HDTenEightyP/NetNews huggingface dataset:
Newsgroups: rec.aviation

Mark Vogel is asking for tips on a flight to Oregon, and talks about
visiting Powell's bookstore in Portland.  and camping for a couple of
nights elsewhere.

Some random thoughts:
Powell's in Portland; this is a definite must see.  I don't know about
clearing customs, but the choice between Portland International (PDX)
and Portland Hillsboro (HIO) would be in large part driven by surface
transportation.

Since I am a train buff, I would land at PDX, take a TriMet bus from the
airport to the light rail station, then the light rail to downtown
Portland.  Once downtown you will have to walk about five blocks North
and another five blocks West to get to Powell's.  If you are not a train
buff but you want to use public transit you can do it from either
airport, but I think PDX is still more convenient.  Call Portland's
TriMet information at 503-238-RIDE (238-7433) and ask about schedules
and ride time.  If you are going to rent a car then HIO is probably
easier.  Powell's is at the edge of the downtown commercial area,
parking is seldom a problem, but you may end up walking a couple of
blocks.

> Eugene or some suitably distant destination.  I would like to spend two nights
> in Oregon, preferably camping.

Eugene has a nice airport, but I don't think I'd want to camp there :-).
I would recommend Independence State, about 50 mi north of Eugene.  It's
close enough to a town that you would not need a rental car, has a
wonderful small town ambiance, a nice restaurant on the field and 80
octane.  You may even be able to get permission to camp on the field,
call ahead and find out.

Or perhaps Roseburg, a nice flight down the Cascades checking out Mt.
Hood, Mt.  Wilson, Mt.  Jefferson, Mt.  Washington, the Three Sisters,
Mt.  Bachelor, Maiden Peak, Diamond Peak, Mt.  Thielsen and Crater
Lake...

Or perhaps Newport, many motels to chose from, a wonderful flight down
the coast, seafood...

Or Tillamook, Wonderful blimp hangars, a small but developing aviation
museum and world famous cheese...

Oregon also has many state airports, including a fair share of small
grass and paved fields.  These are located in some of the most scenic
areas of Oregon and are often adjacent to camp grounds.  If you don't
mind a rustic experience and beautiful scenery, one of these might be
just the ticket.

Enjoy your trip.
RandyS
--
  Randy Stockberger
  randys@cv.hp.com
  503-750-3589
--
From: lee@bluefuzz.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation
Subject: Re: Regional differences in IFR route assignment (was: I give up...)
Date: 20 Aug 92 18:13:39 GMT
Organization: Stratus Computer, Software Engineering

>Sure, sometimes there are surprises, but they're relatively infrequent,
>and I most always get the routing I expected (and the route I filed,
>since why not file what I expect to get?)

>Oh, the question:  is this different in the Northeast?  I've seen
>several references that suggest extreme unpredictability in IFR
>routings in the NE corridors.

I used to think that some routes were for eastbound and others for westbound
in the Boston area.  However, last weekend, I filed for a near straight line:

	Bedford/Hanscom Gardner Albany ... Geneseo

and was given 

	Bedford Manchester Gardner (!) then as filed

which inserts an inverted V into the route, and then it was amended to stay
north of my planned route:

	Bedford Manchester Cambridge Utica Georgetown ... Geneseo

So, since I was routed to the north adding 20-30 minutes to my trip on the way
out, I file for the straight line coming back, get it "as filed" and then
once again I get an amendment to go back north over Utica and Cambridge and
down over Gardner to Bedford, adding 20 minutes to my flight back.

The weather was essentially the same both days, IMC with mild mid-level winds
(though they had turned around).  The Cambridge route has a lower MEA, but I
was placed above the other route's MEA on the way out, so that isn't the
issue.  Perhaps the lower MEA provides more vertical layers to pack planes
into, so more planes can go at the same time on the northern route than the
straight line.  It didn't seem that busy out there, though...

