HDTenEightyP/NetNews huggingface dataset:
From: kevinq@Ingres.COM (Kevin Quinn)
Newsgroups: rec.aviation
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Keywords: ponds, plumes, piles, and stains
Date: 1 Sep 92 20:22:32 GMT
Reply-To: kevinq@Ingres.COM (Kevin Quinn)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501

In article <vfbncnr@dixie.com> jgd@dixie.com (John De Armond) writes:
>-- 
 [lots of neo-skinhead rant and drivel deleted...]

>John De Armond, WD4OQC               |Interested in high performance mobility?  
>Performance Engineering Magazine (TM) |
>Marietta, Ga                         |Interested in high tech and computers? 
>jgd@dixie.com                        |Write me about PE Magazine
>Need Usenet public Access in Atlanta?  Write Me for info on Dixie.com.

John boy -

Shut the hell up, if all you're gonna do is waste our bandwidth.

I'll type real slow for you all, now:  do you understand email?  Good, 
Johnny!  Now use it!

As an aside, I don't understand why you don't move to northern Idaho, where
skinheads and Luddites reign...  Maybe you'd even loose your Usenet access,
and spare us all.



--
Kevin Quinn                         | kevinq@ingres.com
                                    | {mtzinu,pacbell,ll-winken,sun}!ingres.com
My opinions are my own.  Should you think otherwise, think again.
Newsgroups: rec.aviation
From: markg@pdx077 (Mark Gonzales)
Subject: Re: There I was - mag check/Stupid Pilot Tricks
Organization: Intel Corp., Hillsboro, Oregon
Date: Mon, 31 Aug 1992 19:57:55 GMT

In article <31AUG199207371824@mars.lerc.nasa.gov> fskevin@mars.lerc.nasa.gov (Kevin R. Kirtley (SVER)) writes:

> My greatest "not too serious" faux pas was pulling the mixture rather than
> the carb heat while landing at a crowded fly-in. It sure got people's
> attention.

I've managed to pull the mixture instead of the cabin heat in a Beech
Musketeer.  That sudden quiteness really gets the pulse racing.
Fortunately, I instinctively undid my action before the fan really quit

The Musketeer has one of the worst control layouts I've ever seen on
anything.  It has a bunch of nearly identical white throttle-like levers
arranged in a rectangle.  They include, in no particular order:
throttle, carb-heat, cabin air, mixture, cabin heat. Some are pull-on,
some are pull-off. Some are important, some are not.
Newsgroups: rec.aviation
From: choy@skorpio.usask.caIn article <1992Sep03.221050.23352@i88.isc.com>, ericth@i88.isc.com (Eric Thiele) writes:
Subject: Re: Trainer Stolen & Returned 3 times
Organization: University of Saskatchewan
Distribution: usa
Date: Fri, 4 Sep 1992 20:33:26 GMT

|> The Tattler, West Chicago, IL 9/3/92
|> 
|> This just in from the scene at DuPage Airport.
|> 
|> Early this morning, a twin engine Cessna 152 was stolen from, and subsequently 
|> returned to DuPage Airport.  According to Linda Blum, the only eyewitness 
|> who would talk to us (the gulls had already fled, in fear for their lives),
|> the aircraft was savagely beaten about the yoke and throttle and forced to 
|> comply with the evil desires of the alleged suspect, a white male computer 
|> programmer.

Stay off the cheap drugs.
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: PSP TRSA (was: TRSA's)
Date: 25 Aug 92 19:50:41 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> Remember when Group III TCAs were in the FARs?  Youza!

Yep, but I don't think they ever commissioned a Group III TCA
(just I and II), and with the Mode C madness the only real distinction
between I and II went away.

-Ron
From: dsnyder@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation
Subject: Loran Antenna Splitter
Date: 31 Aug 92 09:55:09 EST
Organization: USAF AL/CFH, WPAFB, Dayton, OH

  I'm looking for a loran antenna splitter.  Some of the planes at
  our airport use the King 8002 loran and use a splitter to use the com
  antenna for the loran also.  I would like to get one of these splitters
  for use with my Azure loran.  Anyone got a source for this.  Thanks
  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.
---------------------------------------------------------------------
From: mark@hpcvxmsr.cv.hp.com (Mark Rowe)
Newsgroups: rec.aviation
Subject: Re: Comparing Tach and Hobbs rates?
Date: 2 Sep 92 20:40:31 GMT
Article-I.D.: hpcvusn.1992Sep2.204031.27769
Reply-To: mark@.cv.hp.com
Organization: UDT-CV (ITO)

