HDTenEightyP/NetNews huggingface dataset:
From: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation
Subject: Funny (not: Carlsbad Caverns Fly In)
Date: 25 Jul 92 06:55:37 GMT
Organization: Geoffrey G. Peck, Consultant, San Jose CA

In article <1992Jul24.224701.9997@usenet.ins.cwru.edu>
wb8foz@skybridge.scl.cwru.edu (David Lesher) writes:
> When I was on the Left Coast a few weeks ago, and saw that funny
> looking structure at Moffett, my first thought was:
>	Does Geoff solo his students in there?

Only in the winter.  It's warm and dry enough in the summer outdoors.
But it does teach them to fly tight patterns!  :-)

Actually, one of the two ends is apparently "permanently" shut to
prevent pilots from doing fly-throughs.  I did, once upon a time, get
to do something _almost_ as good.  I was on an instrument lesson with a
student in a Cardinal RG.  Well, the RG did R, but it didn't un-R when
we wanted to land.  Or, at least the light didn't come on.  It was
oh-dark-thirty, and most of the towers had long since been tucked in
for the night.  Except...

Moffett!  They're open 24 hours!  We went over, and asked them to
look.  They looked.  They couldn't see.  They said "could you get a
little closer?"  (I was flying.)  We said "OK."  We got closer.  They
wanted closer.  And closer.  And closer.  After a few passes, we were
probably, oh, a bit less than 100' from the tower when we whizzed by.

Now, the tower at Moffett is one of those short things -- sort of a
portable tower on stilts.  Or maybe a shoebox.  We were pretty low.
And that biiiiiiig hangar sits right next to the tower.  So, we were
flying alongside the biiiiiiig hangar about 1/3 of the way up, about
100' from the structure.  Not quite as good as flying _through_ it, but
it was fun nonetheless.

Oh, yes.  The G which was R instead of extended.  Well, it was down and
locked after all.  The "down" microswitch on the nosegear was kaput.
We landed safely at home base (RHV) and called it a night.

						Geoff
From: BCLEWIS@LSTC2VM.stortek.com (Brian Lewis)
Newsgroups: rec.aviation
Subject: Re: Suit filed against Bell Helicopter
Date: 22 Jul 92 21:29:02 GMT
Organization: StorageTek SW Engineering

In article <1992Jul22.175644.17058@eecs.nwu.edu>
phil@eecs.nwu.edu (William LeFebvre) writes:
 
>I don't remember where I read/heard this, but this is apparently
>common practice with lawsuits.  Why?  Because once the suit is filed
>you cannot ADD any plaintiffs.  So if in the process of investigating
>the lawsuit the prosecution discovers adequate reason to add a party to
>the suit, they CANNOT.  Apparently some consider that to be unfair:  a
>party provides information with the understanding that they have no need
>to defend themselves, then later discover they essentially incriminated
>themselves.  Defendants can be easily DROPPED from a suit, but not ADDED.
 
Is it the case that the plaintiffs cannot file a second lawsuit against
the manufacturer?  Does it all have to be one lawsuit?
 
I suspect that the plaintiffs are doing it this way for two reasons:
 
1.) They hope for a sympathetic jury which sees that the manufacturer
has many dollars/insurance even if no culpability; and
 
2.) It's cheaper for them than filing a second lawsuit.  Meanwhile,
the manufacturer is forced to defend itself, and ultimately you and
I pay for it.
 
If, in a case like this where there is no reason to suspect a defendant,
and assuming no culpability is found, the plaintiff should be made to
pay the defendant's legal fees.  This would go a long way to restoring
some sanity to the system.
 
Brian
Newsgroups: rec.aviation
From: rjohnson@sdf.lonestar.org (Robert C. Johnson)
Subject: Life is good!
Organization: sdf pub access UNIX, Dallas--anon logins & uucp avail, no fees
Date: Thu, 30 Jul 1992 14:45:33 GMT


YEEEEEEEEEEEEEEEEEEEEEEEEHAAAAAAAAAAAAAAAAAAAA!