-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
Newsgroups: rec.aviation
From: kendall@sceng.ub.com (Greg Kendall)
Subject: Re: AirLifeLine Needs Pilots (please read; regular posting)
Organization: Ungermann Bass
Distribution: usa
Date: Thu, 13 Aug 1992 17:49:58 GMT

In article <1992Aug12.233006.122@infopro.com> david@infopro.com (David Fiedler) writes:

>                      ATTENTION PRIVATE PILOTS

>               Do *You* Want to Make a Difference???
>                 A difference in someone's life?  

>That is what AirLifeLine is all about.  

>We are a non-profit charitable organization of almost 600 private pilots 
>nationwide who donate their time, skills, fuel and aircraft to fly 
>medical missions. AirLifeLine pilots have flown over 5,000 missions 
>since we began in late 1979, logging over 2,000,000 air miles in service 
>to humanity. Our missions include the time-critical transport of medical 
>cargo such as whole blood, blood platelets, heart pacemakers, eye 
>corneas, human organs for transplantation, and mother's milk -- the only 
>source of nutrition that some children's digestive systems can tolerate. 

>In addition to the cargo missions, the vast majority of AirLifeLine 
>flights involve medical travel for ambulatory patients (no stretcher 
>cases) needing treatment or diagnosis at a hospital a distance from 
>home. These patients, both adults and children, are able to walk and 
>must have their stable physical condition verified, in writing, by their 
>doctor. The normal one-way distance for a mission is 500 miles or less. 
>All AirLifeLine missions are referred by or screened through a medical 
>agency. 

>All expenses incurred for flying medical missions are used as itemized 
>charitable tax deductions by our pilots. Each year, missions are 
>verified by our national office and the pilots determine their 
>individual flying costs. 

>There is a CRITICAL need for private pilots in your state. The national 
>office is receiving frequent calls from medical agencies, on behalf of 
>local families who have been devastated by a serious illness or injury. 
>Won't you please utilize your skills and love of flying to make a 
>positive difference in someone's life? 

>If you own or have access to an aircraft, have flown a minimum of 200 
>hours as PIC and would like to help, please call or write the National 
>AirLifeLine office for a pilot information packet. The benefits general 
>aviation pilots give to mankind, through AirLifeLine, are impressive. 
>Through the end of October 1991, 640 missions were flown so far this 
>year logging 241,199 miles in humanitarian service. Contact AirLifeLine 
>and become a part of our team. 

Does AirLifeLine want pilots who cannot afford to donate their rental
aircraft time, but who could afford some of their onw time?
From: kaye@uniwa.uwa.edu.au (Kaye Stott)
Newsgroups: rec.aviation
Subject: High or low tow normal?
Date: 22 Aug 92 13:44:47 GMT
Organization: University of Western Australia


dinsdale@berlioz.nsc.com (Steve McRobert) writes:
>
>BTW, in camden australia the take off straight into low tow.  I can't
>remember whether we climbed to normal high tow position before releasing
>can anyone in aus enlighten me?
>
In Western Australia, and, as far as I know, in the rest of the country,
low tow is the standard position these days. We practice high tow as
students, but never use it except for hook-ups.

Low tow is considered to be safer for both glider pilot and tow pilot.

What is the 'normal' tow position in other countries?

Kaye
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: So what' so great about Nut Tree?
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Wed, 12 Aug 1992 16:24:58 GMT

myshatyn@hpfcso.FC.HP.COM (Mike Myshatyn) writes:

>So what's so great  about Nut Tree?  I seem to remember  some of the flyins
>going  there  so there  must be a  restaurant  on/near  the  field.  Is the
>restaurant  any good?  Do they serve  breakfast,  lunch and  dinner or only
>some of the above?  Anything  else to see or do on/near  the  field?  Email
>responses are fine unless you think the net would like to know also.

Not much, in my opinion.  The restaurant is OK, but _way_ overpriced. 
There's a cute little gift shop, and an aviation bookstore upstairs with
a good collection, and a _beautiful_ wall-sized (we're talking 20 feet
across) photograph of an SR-71 beside the stairs up to the bookstore...

I've heard that the restaurant across the highway (Coffee Tree, I think
it's called) is better and cheaper than the one at Nut Tree proper.

