HDTenEightyP/NetNews huggingface dataset:
From: verhulst@raven.aosg.gsf.dec.com ()
Subject: Re: crossing a runway
Organization: AOSG
Date: Thu, 27 Aug 1992 21:02:36 GMT


FAR quiz number 3 zillion:  You are going out to the  active runway X
and the controller instructs you to hold short of runway Y.  Later, the
controller instructs you to stop to let an other aircraft in front of you
and then tells you to continue.  Question: are you still required to hold 
short of runway Y?
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Logging time for the Inst
Date: 29 Aug 92 16:53:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

RS> .Foreground -- so what's the learned opinion on logged time requirements fo
  > .Instrument rating? Do I really need only a minimum of about 9 hours instru
  > .instruction to meet all IFR instruction requirements? [this question does
  > .ask if I need only a MAXIMUM of 9 hours...]. Is buying a package deal such
  > .the above as bad an idea as I think it is? Can one count student training
  > .instrument time toward Instrument rating requirements as well?

Pragmatically, it doesn't matter what the FARs say... It matters what
the DE says.  Discuss it with the DE that'll do your checkride, and
see what he says.  When it comes checkride time, you're really not going
to want to argue the point with him, are you?

My own philosophy is that it doesn't pay to skimp in any way on IFR
training.  Far more than VFR, if there's a hole in your training, it's a
potential killer...  There's far less margin when you're solo and ATC
starts vectoring you around the sky near cumulogranite when you're on
the gages.

FWIW, I had about 11 hrs. of actual before I did my checkride, and some
of that was hard! IFR.  But since then, I've never had a moment of
saying "What the heck am I doing up here!" when shooting NDBs to minima.

        D/

 * OLX 2.2 * Dick.Zeitlin%acc1bbs@ssr.com
From: brianh@pongo.Eng.Sun.COM (Brian Horn)
Newsgroups: rec.aviation
Subject: Re: GA Safety
Date: 26 Aug 92 18:48:27 GMT
Organization: Sun Microsystems, Mt. View, Ca.
NNTP-Posting-Host: pongo

In article <5917@transfer.stratus.com> spenny@sw.stratus.com (Steve Pennypacker) writes:
>True, until you factor in the time spent in each vehicle.  Let's say the 
>average car travels something like 15,000 miles per year (which I think is
>about right).  At an average speed of, say, 35 mph, including stops and
>whatnot, that's 425 hrs/yr spent in the car.  Now how many hours does the

Gak.  I maybe spend half of that time in my car.  I believe you are
notably above average (by 30-40%).  I would think I spend an average of
30 minutes/day or a little less than 200 hrs/year in my car (and that is
*TOO* much!).

>average private aircraft fly in a year?  I don't know, but I doubt it's 
>even close to 300 hours.  So you're paying roughly the same amount of money
>for both vehicles but spending 40% more time in the car.

I *know* I spend over 200 hours/year in the plane (it is logged after all!).

>I've left out considerations such as the car is probably more likely to be
>stolen or damaged and so a higher percentage of the premium probably goes 
>towards collision damage and less towards liability than the airplane.  But

Very, very true!

>on the other hand, liability settlements and awards are more outrageous and
>more prevalent for aircraft accidents than for auto accidents, so our
>liability premiums probably reflect the insurance company's level of risk as
>much as our own.  They are not the same thing.  Then how do we account for
>the fact that multiple pilots can be covered on the same policy for the same
>premium, whereas multiple drivers increase the rate on an auto policy?

I think this answer is easy.  Because the insurance companies can get it.

>So, what's the conclusion?  I think in philosophy our insurance costs are a 
>nice way to assess our level of risk, but in practice there are too many 
>variables and unknowns to make a valid comparison.

Just for comparison.

N6755P (1960 PA/24-180) $1,000,000/$1,000,000/$100,00	$32,00 hull
	$100 deductable and everyone is insured - $1375/year

VIN (1981 RX-7)  ($100,000/$50,000) [probably too low] "fully insured"
	$500/$250 deductable and only I am insured - ~$1200/year.