Well, yesterday morning I passed my flight test.  I am now officially a 
"Private Pilot, Airplane Single Engine Land"!  Damn, that feels good to
say. . .

Last night I took up my parents for my first passenger flight.  I wasn't
worried out my Dad - I had promised him the first ride a year ago when I
started out.  I was, however, a little worried about my Mom.  Luckily,
it was a turbulence free evening (very few of them here in Texas) and
they both enjoyed the flight.  Of course it helped that the landing back
at ADS was a greaser!

   Robert Johnson PP-ASEL  (Looks pretty good, dontchathink?)
From: lmcgee@bondo.corp.sgi.com (Lee McGee)
Newsgroups: rec.aviation
Subject: Re: Cosmo goes to the airport
Date: 28 Jul 92 16:36:31 GMT
Article-I.D.: odin.1992Jul28.163631.14682
Reply-To: lmcgee@sgi.com
Organization: Silicon Graphics Corp IS

|> I second Dave's comments on the article in Cosmo.  The author mixed in some
|> fluff about personal attraction to her dashing male CFI, and the prospects of
|> finding eligible guys around airports (I have to agree - sure beats hanging
|> around grocery stores, you single gals out there).

For real!  A couple of years back there was an influx of 
single women into the FBO at the Marin County Airport (Gnoss, O56),
as one of the aspiring single females in the county had published
a "recommendation" in one of the local papers (I think the Pacific Sun) that airports were a terrific place to hunt for rick, interesting men.

Indeed, the flight instructors there probably looked pretty appealing.  
This was one of the places where the male flight instructors wear neckties!

I have no idea how many singles were really on the scene, but I used to
fly from Marin Air Services there and remember a more varied crowd
than usual around that time.  Didn't have the heart to tell
my wife, though.  :^)


|> But she has a very honest, colorful and humorous style of describing her 
|> first 3 lessons.  And several of her remarks like how she felt about her first
|> stalls made me feel "I'm not alone".. :-)  I was also sorta surprised that her
|> third lesson included a night landing.


I actually suspected that something was bogus about the Cosmo article 
when the author, the student pilot, described manipulating the
rudder pedals "which control the airplane's ailerons" and her 
clearing to taxi to "runway 117".  Why did she quit after the third
lesson?  Lack of the right stuff, perhaps. 


-- 
________________________________________________________________

Lee McGee
Silicon Graphics, Inc		"Simplicity, then add lightness"
lmcgee@sgi.com			   
PHONE (415) 390-2403	            -- William B. Stout --  
FAX   (415) 961-9584	              Ford Motor Company		
PAGE  (415) 807-2246          Formerly Stout Metal Airplane Company
Newsgroups: rec.aviation
From: reece@eco.twg.com (Reece R. Pollack)
Subject: Re: LVK closed?
Reply-To: reece@eco.twg.com (Reece R. Pollack)
Organization: The Wollongong Group (East Coast Operations)
Distribution: ba
Date: Thu, 23 Jul 92 18:02:28 GMT


In article <JKF.92Jul21164002@frisky.Franz.COM>, jkf@Franz.COM (Sean Foderaro) writes:
|> I just saw these notams:  Does anyone know why the airport is closing
|>for a few hours during the day on Thursday and what is going to happen
|>for an hour on Friday involving high speed traffic?
|>
|>Livermore CA [LVK]: July NOTAM #6:
|>      High speed aircraft surface - 15000 2 nautical mile radius 18 nautical
|>      miles on the 080 degree radial of Oakland CA [OAK VOR] avoidance advised
|>      effective the 24th at 3:00pm PDT (2200Z) - 2300
|>Livermore CA [LVK]: July NOTAM #5:
|>      Airport closed effective the 23rd at 11:30am PDT (1830Z) - 2030

Sounds like an airshow to me. I saw very similar NOTAMs for NAS Willow Grove
the day they held an airshow.

