly any traffic at all (at least by the standards I'm
used to, such as Palo Alto and San Jose).

I suspect it's going to be a lot easier and faster to get downtown from PDX
than from Hillsboro.


-Brent
--
Brent Chapman                                   Great Circle Associates
Brent@GreatCircle.COM                           1057 West Dana Street
+1 415 962 0841                                 Mountain View, CA  94041
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation
Subject: Inexpensive GPS receiver
Date: 12 Aug 92 15:35:21 GMT
Organization: Dartmouth College, Hanover, NH

I've been following the GPS thread for some time. I've been interested
ever since I heard that what the military had been using for a few
years would eventually be available to the general flying public.  So
I've been paying very close attention to various ads that appear in the
pubications I read.  One such company I discovered is Zycom, run by
Mike Gvili in northern Mass.  He has been researching a moving map
display for use in light aircraft.  I asked him up to our local EAA
meeting last January so that he could display his product.  He was
still modifying the thing at that time, and had several working models
which he brought, but I just talked with him today and discovered that
he now had a new model that incorporates a GPS reciever within the
instrument.  The one I saw last winter was amazingly compact and wasn't
just a moving map display, it also could accomodate flight planning
through DUATs and even reject a plan if the direction and flight
altitude put you in hazard to towers or mountains.  It displayed cloud
coverage. It could also calculate all flight data such as wind speed,
direction, ground speed etc. etc. And it only weighed about one or one
and a half pounds.  The moving map display had several modes of
operation allowing the user to focus back so to speak to see several
states at once or zoom in to view navigational points to be overflown. 
Any airport in sight on the map could be queoried for information which
would then display on the screen including runway configuration, radio
frequencies and fuel available.  For that matter, since it had the
entire FAA navagational database in it's memory, any airport could be
keyed in and displayed.  Periodic informational upgrades could be
accomodated over the phone via a modem linkup.

While talking with Mike today, I told him I would mention this on the
NET, and he cautioned me to explain very explicitly that he has only
recently begun shipping units and feels obligated to clear up his
substantial backlog of orders.  He cannot guarrentee delivery
immediately.  He told me he would send me a brochure describing their
latest unit.

I don't have Mike's address in front of me right now, but I do have his
phone number: 800 955 6466.  Remember, he can't make delivery promises
right now but he did say he would speak with anyone who called and can
of course send a brochure.  I'd recommend you at least get the brochure
as the instrument does lots more than I described.  I also didn't ask
the price, but he was offering his original for around $650.  I'd
expect the latest to be more because it's incorporating the GPS
receiver.

Corky Scott

PS, one of the things Mike talked about during the time he met with us
was the possibility of developing a LCD enunciator panel that would not
only display moving map information, but also many other instruments
such as Altitude, Engine situation, airspeed, etc.  Pretty interesting
guy.
Newsgroups: rec.aviation
From: yil@engr.ucf.edu (Yilmaz Cengeloglu)
Subject: HELP: Automated Air Traffic Controlling
Organization: engineering, University of Central Florida, Orlando
Date: Fri, 14 Aug 1992 19:05:59 GMT



Hi :


I am working on my project for my thesis and I neen some more
help. I am explaining what I need first. If you are interested what I am doing
you can continue to read after line. 

I will write simple knowledge bases to solve the conflict and other problems that
occurs at airspace. I do need some help to complete this project and graduate.

	If you know any publication related with
			- Automated Air Traffic Controlling,
			- books that I can get expertise to write knowledge bases       
			  to solve the problems at airspace.
			- Blackbard Systems AND Air Traffic Controlling. 

 	 please let me know. I will keep all information that I will receive
         and I will send anyone request later. 
											  

	  If you know any existing system, project, company related with
	  Automated Air traffic controlling, please let me know. It will
	  be very helpful for my project.

				                           Yilmaz Cengeloglu
				                           Univ. of Central Florida
							   Dept. of Computer Eng. 
							   Orlando, FL    

				                           yilmaz@ists.engr.ucf.edu
							          or
							   yil@engr.ucf.edu


---------------------------------------------------------------------------------

I am preparing prototype Automated Air Traffic Controlling (A-ATC) system to 
prepare and test knowledge bases for each plane in the airspace. I did need a Blackboard
shell for my project. Only commercial system that I found was GBB that marketed by 

Blackboard Technology Group, Inc.;
401 Main St., Amherst, MA  01002, 413/256-8990,
fax: 413/256-3179.

Their price was too high for me to buy as a graduate Student. I have implemented my 
own Blackboard System on SunOS operating system. ( I am not really sure if I should
call Blackboard System.) Different knowledge bases in CLIPS working as a different 
process on the background and uses Blackboard when it is necessary to share fact with 
other knowledge sources. Of course, any other process in C, C++, etc can access the
Blackboard. The type of architecture is easy to distribute more than one computer
using computers networks. If I would continue the project after I got my M.S.
I am still testing it.  

Also, I did implemented a Radar Simulator Using C/C++, X-Windows and IPC facilities
on the SunOS operating system.  Radar simulator is being used by Intelligent Simulation
and Training systems Project at UCF.

A-ATC project is integration of Radar Simulator and Blackboard System.
From: wb8foz@skybridge.SCL.CWRU.Edu (David Lesher)
Newsgroups: rec.aviation
Subject: Long-EZ crash
Date: 12 Aug 92 22:49:48 GMT
Reply-To: wb8foz@skybridge.scl.cwru.edu (David Lesher)
Organization: NRK Clinic for habitual NetNews abusers - Beltway Annex

The Tuesday (11 Aug) Washington Post reports that Rangers located
the wreckage of a LongEze in Shenandoah Nation Park. Neither Scott
Haslan or Jan Marchant survived the Saturday crash. The wreck is in
very rugged terrain; the medical team took an hour to hike the 1/2 mike
from Skyline Drive.

