HDTenEightyP/NetNews huggingface dataset:
From: ritter@claude.ma30.bull.com (Roger Ritter)
Subject: Re: What's in earth-inductor compass?
Organization: Bull HN Informations Systems Inc.
Date: 27 Jul 92 17:41:32 GMT

ipc@otter.hpl.hp.com (Ian Crighton) writes:

>I, too, can't help with the earth-inductor compass, but I would comment
>on the style of the book: I seem to recall that it was actually ghost-
>written, or that Lindbergh sacked the ghost writer, or something fairly
>memorable. The copy I read was a first edition, I think, so it would be 
>interesting to know what any later edition says about this.

Actually, Lindbergh wrote two books about that flight.  The first, 'We',
was dashed off quickly after the flight to meet a sponsoring publisher's
deadline.  Lindbergh may have had ghost-writing help with that one.
'The Spirit of St. Louis' was written over a period of several years
(WWII sort of got in the way), and published after the war (maybe in
the fifties?).  It was written because Lindbergh was not happy with
'We', and wanted to write a better book.  A ghost writer is not mentioned
in either Charles Lindbergh's 'Wartime Journals' or Anne Lindbergh's
'Diaries and Letters'.  Well, actually, I've only read four out of
the five 'Diaries and Letters' volumes, so some mention might appear in
volume 4.  I rather doubt it, though, since Charles could write well,
and the various journals give the impression that he wanted 'Spirit'
to be his own work.
-- 
Roger Ritter N1FZZ (R.Ritter@ma30.bull.com) PP-ASEL, AGI
1946 Luscombe 8A N71983 "Rocky"
Sheep do not so much fly as plummet!        NH CAP: Profile 49

Newsgroups: rec.aviation
From: bruceh@fps.com (Bruce T. Hill)
Subject: Re: P-38 out of the Ice!
Organization: Cray Research Superservers Inc., San Diego CA, USA
Date: Wed, 29 Jul 1992 17:06:47 GMT

In article <l7dfmtINNrqu@west.west.sun.com> markk@sagredo.West.Sun.COM (Mark Kampe) writes:
>"Joseph D. Mazza" <mazz+@andrew.cmu.edu> writes:
>> It's a l-o-n-g story, but with some repair in the field (well, a LOT of 
>> repair in the field) we flew it out the following season ...
>
>Wait just one minute.  You can't just casually mention that you were in
>Antarctica, dug a long crashed airplane out of the ice, repaired it in the
>field, and flew it home!  You can't possibly leave us dangling like this!
>
>Let's have the "l-o-n-g story"!

Well I don't have the complete story, but I read about this in Aviation
Week at least a year ago.  Seems that it was cheaper to dig out and repair
the C-130 than it was to buy a new one.  They ferried the C-130 back to
Pt. Mugu, CA for a complete refurbishment.  I don't recall if the plane
was Navy or Coast Guard, but it had been stuck in the snow and ice when
it was abandoned -- I don't think it was actually crash landed.

-- 
Bruce T. Hill @ Cray Research Superservers, Inc., San Diego, CA, USA
Email: bruceh@cray.com  Phone: (619) 625-3746  FAX: (619) 549-4668
Humorous quotation:  Nobody looks good wearing _brown_lipstick_. --Frank Zappa
Newsgroups: rec.aviation
From: maples@Cadence.COM (Ken Maples)
Subject: Re: Phantom controller
Keywords: hand held, FCC, FAA
Organization: Cadence Design Systems, Inc.
Date: Mon, 20 Jul 1992 23:45:52 GMT

Phantom/bogus ATC instructions are common enough in the Los Angeles that any
time you call FSS for a breifing into the area there is a notam warning you
of the possibility.  A few weeks ago while flying into Orange county/John Wayne
down that way I got a bogus transmission myself.  When I questioned the 
controller he didn't seem too surprised.  Just in the last couple of weeks
the FSS briefings in the San Francisco bay area are now starting to include
notams for bogus instructions in this area.  Keep your ears open!