--
Reece R. Pollack
PP-ASEL -- Octopus Flying Club (based GAI)
Newsgroups: rec.aviation
From: dbriggs@zia.aoc.nrao.edu (Daniel Briggs)
Subject: Re: the surly bonds of earth
Organization: National Radio Astronomy Observatory, Socorro NM
Date: Fri, 24 Jul 92 06:25:55 GMT

In article <22664@oasys.dt.navy.mil>
  wpalmer@oasys.dt.navy.mil (William Palmer) writes:
>In rec.aviation, aviator@athena.mit.edu (Joakim Karlsson) writes:
>
>>                 "Oh, I have slipped the surly bonds of earth
>>                And danced the skies on laughter-silvered wings"
>
>Mr. Karlsson's posts contain this quote in his .sig, and prompted my
>curiosity. Can anyone provide particulars on this poem?





 Such as why
>it was written, who wrote it, the full text of the poem. I've seen this
>quoted during the sign-off of some TV stations, where a film is run
>which shows a F104 Starfighter (?) doing some very graceful maneuvers.
>It's a beautiful film clip, but right now, I'd settle for the poem,
>if anyone has it handy. Thanks so much.

Oh, I have slipped the surly bonds of earth
 And danced the skies on laughter-silvered wings;
Sunward I've climbed, and joined the tumbling mirth
 Of sun-split clouds -- and done a hundred things
You have not dreamed of -- wheeled and soared and swung
 High in the sunlit silence.  Hovering there.
I've chased the shouting wind along, and flung
 My eager craft though footless halls of air.
Up, up the long, delirious, burning blue
 I've topped the windswept heights with easy grace
Where never lark, or even eagle flew.
 And, while with silent, lifting mind I've trod
The high untrespassed sanctity of space,
 Put out my hand, and touched the face of God.

High Flight,  John Gillespie Magee Jr.

In December 1941, Pilot Officer John G. Magee, a 19-year-old
American serving with the Royal Canadian Air Force in England,
was killed when his Spitfire collided with another airplane
inside a cloud.  Several months before his death, he composed
his sonnet "High Flight," a copy of which he fortunately mailed
to his parents in the U.S.A.

[I wish that I could credit the commentary properly, but I forget where I
picked it up.  -- DSB]

-- 
| Daniel Briggs  (dbriggs@nrao.edu)                      |        USPA B-14993
| New Mexico Tech / National Radio Astronomy Observatory |            DoD #387
| P.O. Box O / Socorro, NM 87801   (505) 835-7391        |
Support the League for Programming Freedom  (info from league@prep.ai.mit.edu)
From: exxon@tigger.jvnc.net (Exxon Research)
Newsgroups: rec.aviation
Subject: Re: Shoulder Harnesses (Was: Re: Cessna sholdr harn review (BAS))
Date: 24 Jul 92 15:37:06 GMT
Organization: JvNCnet, Princeton University, NJ
Originator: exxon@tigger.jvnc.net

However, if you (or your A&P...) takes a small ty-rap and put it around
that post that the shoulder harness fits onto and snugs it down, it will
serve to lock the shoulder harness in place. (do this without the 
harness hooked up and the tyrap head on the belt side of the post).
Worked for the school 152s i used to fly (before I moved on to real
planes (pipers...large :-)))  The tyrap and the grommet that was there
were both made out of the same type of nylon/plastic/whatever-it should
work.
 
Bryan D. Boyle      | Cherokee 180 N7068W
Newsgroups: rec.aviation
From: robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD))
Subject: Re: Hot air balloons without fuel
Organization: University of Maryland Baltimore Campus, Academic Computing Services
Date: Wed, 22 Jul 1992 15:39:50 GMT

In article <Jul.22.10.28.11.1992.19227@pilot.njin.net> ron@pilot.njin.net (Ron Natalie) writes:
>> A coworker of mine just took a ride in a hot air balloon flown
>> by a commercial outfit.  We were talking about it and the
>> question came up about what happens if the burner fails for
>> some reason.
>
>I'd suspect it's a nusiance but probably less tramatic than
>an engine failure in a plane.  The burner doesn't run continually
>anyhow and I suspect that it's response time is pretty slow anyhow.