Both Haslan and Marchant were from Glen Allen VA, a Richmond suburb.
--
A host is a host from coast to coast..wb8foz@skybridge.scl.cwru.edu
& no one will talk to a host that's close..........................
Unless the host (that isn't close).........................pob 1433
is busy, hung or dead....................................20915-1433
Newsgroups: rec.aviation
From: venky@thelonious.bellcore.com (G A Venkatesh)
Subject: Home built test flights (was Re: Stupid Pilot Horror Story) 
Reply-To: venky@thelonious.bellcore.com (G A Venkatesh)
Organization: Bellcore, Morristown NJ
Date: Thu, 20 Aug 92 12:14:08 GMT

In article <1992Aug19.153820.20732@cbnews.cb.att.com> tel@cbnews.cb.att.com (thomas.e.lester) writes:
>
>Ob rec.aviation:   I had phase 1 of Sonerai inspection yesterday
>    The paper work !!
>    Aircraft inspection is next Tuesday (25th) I have to move to a country
>    airport away from the ARSA.
>    (ugh)

I was wondering about the types of airports are allowed by the FAA for
the first flights and the subsequent 40 hour requirement. How strictly is the
congestion restriction enforced? Could some people point out airports
where first flights were or were not allowed?

>    Wish me luck.

Best of luck and keep us posted.

venky
From: john@newave.mn.org (John A. Weeks III)
Newsgroups: rec.aviation
Subject: Re: Manuverability of 727
Keywords: foo
Date: 16 Aug 92 14:19:59 GMT
Organization: Newave Communications, Ltd, Lake Wobegon, MN

In <1992Aug15.222351.10918@pixar.com> good@pixar.com:
> In <16hchlINN9q7@matt.ksu.ksu.edu> danodom@matt.ksu.ksu.edu (Dan Odom):
> > Exactly how manuverable is a 727?

> With absolutely no aerobatic training, and with no prior jet time, I
> performed a split-S in a 727 simulator (no, not the SGI toy, a *real*
> simulator).

According to an article in the latest MSP Airport Newspaper, Northwest
is now selling simulator time to non-commercial pilots at a substantially
reduced price.  DC-9 time starts at $275, and the rates go up to $475
for the 747-400.  The article did not say if this is per hour, or the fee
for a particular class.  Gift certificates are available.

-john-

-- 
==============================================================================
John A. Weeks III		(612) 942-6969		    john@newave.mn.org
Newave Communications, Ltd.			    ..!uunet!tcnet!newave!john
Newsgroups: rec.aviation
From: jkf@Franz.COM (Sean Foderaro)
Subject: rec.av at oshkosh picture
Organization: Franz Inc., Berkeley, CA
Date: Wed, 19 Aug 1992 21:06:21 GMT

 At one of the lunchtime meet-at-the-oshkosh-tower rec.aviation 
get-togethers a number of people took pictures of the assembled crowd.  
Unfortunately I wasn't one of them (I didn't have my camera with me). 
However if one of those with a picture of the group would be so kind as to 
scan it and make it available on the net in gif format I (and I'm sure 
others) would appreciate it. Thanks

 -sean
Newsgroups: rec.aviation
From: BCLEWIS@LSTC2VM.stortek.com (Brian Lewis)
Subject: Re: IFR Routing in the Northeast
Organization: StorageTek SW Engineering
Date: Fri, 21 Aug 1992 20:13:57 GMT

In article <1992Aug21.002353.5684@westford.ccur.com>
dla@westford.ccur.com (Dave Anderson) writes:
 
>
>
>  One useful IFR flight plan routing scheme was taught to me years ago
>  by a former chief pilot where I was doing charter work at the time.
>
>  Whenever he needed to file IFR to go anywhere, he would ALWAYS simply
>  fill the route section with "radar vectors direct".   You're going to
>  get what they want to give you anyway -- and it's amazing how many
>  times it actually works...
>
 
 
In accepting any IFR clearance, you are agreeing to comply with the
regulations regarding two-way communications failure as well.
For a "radar vectors" clearance, this means you must be able to fly
*direct* from your current position (whatever it is) to the
"fix, route, or airway specified in the vector clearance."
(ref.  FAR 91.185(c)(1)(ii))
 
In a "radar vectors direct" routing, that "fix" would be the
destination airport.  Only if I could fly a *direct* route to it
(most likely implying IFR-certificated LORAN, GPS, or INS, unless the
route is very short and there is a navaid on the field) would I
consider accepting such a clearance.
 
Brian Lewis, CFI IA ASE, AIGI
(303) 673-6784
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: Cellular phones again! Argh!!
Organization: Telebit Corporation; Sunnyvale, CA, USA
Distribution: usa
Date: Sat, 22 Aug 1992 21:15:33 GMT

t-dougf@microsoft.com (Douglas Fields) writes:

>I also believe there is a rule on the books limiting the altitude which
>you can use them. Whether it is an FCC, cellphone company, or other rule,
>I don't know.

It is an FCC regulation.  Cellular telephones may ONLY be used in aircraft
when the aircraft is on the ground.  Period.  No ambiguity.  Not subject
to waivers by individual cellular companies (you don't have to get very high
to hit cells outside a signle company's territory).  The FCC has been very
clear on this subject.


-Brent
--
Brent Chapman                                   Great Circle Associates
Brent@GreatCircle.COM                           1057 West Dana Street
+1 415 962 0841                                 Mountain View, CA  94041