HDTenEightyP/NetNews huggingface dataset:
From: dth@reef.cis.ufl.edu (David Hightower)
Newsgroups: rec.aviation
Subject: Re: crossing a runway, and instructor relations
Date: 9 Sep 92 20:11:36 GMT
Organization: Univ. of Florida CIS Dept.

In article <1992Sep3.132445.11102@cbnewsm.cb.att.com> glennw@cbnewsm.cb.att.com (glenn.r.wesley) writes:
>> 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.  
>
>Yes that is correct. But here at ABE, we get a lot of trainee
>controllers. And guess where they seem to go first?  You got it. On
>ground control.

Actually, the rotation is normally Flight Data (or Clearance Delivery)
-- Ground Control -- Local Control.  While this may seem a bit scary,
keep in mind that no controller trainee is on the position alone at any
time until he/she is facility rated.  In the initial stages of training,
there is a controller plugged in beside him, and even when they are
signed off on that position they still are being monitored by the shift
supervisor.  The prime thing that GCs are taught is that THEY DO NOT OWN
THE ACTIVE RUNWAY.  Everything else is theirs.

On an aside, there are many towers which do not have BRITE scopes; most
of the military towers fit into this category.  A BRITE scope is of
limited use to a tower controller anyhow, since we are primarily
concerned with traffic in the pattern, making sure that there is
adequate separation for landing and departing traffic.  Towers do not
provide separation of traffic; a Citation following a 172 (extreme
example) is responsible for remaining clear of the 172.  All we care
about is the Sequencing.

In a VFR tower this can become quite hectic.  I was a controller at Fort
Hood AAF, with over 400 aircraft on-station; it was not uncommon to be
#4 for landing, with the pilot responsible for locating his traffic to
follow.  We would try to give as much information as possible, but in
the end the pilot had the responsibility.  Thinking back, it's amazing
how smoothly things went, since at times we reached over 3,000 movements
in a single shift.  

The moral to this story:

When dealing with a VFR tower, always give as much position and intent
information as possible, and do NOT be late with checkpoint calls.  We
can't see 5 SM out to the edge of our airspace, so we pretty much have
to go on what you tell us.  If you are already 2 miles in, telling us
you are at a checkpoint doesn't do much good.

I'm not sure how much of this will apply to a civilian field.

Dave
2LT, USAF
_________________________________________________________________________
Dave Hightower		|    opinion? I'm allowed to have an opinion?
dth@cis.ufl.edu		| well, if I DID have one, it'd be mine, all mine!
hightowr@cadre.af.mil   |              "Omnia Vincit Amour"
--------------------------------------------------------------------------
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Kneeboards
Date: 8 Sep 92 12:12:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

NC> .        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.
                                [...]
NC> .        Can anyone shed any light on the kneeboard subject,
  > .along with any good or bad experiences with such?

Don't spend too much money.  I have an enormous collection of
knee-boards and lap boards that I tried, looking for the "best".

I ended up with a lapboard that I assembled myself out of pieces
acquired in various hardware and stationery stores.  It's got multiple
clips and pen(cil) holders on top, holds a digital approach timer and
clock, and has a compartment for the charts, plates, extra pencils, etc.
that I use during the flight.  Works for me.

Wait until you've got some experience with both knee- and lap-boards
before you decide what's best for you...

Ditto with brain-bags.  The one that worked out best for me, after lots
of trial and error, was a soft-sided carry-on made by "High Sierra."
Lots of pockets, both inside and out, and it comfortably held my charts,
binders, headset, handheld, etc. etc. etc.  (I'm a renter, and can't
leave anything in the plane.  Thus the over-gross bag.)

        Best,
         D/

 * OLX 2.2 * Real Pilots enjoy NDB approaches to minimums!
                                                                                                           
Newsgroups: rec.aviation
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: slandering twins
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 11 Sep 92 16:57:55 GMT

In article <BuE42t.ML3.2@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:
>PS: for people wondering about the advantages of having a second engine,
>remember that you spend very little time in takeoff configuration; most of
>your time is spent in cruise.  An engine failure in cruise is no big deal to
>a twin driver.  It's something to think about when you're flying over a
>large body of water, or hazardous terrain, or in hard IMC at night.

I like twins for the system redundancy.  Vacuum, extra alternator, etc.