Ken Maples
Cadence Design Systems
San Jose, Ca
maples@cadence.com
From: glenb@hpnmdla.sr.hp.com (Glen Baker)
Newsgroups: rec.aviation
Subject: Re: 747 Loop ANSWER
Date: 24 Jul 92 15:01:02 GMT
Organization: What, me? Organized?

In rec.aviation, joero@microsoft.com (Joe Robison) writes:

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

 Nope. Split-S.

 ..glen
From: egeiselman@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation
Subject: Re: Stupid Pilot Trick Awards
Date: 30 Jul 92 19:11:16 GMT
Organization: USAF AL/CFH, WPAFB, Dayton, OH


      I'm afraid that I don't have any nominees for the Stupid Pilot Trick of
the Month Award.  I have seen things and, God forbid, even done things that
look like the actions of a formidable candidate.  I refrain because I understand
that observation from afar seldom lends itself to equal consideration of all
the variables.  I am a firm believer that all applicable facts must be
considered before calling anyone stupid.  The media has given GA a fairly bad
name in the eyes of the general public by jumping to conclusions and reporting
on subjects for which they have little understanding. 

      I don't want to go into a dissertation here, but I believe there is a
good reason why the NTSB does not assign blame.  They only collect and
interpret the FACTS!  Likewise, I think learning by example is best accomplished
by listening to the pilot(s) involved (i.e. I Learned About Flying From That). 

     Reporting tail numbers?  Being perfect carries with it a lot of 
responsibility.    

    
Here's wishing all of you safe sky and soft landings,

Eric
-- 

"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."
Newsgroups: rec.aviation
From: geoff@peck.com (Geoff Peck)
Subject: Re: SJC ILS and ALS OTS until 5/31/93?
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Distribution: ba
Date: Sun, 26 Jul 1992 07:47:36 GMT

In article <1992Jul26.054327.12273@telebit.com> brent@greatcircle.com (Brent Chapman) writes:
> Lately, I've been getting the following pair of NOTAMS:
>
> SJC 07/006 SJC 12R/30L ILS OTS TIL 05312400 "1993"
> SJC 07/005 SJC 12R/30L ALS OTS TIL 05312400 "1993"
>
> Anybody know what the story is?

Runway construction.  The ILS and approach lighting system have been taken
out in order to lengthen 12R/30L, and they'll be the last things restored
when the paving is finally done.

						Geoff
Newsgroups: rec.aviation
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: Re: I must have done SOMETHING right
News-Software: VAX/VMS VNEWS 1.41    
Organization: European Organization for Nuclear Research, CERN
Date: Mon, 27 Jul 1992 11:58:00 GMT

In article <1992Jul27.101326.3209@uniwa.uwa.edu.au>, kaye@uniwa.uwa.edu.au (Kaye Stott) writes...
> 
> 
>Jumped into the Puchacz, and we took off on aerotow. Just clear of the
>end of the runway, heading towards the town, the tow plane started to wave.
>My reactions were slow; disbelieving. Does he REALLY want me to get off???
>I was too slow - the pilot disconnected, and there was the rope, slicing back
>through the air. OK - get the nose down, look at the options. River to the

lines deleted

>stick, trying to avoid the ground, but my training is too good, and I correct
>and keep my speed up. Divebrakes out, low across the main strip, try to
>flare, but the cross-wind roll off the trees gets me, and I'm slammed
>down into the ground at 60kt. BOUNCE! up, but its stable. Keep the brakes
>steady, and fly the thing! Back toward the ground, control the attitude,
>divebrakes fully extended after I touch, and I just do a small bounce, then
>settle to a 'normal' landing.

>lines deleted

>Kaye

Well done on getting back down safely... At our club we are trained to think
about exactly this kind of scenario EVERY TIME we take off, in various
wind conditions , and from different runways... exploring the options when
the aerotow is normal puts you in excellent stead for when it happens for real.