In article <1992Sep2.183108.26202@peck.com>, geoff@peck.com (Geoff Peck) writes:
>> I would think an FBO could discourage this with a penalty for pushing it.
>> For example with 30 gallon tanks the FBO would reimburse the normal rate
>> for refueling the first 25 gallons in each tank, but charge an additional
>> $2 per gallon beyond that (this would require off-field receipts to be
>> broken out on a per tank basis, though the principle still works if the
>> total is simply divided by number of tanks).
> 
> This wouldn't work.  A renter could easily say "I need two receipts --
> one with the first 5 gallons and one for the rest".  Or, less
> obviously, "Gee, my credit card is sort of full, and I wanted to pay
> cash, but I don't have enough.  Here's $10 for part of it, and could
> you put the rest on my credit card here?"

If the renter puts 25 gallons on the credit card (presumably the FBO's or
reimbursed by the FBO) and pays cash for the rest (which is presumably not
reimbursed) then the renter has just paid the $2/gallon penalty for
pushing it.  As I pointed out in my post, there are reasons why it wouldn't
work off-field (because the renter needn't fill the tank; "give me 25
gallons in the right").  But it would work at the home field (covering all
local flights and at least the return leg of non-local flights) where the
FBO could fill the tanks or confirm that they were filled.

Mark Rowe       Corvallis, OR       PP-SEL G I       Comanche N5943P
Newsgroups: rec.aviation
From: victor@vaspc.uucp (victor)
Newsgroups: rec.aviation
Subject: Re: 180hp STC's for C-170B
Date: Fri, 28 Aug 92 10:03:39 PDT
Organization: High Flight Aviaton , Inc.

stevebu@bullwinkle.atc.ll.mit.edu (Steve Bussolari x5956 g41) writes:

> I have a few questions on STC's for a Cessna 170B:
> 
> 1)  Which 180hp engine(s) are applicable?   (e.g. O-360 and/or IO-360)
> 2)  Are auto gas STC's available for the applicable engines?
> 3)  Are both constant-speed and fixed props applicable?
> 4)  Is there an aircraft gross weight change associated with the STC?
> 5)  What, if any, long range tanks are available via STC?
> 6)  Performance numbers?
> 
> Please email
> 
> Steve Bussolari

Hi Steve 
        The easy way to find out what you want is to get in touch with 
the cessen owners association. Or go talk with a knowledgeable A.I.
Good luck.



++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
+ Any Landing you can walk away from ! +  ucbvax!csusac!sactoh0!vaspc!victor +
+ Victor Stukalo                       +  ames!pacbell!sactoh0!vaspc!victor  +
+ 916-332-7583                         +  victor@vaspc.sactoh0.sac.ca.us     +
++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ 
                       
From: slutz@hplvec.LVLD.HP.COM (Rob Slutz)
Date: Mon, 31 Aug 1992 14:42:02 GMT
Subject: Paragliders
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

I am interested in the sport of paragliding and am wondering
if anyone can point me in the right direction to get more
information. Comments from those with personal experience 
would also be nice.

Rob Slutz, slutz@hpmtlrs.lvld.hp.com

Newsgroups: rec.aviation
From: davea@col.hp.com (Dave Allen)
Subject: Re: PSP TRSA (was: TRSA's)
Date: Tue, 25 Aug 1992 19:15:30 GMT
Organization: HP Colorado Springs Division

|> At Palm Springs, their TRSA is operated much like a TCA.  If you want
|> to avoid radar services and contact the tower trying to land, you get
|> an immediate "Contact Approach on ...".

jhenderson@pomona.claremont.edu writes:
> I remember reading somewhere that the PSP TRSA is due to be 'upgraded' to an
> ARSA sometime soon. Could it be that the tower is trying to get everyone used
> to contact Approach first, since you will eventually have to anyways?

Probably not. Whenever radar approach is present, it reduces the tower's
workload by sequencing landing traffic. If tower were to handle you, there
would be two people trying to do the same job for the same airspace with
different tools. Not a good idea. We can simply do the tower a big favor by
using the radar approach even when it's optional, whether it's a TRSA or
"just" a tower-controlled airport that has radar approach.

dave allen - Fly because you love it.
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: Two planes collide over Santa Paula Airport
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Wed, 2 Sep 1992 06:23:53 GMT

sross@convex.com (Steve Ross) writes:

>From talking with some local pilots here the word is that the planes were
>monitoring different unicom freq. It seems that the unicom freq. was
>recently changed at Santa Paula.