BTW, despite how most people are trained, the statistics (yes, lies, and
even more damn lies) show that more [fatal?] accidents in twins occur
not at the critical moment [on takeoff] like we are trained, but in the
failure to successfully complete a single engine landing at a suitable
field.  My reference is Barry Schiff's Proficient Pilot [I or II].

Richard Collins makes the point that there is no substitute for making
an actual single engine landing (prop feathered and all).  Of course
he notes that the plane he did it in had unfeathering accumulators,
and the instructor was VERY current with over 7000 hours and 3500 in
type.  Opportunities with the right aircraft/instructor combination
are rare, but in his opinion, worth doing if you can find them.

An engine failure at cruise SHOULD be no big deal, but inevitably, the
pilot gets distracted, (forgets the gear, cowl flaps, to use the E word)
can fixate, and lose control of the plane.  Even in cruise, we need to
remember to fly the plane.

Kerry
Newsgroups: rec.aviation
From: landry@solvit.enet.dec.com (Chris Landry)
Subject: Re: Advice for Grand Canyon Trip
Organization: Digital Equipment Corporation
Date: Thu, 10 Sep 1992 17:54:37 GMT


In article <184b45INNns2@darkstar.UCSC.EDU>, rob@cats.ucsc.edu (99708000) writes...
> 
>Don't miss Zion NP while you are in the area (no flight restrictions--

	. . . or Bryce Canyon - which isn't really a canyon but is pretty
	spectacular.  Just got back from Zion/Bryce/Grand (via commercial
	flight and rental car).  The three parks aren't all that far apart
	but each is completely different!

	There's a guy at Bryce offering rides in a beautiful Waco biplane.
	I stared at it for a long time but decided that $150 for a half
	hour ride was just too much!

	chris
From: jhenderson@pomona.claremont.edu
Newsgroups: rec.aviation
Subject: Renting woes...
Date: 13 Sep 92 08:25:13 GMT
Organization: Pomona College

I'm sure all of us renter pilots are faced with this dilemma from time to time:

You learn to fly, and then go to one of the local FBO's and get checked out in
one of the 'larger' planes, such as an Archer, or a 182, etc. This means a few
hours spent in the process, but you only do it once, so fine and dandy.

Then you go out of town, on vacation, and while there you get some incredibly
good weather and an urge to see the sights from the air. So you consider
renting...but...your vacation days are limited, so spending half of a day
getting checked out isn't too appealing...so you stay on the ground.

Wouldn't it be nice if there was some sort of standard by which every FBO would
check renters, so you can just walk up to the rental counter at your vacation
spot and rent whatever plane you usually fly at home? The remote FBO could
contact your FBO to verify the accuracy of your logbook. This checking could be
done in advance even. Maybe there's a need for a clearinghouse of sorts, that
would draw up the standard, and would guarantee some minimum skills to those
FBO's that subscribed with them...

Just a thought.
______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
From: hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488)
Newsgroups: rec.aviation
Subject: Re: Choosing a pattern at an unfamiliar airport
Date: 14 Sep 92 19:30:47 GMT
Organization: NCR E&M Columbia SC.

In article <MERLYN.92Sep14113015@romulus.reed.edu> merlyn@ora.com (Randal L. Schwartz) writes:
>
>Maybe it's a local difference, but I've always heard of that as being
>"on the 45 to a RIGHT downwind", with the qualifier word in front of
>"downwind".  At least, that's how tower calls it for me.
>
	I fly out of right turn pattern airport. The favorite local
radio procedure is as you describe. ...RIGHT cross wind, ...RIGHT
down wind, ...RIGHT base . No modifier for final naturally. I do
notice that many pilots only modify the base call with the use of
RIGHT. Presumably, many pilots stick to calling RIGHT base because
this is the most likely time for a head on conflict. Still using
the word RIGHT all around the pattern is probably a good idea -- as
it might clue in other in-bound traffic.

Ed 

-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)    
Newsgroups: rec.aviation
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: C152 Checkout
Organization: Technical University of Berlin, Germany
	<1992Sep14.161532.21510@almserv.uucp>
Date: Tue, 15 Sep 1992 09:04:57 GMT

In article <1992Sep14.161532.21510@almserv.uucp> smith@ur-guh.com (Russ Smith) writes:

> Is this standard? That is, checkout in a "big" plane and be auto-checkedout
> in a smaller one? [I use the small one when the urge hits since it is cheaper,
> though the contortions I go through to get in (me - 6'2", 200lbs) would make
> Houdini envious...).