Actually, it can be a *real* big problem if the balloon cools down
too rapidly while making its descent (a function of outside temp, 
altitude at which the burner failed, etc.).  If you are fairly low,
it might not be too big a deal (but you have little choice where you
are coming down).  If you are high, it could be quite tragic. But it is 
something easily handled, if the pilot is prepared.  First of all, there isn't
really a whole lot that can fail in a burner, except for it going out and
not re-igniting properly.  To guard against that, most balloon pilots carry
a couple of butane lighters (like you use for charcoal grilles - with
a long extension on it) to manually re-ignite the burner in an emergency.
From: harlow@chinet.chi.il.us (Steven A Harlow)
Newsgroups: rec.aviation
Subject: Re: Cleared to enter the TCA... Helpfull hint.
Date: 25 Jul 92 06:36:54 GMT
Organization: Chinet - Public Access UNIX


Helpfull Flying Hint #7:

I find it helpfull when flying near an ARSA (or TCA)
to lower the altimeter setting (or just turn off the transponer)
and repeat to myself, "I am under the ARSA.  I am under
the ARSA."


-- 
I'm coming out with a new line of electrically conductive
underwear.  They will be called "Shorts".

Steve Harlow, Glen Ellyn, IL, USA
From: egeiselman@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation
Subject: Re: 747 Loop ANSWER
Date: 24 Jul 92 14:34:41 EST
Organization: USAF AL/CFH, WPAFB, Dayton, OH

Joe Robison writes:

>Sounds like a half roll followed by a half loop.
>In other words, an Immelman.

In fact, a half roll followed by a half loop is a split-S.
A half loop followed by a half roll is an Immelman.

E-
-- 

"The opinions and views expressed here are strictly my own and do not 
necessarily reflect the official position of either the U.S. Air Force 
or its contractors."
From: phil@eecs.nwu.edu (William LeFebvre)
Newsgroups: rec.aviation
Subject: Re: Hot air balloons without fuel
Date: 22 Jul 92 17:46:10 GMT
Organization: EECS Department, Northwestern University

In article <1992Jul22.153950.6945@umbc3.umbc.edu>, robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD)) writes:
|>  First of all, there isn't
|> really a whole lot that can fail in a burner, except for it going out and
|> not re-igniting properly.  To guard against that, most balloon pilots carry
|> a couple of butane lighters (like you use for charcoal grilles - with
|> a long extension on it) to manually re-ignite the burner in an emergency.

On the balloon flight we were on the "burner" contraption actually held
two independent burners with separate fuel supplies.  I understand that
this is common practice.  So if one fails for any reason, there is a
second one available.  I remember at some point in the flight he switched
from using one to using the other.  I imagine he didn't run the first
one dry:  he probably switched when there was 1/2 to 1/3 of the fuel
left in the first tank so that he still had a backup.

I never did post my hot air balloon story, did I....  When I get some
time, I will.  The short story is:  it was a blast (pun intended), we
got a great view, I got 0.3 hours "straight and level flight" LTA
instruction in my logbook, and both my wife and I got bruises and scrapes
from the "landing" (and we didn't really mind).

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
Organisation: European Space Operation Centre (E.S.O.C)
Date: Tuesday, 28 Jul 1992 19:02:33 CET
From: <KCHAN@ESOC.BITNET>
Newsgroups: rec.aviation
Subject: Re: FTP "SEAS" SITE

site name: seas.smu.edu
IP address: 129.119.3.2

(Thanks to the people who emailed me with the IP address for seas!)

Khee Chan
PROFS: esoc(kchan)   BITNET/EARN: kchan@esoc   SPAN: jplsp::kchan
INTERNET: kchan@jplsp.jpl.nasa.gov             COMPUSERVE: 73750,1402

I speak for no-one, and no-one speaks for me, sometimes not even myself!
From: jdr@starflight.Corp.Sun.COM (Jon Roland)
Newsgroups: rec.aviation
Subject: Personal Flight Simulators
Date: 30 Jul 1992 05:39:07 GMT
Organization: Sun Microsystems, Inc.
Distribution: world
Reply-To: jdr@starflight.Corp.Sun.COM
NNTP-Posting-Host: starflight.corp.sun.com

Have any of you tried the FS-100 personal flight simulator from MDM Systems
Inc of Charlotte, NC, yet? If so I would like to get your opinions of how
well it serves for instrument training and proficiency. Also your opinions
of the relative merits of other personal flight simulators and accessories
therefor, such as the Flightmaster simulator control yoke and pedals from
Flightmaster of Dallas, TX.