I think I am being ripped off.  Especially after dealing with the service
issues from both.  (MUCH better service from the aviation insurance people!)
From: ark@alice.att.com (Andrew Koenig)
Newsgroups: rec.aviation
Subject: Re: Quebec City Trip Report (and Customs Horror Story)
Date: 28 Aug 92 16:01:37 GMT
Reply-To: ark@alice.UUCP ()
Distribution: na
Organization: AT&T Bell Laboratories, Murray Hill NJ

In article <1992Aug28.125347.29716@cbnewsc.cb.att.com> k9jma@cbnewsc.cb.att.com (edwin.m.schaefer) writes:
> In article <1992Aug28.020521.16407@xn.ll.mit.edu> olsen@xn.ll.mit.edu writes:

> >Here's a report on a recent trip I made to Quebec City (YQB).  The
> >visit to Canada was very nice, but the return to the US was rather
> >unpleasant.

It might be worthwhile to send a letter to your Congressional representative,
and another one to REASON Magazine.

I can't find enough good things to say about US Customs.  [think about it]
-- 
				--Andrew Koenig
				  ark@europa.att.com
From: jmilikow@csa.bu.edu (jeremy milikow)
Newsgroups: rec.aviation
Subject: gyrocopters
Date: 3 Sep 92 14:21:15 GMT
Distribution: rec.aviation
Organization: Boston University Computer Science Department

Does anyone have any information about gyrocopters?  Anything such as
names of manufacturers, distributors, clubs etc.. would be helpfull.
Please respond either through the newsgroup or to my e-mail address.
                                 dmilikow@cs.bu.edu
                         Thanks.
Newsgroups: rec.aviation
From: pablo@cbnewsl.cb.att.com (paul.s.putter)
Subject: Re: There I was - mag check
Organization: AT&T Bell Laboratories
Distribution: usa
Date: Tue, 1 Sep 1992 19:25:58 GMT

In article <1992Aug26.170433.10875@hemlock.cray.com>, jkr@cray.com (John Renwick) writes:
> In article <1992Aug26.185809.20661@i88.isc.com> ericth@i88.isc.com (Eric Thiele) writes:
> > [story about not returning to BOTH at end of mag check, resulting
> > in reduced power]
> 
> I did this on a mountain checkout, with the result that we couldn't
> get over the pass we wanted to cross.  Fortunately my instructor
> figured it out after we turned back, and we continued the flight with
> the mags on BOTH.  His suggestion was to remember that there are two
> parts to a mag check--the single-mag drop is within limits AND the
> RPM returns to normal when switched back to both.  Remember to
> observe the return to original RPM and you won't make this *very*
> embarrassing mistake!

I also did this when I was doing a checkout for the high perfomance
endorsement in a 182RG.  I still don't understand HOW I did it, since
returning the switch to both after each mag is checked is pretty much
a matter of ingrained habit with me, as I'm sure it is with most pilots.
In this case, neither I nor the instructor noticed anything amiss
-- the 182 has gobs of power and flew just fine on one mag, at least
so it seemed to me, more used to a 172.  We were practicing cross-wind
takeoffs and landings and I just happened to notice the mag switch
in the wrong position before a takeoff.  I debated with myself if
I should silently move the switch to "both", but finally 'fessed up
with a very red face!

I guess you just hope all your mistakes are the kind you can learn
from!

Paul
From: rkaplan@netcom.com (Richard Kaplan)
Newsgroups: rec.aviation
Subject: Re: umwaufi report
Date: 2 Sep 92 23:33:09 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

In article <1992Sep02.184543.19956@i88.isc.com> ericth@i88.isc.com
 (Eric Thiele) writes:

>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
>that as a student?

Sorry, but you can't fly inside a TCA as a student pilot
or land at a TCA primary airport as a student without
previously doing the same with your instructor.  There
are some TCA primary fields (MSP NOT one of them) where
you can't land as a student pilot no matter what.  MIA
is an example of the latter.