If you can figure out how to get there, there's a MUCH better restaurant
a few miles up I-80, in Dixon, called "Cattlemen's".  _WONDERFUL_ steak...
None of this "Harris Ranch" crap; this place is _good_...


-Brent

P.S.  Northern California fly-in steak fans:  There's a new Cattlemen's
    being built right next to the tower at the Livermore Airport!!!  I think
    it's supposed to open in November, or something like that.
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: Principle of VOR
Originator: lhe@bast.sics.se
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden
Date: Wed, 19 Aug 1992 18:00:43 GMT

In article <1992Aug19.113026.1013@rai.juice.or.jp>, tetsuji@rai (Tetsuji Rai) writes:
>In article <1992Aug18.220044.2704@sics.se> lhe@sics.se (Lars-Henrik Eriksson) writes:
>[Brief VOR description omitted]

>  Thank you.   I got some reply-emails, but they differ in some points(and
>so does yours..) and I'm at a loss.   But your explanation seems most 
>reliable..   How are those signals modulated ??

The main carrier wave is amplitude modulated, the 9960 Hz subcarrier
is frequency modulated. My description was of a basic VOR transmitter.
A doppler VOR works in a different way, although the aircraft VOR
reciever can't tell the difference.

I take this opportunity to again recommend a very good book on
avionics principles, which is where I have learnt most of this stuff:

"Aircraft Radio Systems" by J. Powell. Pitman Publishing Inc/Ltd, ISBN
0-273-08444-5.

My copy is the first edition from 1981. It covers aircraft audio
systems, HF and VHF COM, VOR, ILS, ADF, DME, Decca, Omega, Loran, SSR,
Weather radar, Doppler, Radio altimeters and RNAV all in great detail.
Mode S transponder, sattelite navigation and MLS are covered very
briefly, since these systems were just beginning to appear when the
book was written. I don't know if there is a more recent edition.
-- 
-- 
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: earlb@ssd.intel.com (Earl Brabandt)
Subject: Re: Number of U.S. Pilots  (was Number of small aircraft wanted)
Organization: Supercomputer Systems Division, Intel Corp.
Date: Mon, 17 Aug 1992 23:47:48 GMT

In article <1992Aug17.030647.27239@usenet.ins.cwru.edu> af749@po.CWRU.Edu (Philip D Ferrante) writes:
>
>
>Hmmm... Let's see, Probably safe to assume (yes I, know about assuming)
>that all (ok, nearly all) of the ATPs are IFR.         107732 
>Probably most of the Commercial tickets are IFR.    +  149666
>                                                    -------------
>                                                       257398

It's not that simple because an ATP certificate implicitly includes 
instrument privileges. But many, (if not most) ATP certificate holders 
have ATP privileges for one category and class (say airplane multiengine 
land) and commercial privileges for others (say airplane single-engine 
land).  I suspect the number of private pilots with instrument ratings 
is quite a bit greater than your estimate.

Earl
Newsgroups: rec.aviation
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: exit
Keywords: insurance risk medical
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 14 Aug 92 17:44:49 GMT

>
>Are there any life insurance companies that give pilots a discount?  Does
>anybody have any stats on the effect of being a pilot on life expectancy?
>My gut feel is that keeping an aviation medical current does more to up
>your life expectancy than any flight risk does to lessen it, but I don't
>have any hard data.
>

For my carrier, State Farm, if you have over 500 hours, it is a non-issue.
You get to fill in an attachment to summarize hours/ratings but that's all.
I'm also in the 'pleasure' category instead of 'business' or 'full-time
professional'.  (Or even stunt-man, ag-pilot, or wing walker!)

If you have less than that time, then a rider is attached.  Of course
other underwriters may vary.

Kerry
Newsgroups: rec.aviation
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Metro-III flight questions
Date: 14 Aug 92 14:32:11 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> 1)  Why didn't the pilots reduce power once we leveled out at 14000.
>    The noise level was way higher than my Mooney.

These Metro's are beastly planes.  Not only are they noisy, but they
are small (the fuselage looks like a big pencil).   I knew I was in
trouble when they asked if I wanted by briefcase checked.  I guess
I've been spoiled by the Brasilias they use around here for commuter
flights.