On a visit to Montreal this summer I flew two different aircraft
operated by the Montreal flying club.
They told me, they had a Warrior for the checkout, then they would
give me the 172 the next day to go on a trip.
They said specifically that this was possible because I already had
the 172/152 in my book, so the Warrior checkout for them would be
a general club checkout as opposed to a type checkout.
I'm not sure whether they would have let me go with e.g. a 210 though.
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de

Newsgroups: rec.aviation
From: cep@taligent.com (Christophe Pettus)
Subject: Re: What do you do during long boring flights?
Organization: Taligent, a little subsidiary of two really big companies.
Date: Tue, 8 Sep 1992 22:57:30 GMT

In article <BERRY.92Sep3213330@athos.pei.com> berry@athos.pei.com (Berry Kercheval) writes:
>(Did you know that in the California Central Valley all you can get is
>Country Western stations?  Ick!)

I recommend KMYX, AM 1310, near Taft at the southern end of the Central
Valley.  It's a rock oldies station (think Procol Harum's
"Conquistador"), and it's not too bad.  If you're heading south, you
pass abeam it just before an MEA change on V137 between the Avenal and
Gorman VORs, so you can even justify to yourself that it's useful (it
is on the VFR charts).
--
-- Christophe

"Black is the color of non-conformity.  Everyone has to have it."
	T-shirt company executive
Newsgroups: rec.aviation
From: smith@ur-guh.com (Russ Smith)
Subject: Re: Choosing a pattern at an unfamiliar airport
Reply-To: smith@ur-guh.com
Organization: Ur-Guh Complex Inc.
Date: Mon, 14 Sep 1992 15:29:19 GMT

A similar situation existed for me on my first flight to
Carroll County (Poage) airport in Maryland -- the Tann (Jepp) Guide
(mea culpa, I used it rather than the A/FD) did NOT say anything about
a right-hand pattern; I heard a plane announcing "right base" as I was
about to enter the 45 to downwind for a left pattern -- I asked over
UNICOM what the pattern was and the guy came back with "for -powered-
planes a RIGHT hand pattern" -- I turned around and entered appropriately.

As for WLF's situation, I would have announced something like "Cessna ABC
will be entering the 45 to downwind for a RIGHT hand pattern for active 1-5,
number 2 on the RIGHT hand pattern", emphasizing "right" so ambiguity is
lessened; if it IS a "right" pattern, great, no loss, little frequency congestion;
if it isn't, you've done everything possible other than to leave entirely
to make the area safer.

Russ <Smith@ur-guh.com>
From: shafer@rigel.dfrf.nasa.gov (Mary Shafer)
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 13 Sep 92 19:00:04 GMT
	<Sep.13.14.19.24.1992.784@pilot.njin.net>
Organization: NASA Dryden, Edwards, Cal.

On 13 Sep 92 18:19:24 GMT, ron@pilot.njin.net (Ron Natalie) said:

> 6) The patient has special requirements, such as a wheelchair that needs to
>   go with them and the airlines are not really ready to deal with those
>   special needs.  Or even the need for an interpreter to travel with
>   the patient.

Ron> I'm not berating AirLifeline, but if this is the case, someone should
Ron> send a copy of the ADA to the airline.  Frankly, my wife when between
Ron> knee surgeries travelled in a wheel chair, and never had a problem
Ron> like that on the real airlines (and I'm willing to bend my definition
Ron> to include Texas Air subsidiaries).

My husband and his wheelchair have been traveling by air for over 40
years and have gone to about 50 countries, all 7 continents, all 50
states, and all the provinces (not the territories).  Even before the
recent legislation (ADA) the airlines _always_ took the wheelchair.

It is true that some commuter aircraft are not particularly accessible,
but neither are many GA planes.