-- 
Richard Kaplan M.D.           Medical Software Exchange BBS
806 2nd St. SW # 104          (507) 281-1989 14,400 HST
Rochester, MN  55902          (507) 281-1689 Voice
PP-ASEL-IA     N4VRB          rkaplan@mayo.edu|netcom.netcom.com  
Newsgroups: rec.aviation
From: prang@ssc-vax.boeing.com (Ron Wanttaja)
Newsgroups: rec.aviation
Subject: Re: Sea Hawker/Osprey (was Re: Glass Goose)
Date: 29 Aug 92 20:04:32 GMT
Organization: Boeing Defense and Space Group, Seattle WA

> > Over the last few years of reading kit plane magazines I've come
> > across two or three reports of doggy performance from the Sea Hawker.
> > I don't know why the plane and its troubles havn't seen more press but
> > I guess it just never became very popular (mayhap because of these
> > reported problems).

Over the years, there have been a number of problems in the business side,
as well.  That can have a lot to do with popularity.  I, too have seem the
negative reports on the 'Hawker.  But one local builder also points to a
number of positive reports, as well.  His is almost flying; I can give you
a report then.
> 
> On a similar note, the Osprey-2 amphibian is of a similar class, that is,
> 160hp and two seats, but is a mono-plane.  Is there any net.wisdom on
> this airplane?  Does it dog along, too, or is it a good design?

Another friend built one of these.  It's an airplane crying out for a
constant-speed prop... he can't find a fixed-pitched prop that'll 
give him both decent cruise and the ability to rise off the water in a
reasonable distance.  But as a pusher design, commercial constant-speed
props aren't available.

Which is undoubtedly one of the reasons for the Seawind's
vertical-stabilizer-mounted engine....


                                          Ron Wanttaja
					  prang@ssc-bee
					  ...rutgers!uw-beaver!ssc-bee!prang
                                          prang@ssc-bee.boeing.com
Newsgroups: rec.aviation
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: There I was - mag check/Stupid Pilot Tricks
Organization: Technical University of Berlin, Germany
	<Aug.30.13.03.22.1992.22373@pilot.njin.net>
	<31AUG199207371824@mars.lerc.nasa.gov>
Date: Mon, 31 Aug 1992 15:12:21 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.

Interesting, has this happened to more people than Kevin and
myself (I did it in the pattern to land for a fly-in too;
I was the first to arrive though, so no attention from other
participants :-)
What I found very interesting was, that - I guess somewhat
subconsciuosly - I pushed the mixture back *immediately*,
without thinking about what I had done; just revert an action
that obviously had a negative effect. The engine didn't
show more than maybe 3-400 RPM drop.
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de
From: donovanh@sptekwv1.wv.tek.com (Donovan Hammer;685-2499;60-850;;sptekwv1)
Newsgroups: rec.aviation
Subject: Re: Lost Arc:  Flying Wing
Date: 25 Aug 92 18:09:35 GMT
Reply-To: user@host.wv.tek.com
Organization: Tektronix Inc, Wilsonville, OR

> In the movie "Raiders of the Lost Arc" there was this WWII German
> flying wing type airplane.
> Anybody know anything about it?
> Was it a Hollywood invention?
>
> -- 
> Steve Harlow, Spinneheim, Glen Ellyn, IL, USA

That plane was a "Hollywood invention" although it did demonstrate
that the person who came up with it had a feel for some of the
exotic designs developed in Germany before and during WWII.

The diffinative book on that era is one by William Green entitled
"War Planes of The Third Reich".  This is a large book covering
a vast number of German military aircraft from 1932 to 1945.
-- 
                                       Don Hammer

 ==================================== ========================
| Donovan Hammer, Principal Engineer |                        |
| Tektronix                          |                        |
|        / Computer Graphics Group   | Save the whales,...    |
| PO Box 1000, MS 60-850             | collect the whole set. |
| Wilsonville, Ore. 97070            |                        |
| phone - (503) 685-2499             |                        |
| fax   - (503) 682-1500             |                        |
| email - donovan.hammer@TEK.COM     |                        |
 ==================================== ========================

Return-Received-To: donovan.hammer@tek.com
Newsgroups: rec.aviation
From: phil@eecs.nwu.edu (William LeFebvre)
Subject: Comparing Tach and Hobbs rates?
Organization: EECS Department, Northwestern University
Date: Fri, 28 Aug 1992 16:20:42 GMT

The new club forming at Palwaukee (see previous post) will be charging
Tach rates for their planes.  The initial rates that they are setting
seem a little high, at least for a club.  The rate sheet lists "comparable"
Hobbs rates and these look very optimistic to me, and the guy that
calculated them said they assume you are doing alot of pattern work.
Does anyone have a good feel for a percentage comparison between Tach
and Hobbs time, assuming that most of your flying is cross-country?
I'm thinking there's about a 10% difference at 65% power (.9 tach hours
for every Hobbs hour).  Is that right?