-Ron
Newsgroups: rec.aviation
From: nolan@twg.com (Nolan Hinshaw)
Subject: Madera Gathering of Warbirds
Reply-To: nolan@twg.com
Organization: Universal Assn. of Pilot Wannabes
Date: Wed, 12 Aug 1992 21:25:24 GMT


Greetings,

If anyone West of the Rockies is planning a gathering of Air Usenetters at
Madera, Ca. this weekent, 14 August thru 16 August, for the annual Gathering
of Warbirds I'd like to know about it. Please feel free to respond via email.

--
Nolan Hinshaw
Internet: nolan@twg.com			Dingalingnet: (415)962-7197	
"If you don't know how to do something, you don't know how to do it
 with a computer." David Wittenberg, in Risks Digest 13.70
"Boy, was I in for a dose of reality." Randall K. Abler
"... necrophilia doesn't really hurt anybody."  Rick Gordon

Newsgroups: rec.aviation
From: rlarsen@bnr.ca (Richard Larsen P220)
Subject: re: Noisy Schweizer release
Keywords: gliding
Organization: Bell-Northern Research, BNR-RTP
Date: Wed, 12 Aug 1992 12:35:21 GMT

Steve Peltz mentioned the loud noise when operating a Schweizer release. This
can be avoided by doing a soft release. Just before releasing climb about 30 feet above the tow plane then dive down to tow plane level. This puts slack in the tow rope for a soft (silent) release.
Newsgroups: rec.aviation
From: peltz@cerl.uiuc.edu (Steve Peltz)
Subject: glider transition
Organization: Computer Based Education Research Lab - University of Illinois
Date: Mon, 17 Aug 1992 20:17:41 GMT
Keywords: FARs

Aaargh! I just got got. I have a checkride scheduled for two of my students
on Wednesday; my memory started to tickle me, so I checked.

61.115 (aeronautical experience for private glider) allows for three ways
to get the private glider rating; the third method is the one typically
used by someone with a power rating, since it only requires 10 solo glider
flights, and 40 hours total glider and single-engine airplane.

Well, I forgot that it specified single-engine. After all, how many people
have a multi-engine rating with less than 40 hours of single-engine time?
For starters, most military pilots, the ones who have a multi-engine-only,
center-line-thrust-only commercial license.

Anyone know why it is written like that, particularly when the commercial
glider rating says 20 solo flights in gliders and 200 hours total time in
heavier-than-air (61.133 b)? You can actually be qualified for a commercial
rating but not be qualified for a private rating! You could even have your
200 hours in a helicopter, with no airplane time at all!

This isn't quite as stupid as the fact that a person with only a private
hot air balloon rating could legally be a towpilot (signed off for solo
in the towplane, with 200 hours in a balloon; preferably also signed off
to fly solo in a glider so the recurrency requirements can be easily
met each year). It is, however, slightly more stupid than the fact that
someone without an instructor rating can get a glider instructor rating
more easily than someone who already has an instructor rating can add it
on...(61.191 b)

Does anyone know when the re-write to Part 61 will be finished?
-- 
Steve Peltz
Internet: peltz@cerl.uiuc.edu	PLATO/NovaNET: peltz/s/cerl
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Jets and short fields
Date: 21 Aug 92 15:51:00 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

>> About 14 years ago when I flew into St.Thomas on an  
>
>That hill was razed after an AA 727 missed its landing and  
> slammed into a gas station.

Yeah, bad scene that was.  The first pilot to ever take me up in a
small plane was flight engineer on that one.  Lost the tip of one of
his fingers, but was otherwise OK thankfully.

-Ron
Newsgroups: rec.aviation
From: robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD))
Subject: Re: Ultralights ***
Keywords: ultralights, recreational flying
Organization: Univ. of MD, Baltimore County
Date: Sat, 22 Aug 1992 11:31:53 GMT

In article <Aug.21.23.50.02.1992.825@romulus.rutgers.edu> shoopak@romulus.rutgers.edu (-r.) writes:
[stuff deleted]
>
>	What is the practicality of using a "leisure/recreation"
>	craft for short commuter hops?