--
Mary Shafer  DoD #0362 KotFR NASA Dryden Flight Research Facility, Edwards, CA
shafer@rigel.dfrf.nasa.gov                    Of course I don't speak for NASA
 "There's no kill like a guns kill." LCDR "Hoser" Satrapa, gunnery instructor
                       "A kill is a kill."  Anonymous
From: chandler@beagle.UUCP (Jim Chandler)
Newsgroups: rec.aviation
Subject: Re: DEA on 60 minutes
Date: 6 Sep 92 20:18:28 GMT
Organization: None

In article <92248.16235634AEJ7D@CMUVM.BITNET>, 34AEJ7D@CMUVM.BITNET writes:
> In article <1992Sep2.231458.17831@gtephx.UUCP>, pfluegerm@gtephx.UUCP (Mike
> Pflueger) says:
> >Well, at least the (proposed?) legislation to be allowed to shoot down
> >planes "suspected" of smuggling was canned!
> >Is this what they mean by "the friendly skies"?
> Definitely UNrestricted. Not even a warrant, in most cases. Just guns.
> The DEA does this sort of no-charges-filed, sue-us-to-get-your-property-back
> seizure all the time, on any kind of property, real estate, bank accounts,
> etc. Court records have revealed their paid informants at airline
> ticket counters, reporting anyone who buys a ticket for cash. The cash
> is seized and the informant gets a percentage.
Let's not slam the DEA quite so hard.  Although they are probably taking
the law to the extreme, what they are doing is legal.  Congress passed a
law that stated that all assets bought by, used for transportation of, or
otherwise involved in drugs or drug money can be siezed by the DEA or 
agents when an arrest is made.

There was an episode of COPS recently were a guy used his girlfriends car
to attempt to sell drugs.  He came back with a different car to make the
sale and they siezed that car.  They also found his girlfriends car and
siezed it, even though she had no knowledge (claimed) of what he was
doing.

I believe that the DEA and other agencys sell these airplane, boats, cars,
jewelry and other property at auction.  They must be some great deals to be
had in Florida when they have one of these.
-- 
Jim Chandler
ames!infopro!beagle!chandler
jwc@sactoh0.sac.ca.us <--- best chance
KD6IRV	147.195
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
From: denny@alisa.com (Bob Denny)
Date: Sat, 5 Sep 1992 17:53:25 GMT
Organization: Alisa Systems, Inc.

In <2510487@hplvec.LVLD.HP.COM> 
   bills@hplvec.LVLD.HP.COM (Bill Standerfer) writes:

> Hmmm, lessseee...
> 
> [... several "In the __ I wonder if __" lines...]
> 
> And in the Baron, I sit back, watch the world go by, and enjoy the ride. :-)
> 
> Bill Standerfer

10.0!!! Indeed!  Sorry about the note pollution, but this was SO good, I
couldn't resist.
_______________________________________________________________________________
Robert B. Denny                                           voice: (818) 792-9474
Alisa Systems, Inc.                                         fax: (818) 792-4068
Pasadena, CA                         (denny@alisa.com, ..uunet!alisa.com!denny)
Newsgroups: rec.aviation
From: ddavis@gain.com (David P. Davis)
Subject: Re: What do you do during long boring flights?
Organization: Gain Technology, Inc.
Distribution: usa
Date: Sun, 6 Sep 1992 05:24:34 GMT

In article <1992Sep5.175325.3198@alisa.com>, denny@alisa.com (Bob Denny) writes:
|> In <2510487@hplvec.LVLD.HP.COM> 
|>    bills@hplvec.LVLD.HP.COM (Bill Standerfer) writes:
|> 
|> > Hmmm, lessseee...
|> > 
|> > [... several "In the __ I wonder if __" lines...]
|> > 
|> > And in the Baron, I sit back, watch the world go by, and enjoy the ride. :-)
|> > 
|> > Bill Standerfer

Since this sounds like such a nice ride, perhaps one could expand on
what exactly a "Baron" is?

					David Davis
From: johnmay@cs.ucsd.edu (John May)
Newsgroups: rec.aviation
Subject: Re: Interstate Landing--Not such a good idea
Date: 11 Sep 92 16:43:47 GMT

cb@wixer.cactus.org (Cyberspace Buddha) writes:

>I've been told by my <former> pilot grandfather that the Anchorage airport
>uses the roads for taxi & runways regularly.  This airport also deals
>with a large amount of pontoon & other water-going aircraft.

When I was in Alaska two summers ago, I took a tour bus trip up
the dirt highway from Fairbanks to the Arctic Circle (the road
runs along the Alaska Pipeline and continues on up to the North
Slope).  Just after the road crosses the Yukon River, it flattens
and straightens out for little way, and there is an airport with
a runway directly adjacent to the highway.  There are gates that
can be lowered to block off the road (I assume) when a plane takes off
or lands (I didn't see this in action), and the driver told us that
before the runway was built, that section of road _was_ the runway.