>This is the second midair there in the last year or so. You might remember
>a helicopter collided with a Pits. The helicopter was carrying a actor (can't
>remember who it was). The Pits was carry a student and instructor. Both were
>killed. I have flown into this airport many times and consider it dangerous.
>Many pilots don't even bother to announce there intention and the traffic
>pattern only has a downwind entry due to high terrian on the south side of
>the runway.

It was Kirk Douglas, I think.

From what I've heard, "the unicom frequency was recently changed" is not
quite the complete picture.  A comment in the front of the latest Pilot's
Guide to California Airports implies that the airport management and/or
users have decided all on their own to change the CTAF, without approval
from the FAA (who thus haven't changed the carts; they still reflect the
"official" frequency).


-Brent
Newsgroups: rec.aviation

In rec.aviation, bible@iastate.edu (Anthony E Bible) writes:

> 	Am I missing something here?  My understanding is that a wing stalls
> when the angle of attack exceeds a critical value.  Deploying spoilers reduces
> the lift produced by the wings resulting in an increased descent rate, but it
> does not cause the wing to stall.  I don't think I have ever seen a glider 
> flare on landing like power planes do; it's more of a rounding out to level 
> flight.  Glider landings look (and feel) like the ship is being flown onto the 
> runway with the descent rate controlled with the spoilers.  (I have never flown 
> a glider that uses flaps instead of spoilers so perhaps they are different.)  
> Unless I have completely missed something it seems to me that Chuck is correct: 
> gliders don't do stall landings.

1) In any "standard" course of glider instruction, one of the
   demonstrated maneuvers is spoilers-out stall speed vs. spoilers-in
   stall speed.  The difference is small in most ships, but
   significant if you're attempting a minimum-energy landing.

2) Schweizers (and even twin Grobs) are not typical of the majority of
   modern glider types, in that they are "nosedraggers" intended to
   be flown on.  Often it is impossible to do a stall landing because
   the tailwheel touches down so early (e.g., SGS 1-34).  Outside the US, 
   taildraggers are the rule.  Most people prefer minimum-energy landings 
   in taildraggers, at least in calm conditions.  This usually involves 
   some stalling of the wing before touchdown.

Disclaimer: I don't have any power experience, so maybe I don't know
what a stall landing really is.
> 
> Regards,
> tony

Rich Carr
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: Alphabet Airpspace
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden
Date: Wed, 26 Aug 1992 07:02:45 GMT

In article <1992Aug25.234537.20238@nntpd2.cxo.dec.com>, peterson@specxn (Harlo Peterson) writes:
>Class F airspace is controlled airspace where IFR separation services are
>provided on a best effort basis.  The United States does not allow for this
>type of rule so class F airspace will not be assigned here.

Class F is not controlled airspace, but a special kind of uncontrolled
airspace called "advisory" airspace. IFR traffic are given no
clearances and are under no obligation to follow ATC instructions. ATC
will, however, give "suggestions" on how to maintain separation.

There is some class F airspace around in Europe, in the U.K. and (I
believe) Italy.
-- 
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: cosper@seq.uncwil.edu (Kit Cosper)
Subject: Re: Colored airways in the lower 48
Organization: Univ. of North Carolina @ Wilmington
Date: Fri, 28 Aug 1992 14:03:43 GMT

rob@cats.ucsc.edu (99708000) writes:

>Let's flog this horse some more.

	OK, got a fresh whip right here........

>Kit Cosper and at least one other netter claim that there
>is an NDB airway on the East coast.

	Yes, there is.

>I can't find it on my FAA Flight Case Planning Chart--
>AND I just got a Jeppesen revision of the introduction
>pages--check page 55 about halfway down; seez the fat green line
>means "LF Airway (Canada & Alaska only)".

	I don't have an FAA flight case chart, so I can't answer to
	that, my Jepp page 55 says the same thing yours does, BUT my
	Jepp low level that covers the Outer Banks of N.C. (I think
	it is #30, but my flight case is in the truck, and I don't 
	usually carry it to classes..... :-)  Has it clearly marked,
	as G-13, from the Hatteras area, out to ZOLMN, then back NW
	to another navaid (see earlier post for exact routing).
	It may or may not be significant to note that this airway is
	not depicted as a fat green line.  Go figure.......

>Whatz goin on here?  (I'm a bit hogtied 'cause I don't have
>either Jepps or FAA East Coast charts).  Do I need to call Jeppesen
>and tell them they are full of it??

	I dunno, sounds like there may be a loophole somewhere........