---

jdr@starflight.corp.sun.com, starflt@uunet.uu.net
Jon Roland
Starflight Corporation, 1755 E Bayshore Rd #9A,
Redwood City, CA 94063-4142, 415/361-8141

Newsgroups: rec.aviation
From: venky@thelonious.bellcore.com (G A Venkatesh)
Subject: Re: War story and story request
Reply-To: venky@thelonious.UUCP (G A Venkatesh)
Organization: Bellcore, Morristown NJ
Date: Wed, 22 Jul 92 15:22:32 GMT

In article <1682BB51B.BCLEWIS@LSTC2VM.stortek.com> BCLEWIS@LSTC2VM.stortek.com (Brian Lewis) writes:
>I had a partial power loss in a Centurion on a trip from Tallahassee to
>Columbus, Ohio.  My instructor's philosophy on fuel management was to
> 
>Apparently the engine was shock-cooled in the time between running the
>left tank dry and switching to the right one.  As I recall, it cracked
>two cylinders.  We had enough power to make it the remaining 60 miles
>home, but I don't think we had enough power that we could have done a
>go-around.

Did you have any landing options much closer than 60 miles?

venky
From: steveha@tekig5.pen.tek.com (Steven L Harris)
Newsgroups: rec.aviation
Subject: Re: Small Children in GA aircraft
Date: 31 Jul 92 16:42:13 GMT
Organization: Tektronix, Inc., Beaverton,  OR.

In article <ALUKE.92Jul29102355@slimer.webo.dg.com> aluke@slimer.webo.dg.com (Andy Luke) writes:
>>>>>> On Tue, 28 Jul 92 02:05:18 GMT, gdw@po.CWRU.Edu (Gary D. Wright) said:
>
>  My daughters are 1yr & 4yr old and they have flown with me since
>they were born.  They wear standard rifle rangle type headsets w/o 
>complaint.   .......
>....


My son is 8 months old and has about 20 hours logged!  His first flight
was at 5 days old, no different than a car ride except for the hearing
protection.  We use DC headsets with a small towel rolled up and 
rubber banded to the headcushion to adjust the earseals to the right
height.  We also have the Oregon Avionics?? earseals that are somewhat
larger and help provide a better seal.  That strong clamping force of
the DC headsets helps them fit even a pint sized head!  During cross
countries at altitude, he really enjoys being able to get out of the
carseat occasionally -- that is MUCH better than the car.  He also 
thoroughly enjoys the microphone and intercom and hearing himself -- you
definitely need a way to override the intercom when you have to
communicate w/ ATC.  Make sure that you have a bottle for ascents & 
descents to help equalize the pressure.


Steve Harris
steveha@tekig5.PEN.TEK.COM
Short Wing Piper N6720B
RV-4 under construction
From: rcm@Apple.COM (Robert Charles Monsen)
Newsgroups: rec.aviation
Subject: Re: Active noise-canceling headsets
Date: 24 Jul 92 00:26:22 GMT
Organization: Apple Computer Inc., Cupertino, CA

In article <1992Jul23.175456.25432@u.washington.edu> seymour@milton.u.washington.edu (Richard Seymour) writes:
[...]
>
>i've often noticed that even my standard non-active ear crushers can block 
>the stall warning's sound.  So i've often wondered why electrical warning
>horns aren't also fed into the intercom circuit? (i realize that a Cessnoid's
>stall warning is purely air-driven, but i mean things like gear-warning).
>If they're on the intercom, they'd be cut out by radio work (as they should be),
>but at last they'd get past both passive and active noise-cancelling.
>--dick (what's that sound?)

I had an idea for a product that somebody out there may have the energy to
produce. If you do, I'll buy one.