I would like to know WHY the tug pilot waved you off.. did he have a problem ?
Was he briefed to give you a severe test of your ability.  I know that I
would NOT wave off anyone at a critical height/position unless I had an
emergency in the tug, or the glider pilot went critically high.  At our 
club the ONLY wave off we do, are at the top of the tow on a training flight
if the instructor has briefed me before take off, or for GENUINE emergencies,
ie engine failure, or entering cloud without instruments.  In the latter
case the glider pilot has normally pulled off before getting into cloud
anyway, but occasionally it does happen when the glider pilot is not totally
on the ball.

Anyway, well done.. flying is about survival as well as enjoyment !
Mike

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
From: bcoleman@hayes.com (Bill Coleman)
Newsgroups: rec.aviation
Subject: Re: Coffe cups in the cockpit (Re: A320 yarns)
Date: 22 Jul 92 16:53:53 GMT
Organization: Hayes Microcomputer Products, Norcross, GA

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...

When I first read about some of the automatica systems of the A-320, I had
the same reaction. Then I thought about it some more:

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 someone who designs user interface as part of his job, it isn't easy to
say which is the better system: that which introduces indirect feedback vs
physical feedback. The only way to descern the truth in these cases is to
perform user testing. And even that may not single out a "best" solution.

-- 
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.

From: joell@hpgrla.gr.hp.com (Joel Larner)
Date: Mon, 27 Jul 1992 17:49:25 GMT
Subject: Re: emergency AD 92-15-16 Any one else?
Organization: Hewlett-Packard, Greeley, CO
Newsgroups: rec.aviation

> I also escaped an AD which
> arrived today which reports that some piston pins shipped by Lycoming are
> not airworthy and must be replaced...

So on something like this that is noted as a problem that Lycoming
induced, do they pay for the engine work to replace the parts, or do
we get to suck it up???

-------------------------------------------------------
Joel Larner - Hewlett Packard, Greeley Storage Division
CAP SAR Pilot            email:  joell@hpgrjq.gr.hp.com
                           CAP:  Pikes Peak 293
                    In The Air:  N182H
From: dm@pnet01.cts.com (Dan Melson)
Newsgroups: rec.aviation
Subject: Re: Controlled airspace
Date: 28 Jul 92 17:16:04 GMT
Organization: People-Net [pnet01], El Cajon CA

ron@pilot.njin.net (Ron Natalie) writes:
>"in wich air traffic control is exercised" means anytime they
>tell you to do something (i.e. wherever you may be if you got
>the radio on and they know who you are).  The point of ARSA's
>(and ATA's for that matter) is to require you to have the radio
>on.  ATA's are not controlled airspace (yet).

I advise you to thoroughly read your FARs.  Both ATAs and Control Zones *are*
controlled airspace.  Controlled airspace includes all sorts of things besides
TCAs and ARSAs - The Continental Control Area and Positive Control Airspace,
ATAs, Control Zones, airspace on or within four miles of Victor airways,
etcetera.
 
My opinions ONLY!
                                             DM
Newsgroups: rec.aviation
From: dst+@cs.cmu.edu (Dave Touretzky)
Subject: Re: employer reimbursement of flying expenses
Date: Wed, 22 Jul 92 00:49:11 GMT
Organization: School of Computer Science, Carnegie Mellon

Jim Morris writes:

> My brother-in-law is a CPA who has numerous clients that own their own
> airplanes, fly on business and deduct the full expenses, many of them
> much higher than commercial fares.

Nothing wrong with that, as long as the airplane is a *justifiable* business
expense.  As I said before, salesmen with large territories and executives
whose time is very expensive can easily justify such an expense.  But that's
not to say that those are the only permissible cases; they're just the most
clear cut ones.

> They have been doing this for years and have never even been audited, much
> less anything worse.

That observation is irrelevant.  "Never been audited" may well mean "has
been lucky so far."  It does not mean the IRS would approve of the practice
if they knew about it.  If you want the IRS to specifically condone a
practice, you can ask them for a private letter ruling, although it's
expensive and not usually done by ordinary folks.  Saying "I've deducted xxx
and never been audited" is like saying "I've taken merchandise home from my
employer's warehouse without paying for it, and never been arrested for
theft, so it's okay."  Maybe they hadn't yet noticed anything missing.