For that matter, exactly what IS tach time?  I mean, I know basically
what it is, but....  Well, let me ask it a different way.  Fill in the
blank:  1 hour of tach time is equivalent to one hour of engine operation
at ____% power.  Does it vary depending on the engine?

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
From: PJERN@CHGVMIC1.VNET.IBM.COM
Newsgroups: rec.aviation
Subject: Logging Instrument time
Date: 25 Aug 92 18:21:58 GMT

You can overlap hours:  I was short on X-C time needed when I started
my instrument training (due to having spent some of my flying life
in Hawaii), so a lot of my training was cross countries "in the
system".  I used my earlier pre-PPL hood time as well, and got the
rating with about 33 hours of dual. (I didn't use simulators, and
recommend against using a non-instructor safety pilot:  Why not
take advantage of the extra dual?  Instructors are practiced in having
students under the hood, and looking for traffic in that situation:
Joe or Jane FlyingBuddy isn't.  More than once during the training
I got unplanned unusual attitude training due to Olivier taking
the controls and deviating due to traffic.  It's especially interesting
on partial panel during a holding pattern entry :)


Phil Jern
From: dsnyder@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation
Subject: Re: Homebuilt Fly-by-Wire
Date: 4 Sep 92 09:44:59 EST
Organization: USAF AL/CFH, WPAFB, Dayton, OH

In article <1992Sep3.172413.19712@unislc.uucp>, dlm@unislc.uucp (Dennis McCurdy) writes:
> Interesting article in the October "Kit Planes" on the possibility of
> developing homebuilt fly-by-wire technology. Sounds like a fun concept,
> but there are valid doubts about it actually coming to pass. The article
> is part 2 of a 2 part series, with part 1 published in September.
> 
> Does anyone know of any companies/groups/individuals who may be working
> on this technology? Thoughts?
> 
> -- 
> Dennis L. McCurdy          |

  A friend of mine is building a Long Eze with a buddy and they are putting
in a Fly-By-Wire flight control system along with the standard control
system.  I used to fly Radio Control models and helped them pick out some
high power servos for trim tabs and such.  They are close to finishing the 
plane but I don't know how far along the FBW system is.  They have given
several forums at Oshkosh called ACT I and ACT II.  It stands for Automated
Cockpit Technology.  They have a home made moving map display and on board
flight planner yet to install.  The software is running on an Amiga.  The 
friend of mine used to work with me in simulator design so the moving map
and flight planner are pretty close to what you would get in the "Big Iron"
type aircraft.  All at a fraction of the cost though.  If anyone is interested
email me and I can give you his phone number because I don't think he has
net access.  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: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation
Subject: Re: Homebuilt Fly-by-Wire
Date: 4 Sep 92 00:17:31 GMT
Organization: Geoffrey G. Peck, Consultant, San Jose CA

In article <1992Sep3.172413.19712@unislc.uucp> dlm@unislc.uucp (Dennis
McCurdy) writes about putting fly-by-wire technology in a homebuilt ...
> Thoughts?

               It:  Bus error (core dumped)
Homebuilder/pilot:  Oh, darn.  I guess I'll just start up dbx...
          Then...:  <crunch>

Hmmm.

						Geoff
Newsgroups: rec.aviation
From: cosper@seq.uncwil.edu (Kit Cosper)
Subject: Re: teaching alphabet airspace
Organization: Univ. of North Carolina @ Wilmington
Distribution: usa
Date: Wed, 26 Aug 1992 14:17:05 GMT

geoff@peck.com (Geoff Peck) writes:

>Well, here's Geoff's simplified (and only slightly silly) guide to Alphabet
>Soup, er, Airspace:

	[entertainment deleted]

So is this what they call the geofabet?  :-)


Sorry.........