The idea was to build an annunciator panel that fed audio annunciations
into your intercom, along with having a bank of flashing lights and toggles
to turn em off. The audio annunciations would be digitized voice, preferably
a low, somewhat sexy female voice :). You could use it for vacuum failure,
alternator failure, stall warning, gear warning, altitude warning (with a
bit more complexity), TCA warning (with a LOT more complexity), etc.

Female aviators might prefer the "Patrick Stuart" version. :) For a small
fee, you could get it in your spouse's voice. "Bob! The VACUUM!".

Bob Monsen
Orion Network Systems
Berkeley, Ca.
Newsgroups: rec.aviation
From: billg@bony1.bony.com (Bill Gripp)
Subject: Re: QANTAS - U.S. Carrier warnings.
Organization: LA&W RR
Date: Thu, 23 Jul 92 15:31:16 GMT

In article <1992Jul21.141222.7879@mdd.comm.mot.com> mitchell@mdd.comm.mot.com (Bill Mitchell) writes:
>in rec.aviation, billg@bony1.bony.com (Bill Gripp) said:
>
>>Yes, but the point is that KAL007 was VISUALLY identified as a
>>commercial airliner before the order to shoot it down was issued.  It
>>was shot down anyway.
>
>Sorry to post, but mail bounced.
>
>Please cite your source for this information.
>

Ted Koppel on NIGHTLINE.  

I leave it to the skeptics to order the transcript/tape 
from Journal Graphics.  =B^]
From: bcoleman@hayes.com (Bill Coleman)
Newsgroups: rec.aviation
Subject: Re: Coffe cups in the cockpit (Re: A320 yarns)
Date: 24 Jul 92 17:53:54 GMT
Organization: Hayes Microcomputer Products, Norcross, GA

In article <1992Jul23.180313.25891@u.washington.edu>, seymour@milton.u.washington.edu (Richard Seymour) writes:
> 
> In article <5807.2a6d92a2@hayes.com> bcoleman@hayes.com (Bill Coleman) writes:
>>In article <1992Jul21.133757.17508@bony1.bony.com>, richieb@bony1.bony.com (Richard Bielak) writes:
>>> Of course, the real answer is that the designers of the system are to
>>> blame. I think the guy who thought of not moving the throttles when
>>> the computer changes power in the A-320, should be fired, banned from
>>> aircraft design and travel everywhere by foot...
>>
>>How would pilots react to a system where a "ghost-like" influence keeps
>>moving levers on them? For example, the pilot chooses the reduce the
>>throttle levers. The flight system, detecting a possible impending
>>stall condition (or something), moves them back up. The pilot, seeing that
>>the computer has moved the levels back up, again pulls them down. Soon
>>we have a battle of wits in which the pilot stops flying the plane 
>>because he is fighting with the computer. 
> 
> as mentioned in another posting about the 320... one of the five ways to 
> disconnect it is/was "excessive control force" against what the computer
> is/was doing.  So the -specific- example of being able to feel/see the 
> handles move, and then manually overriding them, is directly covered,
> and produces the desired result: the computer lets the pilot take over.
> -but- since the 320 doesn't move the handles, the pilot doesn't get THAT
> channel of feedback...

Ah, but the implication here is that the pilot is doing the "right" thing,
so it is OK for him to override the computer inputs. Consider what would
happen in the same situation when the computer is doing the "right" thing
and attempting to cover up for a pilot's mistake.

This type of "ghost-like" behavior could actually perpetuate a sequence 
of mistakes from the pilot, and may be exactly what the designers were
trying to avoid.

-- 
Bill Coleman, AA4LR                ! CIS: 76067,2327    AppleLink: D1958
Principal Software Engineer        ! Packet Radio: AA4LR @ W4QO
Hayes Microcomputer Products, Inc. ! UUCP: uunet!hayes!bcoleman
POB 105203 Atlanta, GA 30348 USA   ! Internet: bcoleman%hayes@uunet.uu.net
Disclaimer: "My employer doesn't pay me to have opinions."
Quote: "The same light shines on vineyards that makes deserts." -Steve Hackett.

Newsgroups: rec.aviation