> The bottom line is this: It is none of the IRS's business if you want
> to spend $5,000 flying your own plane on business to a destination that
> you could travel for $500 commercially.  You can deduct the entire 
> $5,000 if the trip is legitimate business.

That may be your personal opinion, but it ain't the law.  Do you really
believe that ANY expense at all is deductible as long as it has some
relation to a business activity?  That's absurd.  Suppose I have to visit a
client in LA.  Rather than paying $800 to fly USAir, I decide to rent a 100
foot yacht in Baltimore and sail it through the Panama canal.  This costs me
$80,000.  The sole reason for my trip to LA is to see this client; I have no
personal business there.  Does that mean I can deduct the full $80,000 as a
business travel expense?  Just try it and see, bucko!

> I do this myself and have been doing so for three years without a peep
> from the IRS.

Yeah, I take aggressive deductions too.  And I've never been audited.  But
that doesn't mean squat.  Although he's not my brother-in-law, I do I get my
tax advice from an experienced CPA.

-- Dave Touretzky,  CFI-AIM,  Seneca N8147E (``The Non-Deductible Beast'')
Newsgroups: rec.aviation
From: ericth@i88.isc.com (Eric Thiele)
Newsgroups: rec.aviation
Subject: Cessna 4place wanted...
Date: 23 Jul 92 20:46:50 GMT
Distribution: usa
Organization: INTERACTIVE Systems Corporation, Naperville, IL

The president of my flying club just mentioned to me a couple days back that
we are now open to the possibility of expanding our fleet to include a
Cessna 172.  On my own, I'd like to open up the search to include 177s, and
182xx.

So, if you've got a bird for sale in absolutely fantabulous condition, with
impeccably pristine (non-ashen) logbooks in quadruplicate, all ADs (even ones
in mailbags at the post office) complied with, and you're ready to
just about give it away out of the goodness of your heart, (do I really need
:-) :-)'s ?) please send my the full particulars, and I'll forward them to
the authorities... i.e., the pursestring holders.

Someone in Atlanta had a nice one for sale 3 weeks ago - have you sold it
already?

It should be IFR equipped.  Even our 150 is IFR equipped...

Eric Thiele
30W241 Hawthorne Lane
West Chicago, IL  60185
 
 or ericth@i88.isc.com

 or...  I'll be at Oshkosh, and so will the club president (over the weekend).
From: seymour@milton.u.washington.edu (Richard Seymour)
Newsgroups: rec.aviation
Subject: Re: Active noise-canceling headsets
Date: 23 Jul 92 17:54:56 GMT
Article-I.D.: u.1992Jul23.175456.25432
Organization: University of Washington, Seattle

In article <1992Jul22.220740.16987@col.hp.com> davea@col.hp.com (Dave Allen) writes:
>The pilot got a runway change at the last minute and didn't get the gear
>down. He was using an active noise-canceling headset. After the "landing"
>he took off the headset, ...the first thing he heard - the gear warning horn.
>
>Naturally he's suing the headset manufacturer. The author's point was that
>there's just too much that we need to hear in an aircraft, and too much
>that we don't hear with a noise-canceling headset.

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?)
Newsgroups: rec.aviation
From: skip@mitre.org (Skip Guild)
Subject: Re: If God had intended...
Organization: The MITRE Corp
Date: Thu, 30 Jul 1992 12:15:19 GMT

In article <1029@galileo.rtn.ca.boeing.com> rfh3273@galileo.rtn.ca.boeing.com (Dick Harrigill) writes:
>In article <76544@ut-emx.uucp> myers@ut-emx.uucp (Eric Myers) writes:
>>Eric Myers     "If God had intended for man to fly 
>>                       He would have given us the brains to build airplanes."
>He did!
She did!
From: joell@hpgrla.gr.hp.com (Joel Larner)
Date: Tue, 21 Jul 1992 17:14:57 GMT
Subject: Re: Re: Ramp checks--unreasonable search
Organization: Hewlett-Packard, Greeley, CO
Newsgroups: rec.aviation

> This all leads me to a question. As PIC are you required to know all AD's are
> passed for a plane you fly? I mean, you really need to be to be an A&P with
> a database to know what AD's are out there and which ones are applicable.  Add
> to that a possible fleet of planes (assuming you are renting from a large group
> of airplanes or commercially flying from a fleet) and I think you have an
> impossible administrative nightmare.