:-)

Kit


-- 
   Kit Cosper                        cosper@seq.uncwil.edu         
   PP-ASEL-IA                        AMA 31022
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Re: Colored airways in th
Date: 2 Sep 92 17:31:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

RG-C> .I don't know if it's a "real" airway or not.  It goes from Manteo, NC do
    > .coast past Hatteras to Ocracoke Island.

It's real.  It's in the FAA Airway database.  (Well, the FAA thinks it's
real, anyway!)

 * OLX 2.2 * Real Pilots enjoy NDB approaches to minimums!  Inverted!!
                                                                                                
Newsgroups: rec.aviation
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: Best sunglass color
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 25 Aug 92 17:00:42 GMT

In article <1992Aug24.014656.9416@usenet.ins.cwru.edu> gdw@po.CWRU.Edu (Gary D. Wright) writes:
>
>I just spent an obscene amount on prescription RayBans, with
>polarizing lenses, as I've always used for driving and found
>to be terrific at reducing glare.  Now my flight instructor tells
>me that Brown-3 is the way to go for aviation.  I've heard someone
>else swear by grey-15 I think.  
>
>I'd be interested to hear opinions as to best color.  Or, as I'm
>new to the net, if this has been hashed to death already could someone
>please post me a summary, or direct to an old FAQ.  Thanks!

A medical doctor in an FAA video recommends plain tinted lenses for
flying.  Color was less critical.

Plexiglass windshields can polarize light which makes polarizing lenses
less desirable.

Mirrored/reflective lenses were also not recommended for reasons I can't
remember.  :-)  Maybe you already look "cool" enough in the cockpit.

I would not worry too much about the color, but maybe be a bit more
aware if the polarization has any adverse effects.  Please post your
good/bad experience also.  It might help other pilots making similar
decisions.

Cheers,

Kerry
Newsgroups: rec.aviation
From: jcrawfor@oracle.com (John Crawford)
Subject: Oops, the throttle came off!
Organization: Oracle Corp., Belmont CA
Date: Wed, 26 Aug 1992 00:19:32 GMT
X-Disclaimer: This message was written by an unauthenticated user
              at Oracle Corporation.  The opinions expressed are those
              of the user and not necessarily those of Oracle.



Has anyone ever experienced the inability to retard the throttle and 
had to make an emergency landing at full power?  Well, a guy I know 
had this happen to him recently in his 180 hp Grumman Tiger - shortly
after an annual of course.

After takeoff/climbout, he pulled back on the throttle only to find
no resistance and no power reduction.  Apparently, the throttle lever
had become disengaged somewhere behind the firewall leaving him with
a plane stuck on full power.  In fact, I believe he told me the lever
came completely off into his hand.  Yikes!

Not to panic, he put together a remedy that turned out to save his butt
and his aircraft.  The first order of business was to get the flaps
down to reduce airspeed.  This he did by executing a steep climb bleeding
off enough speed for safe deployment.  Next, he notified ATC of his problem
and began a gradual descent into a long, low final approach.  The low 
approach obviously minimized speed increases due to the descent just 
before touchdown.   Upon landing at around 100, he simply turned off
the ignition and braked to a stop.

I'm not sure why this problem wasn't caught during run-up but apparently
the disengagement didn't occur until full application of power.
Never say never!

John Crawford
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Newsgroups: rec.aviation
Subject: How to solve NE IFR route problems (Re: when to file "Lifeguard")
Date: 27 Aug 92 15:38:31 GMT
Organization: Data Parallel Systems, Inc

In <BtM4nA.2Io.2@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:

>... filing Lifeguard, which *automatically* requires ATC to give you priority
>over everybody else from takeoff to landing.

Hmm, I think that Dave has pointed out a way in which I can FINALLY
get that IFR route I want out east.

Can't wait to be "Lifeguard 5487E" on the way to the NEFI!

I'm not going to even bother with a smiley here folks...

greg

--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
Newsgroups: rec.aviation