Kit


-- 
   Kit Cosper                        cosper@seq.uncwil.edu         
   PP-ASEL-IA                        AMA 31022
From: brianh@pongo.Eng.Sun.COM (Brian Horn)
Newsgroups: rec.aviation
Subject: Re: crossing a runway, and instructor relations
Date: 26 Aug 1992 22:14:57 GMT
Organization: Sun Microsystems, Mt. View, Ca.
Distribution: rec
NNTP-Posting-Host: pongo

In article <CSTACY.92Aug26144058@wheat-chex.ai.mit.edu> cstacy@ai.mit.edu (Christopher C. Stacy) writes:
>The FAA says that an ATC instruction to "taxi to" a runway is a
>clearance to cross any inactive runways between here and there.  
			^^^^^^^^
drop this restriction...

>I try to keep aware of the field situation when I am taxing to or from a
>runway, and of course I always look around thoroughly before crossing.

Good!

>Also, when I read back a taxi clearance, I insert the crossing
>instruction even if it was only implied.
>
>  TWR: "Cherokee 123, taxi to runway 5 via Juliet Golf and Hotel"
>  123: "taxi via Juliet and Golf cross 29 Hotel, Cherokee 123"

Couldn't hurt, but not strictly necessary.

>implied we could cross the inactive runway.  He made like he didn't
>particularly believe this, and said, "When you're in this airplane, you
>will *always* stop and ask for permission to cross a runway!"

Well, you are on his ticket, so I would go with the flow, but you *have*
been authorized to cross the runway.

The relevant portion of the AIM is:

4-68 TAXIING
a.
 5. When ATC clears an aircraft to "taxi to" an assigned takeoff runway, the
absence of holding instructions authorizes the aircraft to "cross" all
runways which the taxi route intersects except the assigned takeoff runway.
It does not include authorization to "taxi onto" or "cross" the assigned
takeoff runway at any point.  In order to preclude misunderstandings in
radio communcations, ATC will not use the word "cleared" in conjunction with
authorization for aircraft to taxi.

6. In the absence of holding instructions, a clearance to "taxi to" any point
other than an assigned takeoff runway is a clearance to cross all runways
that intersect the taxi route to that point.

So, when told to taxi to somewhere on the field, you can cross *any* runway
that "crosses" the taxi route (if no specific route is given, you should use
the most direct route) *other* than the runway one is told to taxi to (if
indeed you were "cleared" to taxi to a runway.

I would say that the AIM is pretty unambiguous w.r.t. this point.
From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Date: Fri, 28 Aug 1992 16:03:43 GMT
Subject: Re: Hawker Siddeley Vulcan
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

In article <1992Aug22.214805.26274@wixer.cactus.org>, will@wixer.cactus.org
(Bill Staniewicz) writes:
>I was watching an old James Bond film and found one
>of the aircraft portrayed rather interesting. It was
>a Hawker Siddeley Vulcan. Does anyone know if this
>aircraft is currently being used and in what capacity?

BTW, there is an example of the type at the Castle Air Museum at Merced, CA.

Bill Standerfer, former restoration crew chief, Castle Air Museum
Newsgroups: rec.aviation
From: mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman)
Subject: Got my Private!
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Thu, 3 Sep 92 23:18:54 GMT

GOT it..Finally! The damn weather along the coast has been MVFR the
last few days..and today it was PERFECT <well sorta>...talk about
a major dose of STRESS! [I had my college future on the line]
--
Marshal Perlman - Huntington Beach - California - USA - Earth - Milky Way 
                 Private Pilot - Airplane Single-Engine Land
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: Principle of ILS/LOC (was Re: Principle of VOR)
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden
Date: Fri, 28 Aug 1992 08:09:02 GMT

In article <9224113.15545@mulga.cs.mu.OZ.AU>, ggr@koonda (Greg Rose) writes:
>>In <EGDORF.92Aug27135630@zaphod.lanl.gov> egdorf@zaphod.lanl.gov (Skip Egdorf) writes:
>>>An instructor stated in a conversation last night "ILS channels
>>>are always on odd tenths (108.1, 108.3, ...) while VORs are on
>>>even (108.2, 108.4) so that the unit can channel a different receiver
>>>for the ILS and the VOR."
>
>He's about half right. ILS's need more bandwidth than VORs,
>since there are a lot more signals and modulation etc going on. So ILS
>frequencies are 200kHz apart, and always on odd numbers as above.
>VORs don't need as much separation, so they can be just 100kHz apart,
>and use all of the decimals. (VOR's could probably be even closer
>together than that, but I don't think that is likely to be used.)
>
>The reciever does have different circuitry for the different
>signals, but they are distinguished by the frequency range. ILS's are
>in the range 108.1 .. 111.9 (19 possible),
>while VORS are in the range 112.1 ..  117.9 (59 of them).