Back when I taught people to fly ultralights, this question would come up
surprisingly often.  I used to answer it with another question: How practical
would it be for you to commute to work using a moped on the freeway, or
a canoe down the (nearby) river?  Yes, you *can* do it, but there are lots
of reasons why it would not be practical to do on a regular basis.

Of course, if you lived out in the middle of the boondocks somewhere where
the weather was always good, and your employer had a small runway ...


Newsgroups: rec.aviation
From: spagiola@amy5.stanford.edu (Stefano P. Pagiola)
Subject: Re: Continental Airlines Buy-out
Reply-To: spagiola@leland.stanford.edu
Organization: DSO, Stanford University
Distribution: usa
Date: Thu, 13 Aug 92 19:14:39 GMT

Alan Epstein writes
> 
> I understand that an individual has offered to buy 72% of  
Continental
> Airlines for something like $350M, and that an executive VP will
> run the operation. If this comes to pass, what role if any will
> Frank Lorenzo play?
> 
Frank has been gone for a long time now -- like about two years.  he  
sold his stake to SAS in 1989 or thereabouts.

--
-
Stefano Pagiola
Food Research Institute, Stanford University
spagiola@leland.stanford.edu (NeXTMail encouraged)
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: flying in Arizona?
Date: 13 Aug 92 13:13:59 GMT
Organization: Rutgers Univ., New Brunswick, N.J.


   1)  Mountains.  What little experience I have (very little) is with the
       small ones here in Virginia.  I expect there's a big difference 
       where the average altitude is 5000 feet or more.  I wouldn't mind
       avoiding the worse spots, though, if they aren't too numerous.

NM/AZ is a far cry from the Rockies farther north.  Still a mountain
checkout/course might be advisable.  When you call ahead to check out
plane rentals, you can ask about this.

   2)  Plane types.  I am checked out in Cessna 152s and 172s; I suspect
       the latter is better for those density altitudes.  Will a 172 be
       good enough?  Figure me and one passenger, minor baggage.

We flew my mountain course in CO with a 172 and I've flown up to
about 12,000 enroute in one.  I had three adult males on board
(including me).

   3)  Renting.  My certificate is new.  Really new.  Issued 7/28/92.  Is
       any decent FBO likely to rent me a plane?  I don't mind a checkout,
       in fact I think it would be wise, but I don't want to take 5 hours
       of lessons, either.

The only time I went to rent a plane on a trip was in Colorado, a
minimum checkout was required.  It's about the same one I got when
I wanted to checkout planes locally at a different FBO.  Of course,
I had learned in CO and already had a mountain course from another
operation in the area, but they didn't even look at my logs too far
back, nor did they say anthing about the mountains.  I only had a few
hours on my private when I did ths.
Newsgroups: rec.aviation
From: merlyn@romulus.reed.edu (Randal L. Schwartz)
Newsgroups: rec.aviation
Subject: Re: Flying to Oregon: Questions.
Date: 22 Aug 92 16:33:01 GMT
Article-I.D.: romulus.MERLYN.92Aug22093259
Organization: Reed College

In article <176@simsol.UUCP> jimm@simsol.UUCP (Jim Morris) writes:
   > I'm looking for any wisdom out there on:  busyness/appropriateness of Portland
   > International as a way into Portland ... friendly FBO's (free tiedowns? cheap

   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.

You can also clear customs in HIO (just ask "Rick a Rick") and save
yourself an extra hop.

You can't get a rental car from HIO, but you *can* take the local
public transportation to downtown (as long as it isn't after 5pm on a
day with an R in it, or something like that -- we have pretty sucky
public transportation on the west side) or get a cab.

Say hi to Paul at Eagle Aviation at HIO; he's traded $15K of my money
for some of the best and wildest experiences I've ever had.

Randal L. Schwartz, PP-ASEL-IA, 260+ hours and waiting for time and money...

--
Randal L. Schwartz / Stonehenge Consulting Services (503)777-0095
merlyn@reed.edu (guest account) merlyn@ora.com (better for permanent record)
cute quote: "Welcome to Portland, Oregon -- home of the California Raisins!"