As for the Anchorage airport using local roads as taxiways, I'm
not so sure.  I'm not a pilot, so I wasn't specifically looking
at the layout of the runways and taxiways, but I can tell you it's
a big airport in a fairly urban setting (as urban as Alaska gets,
anyway), with lots of car traffic nearby.  I'd be surprised if
the roads were being shared by planes and cars.  There definitely
is a lot of water-borne traffic there, though.  We sat outdoors
at a restaurant overlooking a lake near the airport on a weekday
afternoon, and there was a nearly continuous stream of pontoon-plane
traffic arriving and departing in front of us.

John
From: v064myby@ubvmsd.cc.buffalo.edu (Christophe J Quaranta)
Newsgroups: rec.aviation
Subject: Medical Certificate
Date: 14 Sep 92 03:21:00 GMT
Organization: University at Buffalo
News-Software: VAX/VMS VNEWS 1.41


	This is my first time posting on this board.  I have been flying
"wet goo" power models for some time and have recently been toying with
the idea of flying a full size plane with me in it.
	I've read a little on the requirements for getting a private 
license (hours or solo flight required & so forth), I keep seeing this 
requirement of having a medical certificate. What's involved in getting
one?
						
					 Latre,
					 MYBY (ub Chemistry)
From: schinner@vcd.hp.com (Jim Schinnerer)
Newsgroups: rec.aviation
Subject: Reno Hotel Needed
Date: 10 Sep 92 20:36:36 GMT
Organization: Hewlett-Packard VCD
X-Newsreader: Tin 1.1 PL5

My wife and I are looking for a hotel room in Reno for one night in a few
weeks.  I would like the hotel to be on the Cannon Airport, as she will
be departing commercially at 6:50 am.  Then, Buster and I are on the
way to Truckee, but that's another story...

Just the hotel name(s) would be ok, but if you had a number, that would
help too.

Thanks in advance.

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
From: Eric_J_Rainbolt@cup.portal.com
Newsgroups: rec.aviation
Subject: Hinckley Crash
Date: Tue,  8 Sep 92 13:05:02 PDT
Organization: The Portal System (TM)

In an above article posted about the Hinckley airport crash
of a Twin Beech, Mr. LeFebvre made a comment that implied a skydiver
would be out of line labeling this as an aviation accident rather than
a skydiving accident.

I disagree with this statement.  Planes sometime crash and there is
nothing that the pilot, nor the passengers can do about it.

An operational jump plane makes nearly 20, sometimes 30 take-offs
and landings every day the sun shines.  Is it that big of a deal
to accept the fact that there are hundreds of jump planes around
the country, making thousands upon thousands of jump loads year 
and once in a while, one of these planes has a malfunction, and
people die.

What difference does it make if we label the victims passengers
or skydivers.  In fact, I think the FAR's describing sport
parachuting list the people as passengers.  The people aren't
skydiving until they exit the aircraft.  They just use an airplane
to get from point A to point B, much like anyone else.

Eric Rainbolt
Hinckley Skydiver
Newsgroups: rec.aviation
From: ericth@i88.isc.com (Eric Thiele)
Subject: Pro Aviation Radio Talk Show
Organization: INTERACTIVE Systems Corporation, Naperville, IL
Distribution: usa
Date: Fri, 11 Sep 1992 14:16:58 GMT

I finally got around to reading all my stuff from OSH.  I'd grabbed a copy
of the "FAA Aviation News" (July/August '92 issue).  Lo & behold, we've got
a radio show!  See page 8, Aviation Today column, if you have the magazine.

Mike Saxton (a PPSEL working on his Instrument), 
Rob Vuksanovic (Captain for Midwest Express)
Cathy Vuksanovic (corporate pilot)  are the hosts.  Mike is station mgr
for WAUK in Waukesha, WI.  Call him for info (414) 544-6800.

It's a call-in show.  (800)878-8255.  Aired Saturday nights, 7pm Eastern.
155 stations nationwide carry it, tho some tape it & rebroadcast it at 
other times.  I'm too lazy to type in the whole list, but most of 'em are
AM

Past guests include Capt. Al Haynes, Patty Wagstaff, Duane Cole & FAA
types from the Grate Lakes Region.
Newsgroups: rec.aviation