Unfortunately you, the PIC, are responsible for ensuring the aircraft is in
an airworthy state if you fly it.  It is not possible for you to know all AD's
on all planes you rent.  You have to trust the A&P and AI when they sign off
the 100 hr and Annual inspections, that the aircraft is airworthy in ALL
regards.  This is why it is important to rent from a reputable organization
whom you trust and whos mechanics you trust.  

Happy flying...

-------------------------------------------------------
Joel Larner - Hewlett Packard, Greeley Storage Division
CAP SAR Pilot            email:  joell@hpgrjq.gr.hp.com
                           CAP:  Pikes Peak 293
                    In The Air:  N182H
Newsgroups: rec.aviation
From: ingham@lacerta.unm.edu (Kenneth Ingham)
Subject: Carlsbad Caverns Fly In
Date: Tue, 21 Jul 92 17:51:14 GMT
Organization: University of New Mexico, Albuquerque

I'm tired of seeing all of these fly-ins that I have been unable to
attend for one reason or another.  So, instead of resigning myself to the
fate of no fly-ins near me, I have decided to try organizing one.

Since NM is not highly populated, I figured that I should make the
fly-in so spectacular that people couldn't miss it.  As a result, I
propose the:

			Carlsbad Caverns Fly In (CACAFI*)

Carlsbad Caverns National Park is known for its famous, spectacular
caves.  It is one of the highest visited parks in the country.
However, how many people that visit get to have a ranger-guided tour
with behind-the-scenes information about the exploration and discovery
of the cave?  How about a trip to New Cave?    There's always the
famous bat flight where >250,000 bats come out to help make the world
less populated with mosquitos and other insects.

The best time for the fly-in would be October 10, because the bat
flight would then be taking place in front of an almost-full moon.  One
possible conflict with this weekend is that it is the last weekend of
the Albuquerque International Balloon Fiesta (which in itself is worth
a fly-in).

An alternate time which would be OK is the weekend of the 12th of
September.

Both of these times are after it has begun to cool down, so density
altitude will be less of a problem (but still worthy of
consideration).

Since this is likely to be an all-day and into the evening fly-in, I
can assist in arranging hotel rooms, either in Carlsbad or at White's
City (but we need to decide where so I can deal with one place).  I can
also arrange for a rental van/car or two  to be shared amongst all of
the fly-in attendees so that we can get to the cave, to the hotel, and
to town.

Cavern City Municipal Airport at the town of Carlsbad is the likely
airport to use as a base.  It has fuel and parking.  It also has an
instrument approach, but not being an IFR type, I don't know much about
it.  The runways are long enough that 46L, an anemic climber, can get
off with no problems.

A bit of background information.  Yes, I do have contacts at Carlsbad
Caverns National Park.  My wife has a contract with them to investigate
the biology in Lechuguilla Cave.  We visit the park every other month
or so, sometimes more frequently.  I have talked with the cave
specialist there and OK'd the idea.  When we have more info, I will get
the specifics OK'd.

First, I'd like to have feedback on the date for the fly-in and whether
people would be interested in me working on hotel/rental-vehicle
arrangements.  After about 1.5 weeks, I'll post an update.

* Yes, I know that caca is not a nice word for those who speak
Spanish.  However, that is what the national park service calls the
park...

-- 
Kenneth Ingham WD5BBT
ingham@i-pi.com or ingham@ariel.unm.edu (NeXTMail OK)
Hummin' lil Grumman N9646L
Newsgroups: rec.aviation