I can't see why a localiser would need more bandwidth than a VOR,
given that a localiser is modulated by 90 and 150 Hz signals, while a
VOR signal is modulated by (among other things) a 9960 Hz subcarrier!
Also the ILS localiser is actually modulated with fewer signals then
the VOR.

Anyway, Greg is wrong in stating that ILS localisers have 200 kHz
separation and VORs 100 kHz separation. They both have 50 kHz
separation!

The ILS localiser frequencies are 108.10, 108.15, 108.30, 108.35 etc.,
while the VOR frequencies are 108.00, 108.05, 108.20, 108.25 etc. up
to the highest ILS localiser frequency stop, which I believe is
111.95. Then VORs are on 112.00, 112.05, 112.10, 112.15 etc. In all
there are 40 ILS frequencies and 360 VOR frequencies.

I guess that the U.S. (and perhaps also Australia) don't use the
intermediate .x5 frequencies, just as the U.S. don't use all 760 COM
channels, but they are still there, and they are used in Europe -
though not extensively.

There is of cause also the ILS glidepath. The ILS GP is on a
completely different set of frequencies in the UHF range. Each
localiser frequency is paired with a GP frequency (just as VOR
frequencies are paired with DME frequencies), so selecting a ILS
localiser frequency will automatically select the correct GP
frequency.

The glidepath is modulated in the same way as the localiser, one 90
and one 150 Hz signal. There is, however, *no* ident on the glidepath.
-- 
-- 
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: ericth@i88.isc.com (Eric Thiele)
Subject: Re: umwaufi report
Organization: INTERACTIVE Systems Corporation, Naperville, IL
Date: Wed, 2 Sep 1992 18:45:43 GMT

OK, that's four votes willing to do Minneapolis.  Who's got what it takes
to organize it up there?  Where's the Granvin Air Force based?  When does
winter usually set in up there?  Where are the best frozen lakes? :-)

Would Chicago - Minneapolis - Chicago count for my student long cross country?
I could do all 10 hours in one C152 trip!  Seriously, tho' could I legally do
a long trip like that as a student?  Yes, yes, I know, look at the FARs - argh,
Uncle Sam's Insomnia Cure...  never mind, I'll look it up

Eric Thiele
From: cruz@ACF3.NYU.EDU (Nancy Cruz)
Newsgroups: rec.aviation
Subject: Kneeboards
Date: 31 Aug 92 16:34:57 GMT


        Hi... I am currently in the market for a decent kneeboard,
one that will last me quite awhile.  I am a student pilot who is
just starting, and I hope to find one that would be applicable to
my student pilots days as well as my post-student pilot days.


        My instructor uses the Cordura(r) tri fold model
that is in sportys catalog.  Right now that one looks like
the one I will get. (Because of the capacity)

        Can anyone shed any light on the kneeboard subject,
along with any good or bad experiences with such?

        Thanks.
Newsgroups: rec.aviation
From: cosper@seq.uncwil.edu (Kit Cosper)
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Keywords: ponds, plumes, piles, and stains
Organization: Univ. of North Carolina @ Wilmington
Date: Tue, 25 Aug 1992 22:36:19 GMT

ericth@i88.isc.com (Eric Thiele) writes:

>>John De Armond (jgd@dixie.com) write
>>Organization: Dixie Communications Public Access.  The Mouth of the South.
>                                                    ^^^^^^^^^^^^^^^^^^^^^^
>	And this is something you're proud of?  The Mouth part I believe.
>	Your views speak for the entire South?  I doubt it.  I hope not.


	As another southerner, let me assure you that Mr. De Armond
	doesn't even come close to speaking for the entire South.
	As a matter of fact, considering the rudeness of his posting
	I would question wether or not he is a born Southerner.


	Obaviation;
		Finally got a break from the 13+ inches of rain that have
		fallen this month (thankfully Andrew went west, we've got
		floods already!) and committed aviation yesterday.  Just 
		some hood work and maneuvers in a 150, but it was GREAT!!
		Only 50 more hours to the commercial checkride.........


	Kit



-- 
   Kit Cosper                        cosper@seq.uncwil.edu         
   PP-ASEL-IA                        AMA 31022