HDTenEightyP/NetNews huggingface dataset:
From: jbrown@qdeck.com (Jordan Brown)
Subject: Re: Air Lifeline experience
Organization: Quarterdeck Office Systems, Santa Monica CA
Date: Thu, 10 Sep 1992 03:23:49 GMT

rkaplan@netcom.com (Richard Kaplan) writes:
>jbrown@qdeck.com (Jordan Brown) writes:
>>Or, more generally, I think it is appropriate to have different
>>risk acceptability levels for missions of different urgency levels.
>
>Absolutely not, at least not for a Part 91 operator.  

I completely reject the idea that it is somehow more acceptable for
a professional to take risks than for a volunteer to do so.
Newsgroups: rec.aviation
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: Number of US pilots
Organization: Technical University of Berlin, Germany
Date: Sat, 5 Sep 1992 13:45:01 GMT

In article <1992Sep4.174011.29989@col.hp.com> davea@col.hp.com (Dave Allen) writes:

> > >...go on flying vacations.
> 
> We are fortunate enough to have a magic carpet to use for vacations. Costs
> are comparable if not better than driving (less motels). The major benefit
> is that we spend more of the vacation BEING there instead of GETTING there.

And I thought us pilots would love to spend all our flying vacation
*getting* there instead of being there; so much more fun :-)
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de
From: Brian.Horn@west.sun.com
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 13 Sep 92 19:31:05 GMT
Organization: Sun Microsystems, Mt. View, Ca.
NNTP-Posting-Host: pongo

In article <SHAFER.92Sep13120006@ra.dfrf.nasa.gov> shafer@rigel.dfrf.nasa.gov (Mary Shafer) writes:
>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.

Yes, the airlines should (and generally can) deal with wheelchairs (and
other such related stuff), but it is often awkward.  Further, I'd
imagine dealing with wheelchairs (crutches, etc) gets more difficult
when their are large crowds of people, such as at a major airport.

I will admit that this was *not* my best point.
Newsgroups: rec.aviation
From: cb@wixer.cactus.org (Cyberspace Buddha)
Subject: Re: Interstate Landing--Not such a good idea
Organization: Real/Time Communications
Date: Fri, 11 Sep 92 05:25:20 GMT

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.

Anyone in Anchorage wanna confirm this?
All I've seen are pictures they took in their recent road trip
to Alaska....
From: ritter@claude.ma30.bull.com (Roger Ritter)
Newsgroups: rec.aviation
Subject: Re: "Andrew" takes WWII planes (fwd)
Date: 10 Sep 92 13:57:44 GMT
Distribution: usa
Organization: Bull HN Informations Systems Inc.

cooper@cos.com (Gary Cooper) writes:


>Damn.  And I thought it was a shame that two F16's were lost...
>(none of which, of course, compares with the "real life" loss,
>but the loss of those planes purt near choked me up) 

I was talking to my mother about Homestead AFB, and she mentioned
something interesting about the two F-16s.  She was willing to bet
that those two were the squadron's 'hangar queens'.  My father was
a maintenance officer in the Air Force, and he was always bitching
about one or two particular airplanes that *never* worked right.  He
threatened to engrave their tail numbers on the maintenance squawk
board, they were in so often.  Mom thinks that the Homestead maintenance
folks may have seen a golden opportunity to get rid of these two:
just red-line them the day of the fly-out (if they are not down
as usual), leave them behind, and let Andrew solve their problems
permanently!

An interesting bit of speculation that hadn't occurred to me, and of
course we'll never know the true answer.  But I wonder...
-- 
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
From: ts@cup.portal.com (Tim W Smith)
Newsgroups: rec.aviation
Subject: Re: [IN]sensible students
Date: Sun,  6 Sep 92 19:52:43 PDT
Organization: The Portal System (TM)
  <1992Aug28.001840.10143@tfs.com> <1992Aug28.163321.2020@btree.uucp>
  <1992Aug31.173216.25902@cbnews.cb.att.com>
  <1992Aug31.194532.22807@pony.Ingres.COM>
  <1992Aug31.224419.27168@hpcvusn.cv.hp.com>
  <1992Sep1.002808.12071@pony.Ingres.COM>

>I think the situation may be similiar to that of a lawyer and his client.
>The lawyer is under obligation to represent the best interests of his/her
>client independent of the best interests of society.

I don't think the situation is similar.  State bar associations provide
rules of conduct for lawyers that spell out these obligations.  If a lawyer
violates them, the result can be disbarment.

I don't recall noticing anything equivalent in the FARs.  Instructors who
act against the best interests of their students probably won't get many
new students if they do this often, but the FAA won't care, will they?

--Tim Smith
Newsgroups: rec.aviation
From: steve@lawday.DaytonOH.NCR.COM (Steve Bridges)
Subject: Re: umwaufi report
Organization: NCR Corporation - Law Department
Distribution: usa
Date: Thu, 3 Sep 1992 03:03:31 GMT

phil@eecs.nwu.edu (William LeFebvre) writes:

>The Amana colonies?  Amish Acres?  No those won't work......we wouldn't
>have to drive to the restaurant!  :-)  :-)  :-)  :-)  :-)

What about somewhere near Bloomington Indiana sometime this fall.  I've
heard that the fall colors in the Brown County State Park are very nice
(Greg Travis -- any ideas about this?)

Steve
-- 
Steve Bridges, Programmer/Analyst| NCR - Law Department, WHQ-5
steve@lawday.DaytonOH.NCR.COM ___| Phone:(513)-445-4486 622-4486 (VOICEplus)
Reserve sci.military moderator| "The airplane does not recognize attitude,
providing a maneuver is conducted at one G" -- A.M. "Tex" Johnston
Newsgroups: rec.aviation
From: rja@ibm1.uucp (Rob Asen)
Subject: Re: Anyone for a New York city tour?
Followup-To: poster
Organization: NYNEX S&T
Distribution: usa
Date: Mon, 14 Sep 92 20:20:28 GMT

In article <BuKvqC.M9D@nntp-sc.Intel.COM> jlo@gomez.intel.com (Jeffrey Lo) writes:
>I will be in New York City next week (9/21-9/24) for Unix Expo. [...]
>-- 
>Jeff Lo

Sorry to post, mailer trouble you know...

Hi Jeff,

Sure, I'd love to go up.  Let me know your dates here so I can check
plane availability, etc.

Feel free to call or e-mail

-- 
Rob Asen
rja@nynexst.com     914-644-2195
From: berry@athos.pei.com (Berry Kercheval)
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
Date: 4 Sep 92 02:33:30 GMT
Organization: Protocol Engines, Inc., Mt. View, California

In article <j2gnm#n.hchong@netcom.com> hchong@netcom.com (Hoi Chong) writes:
   Usually, we listen to radio in the cars during long solo drive, but what do 
   you do for long solo flights (assuming FAA does not permit radio)?  

Well, on my recent trip from Livermore to Twenty-Nine Palms to
Fullerton and back I listened to various AM stations on the ADF receiver....

  --berry

(Did you know that in the California Central Valley all you can get is
Country Western stations?  Ick!)



--
Berry Kercheval :: berry@pei.com :: Protocol Engines, Inc.  Mt. View, CA
"Car pool fatigue: it's like shell shock, but you don't get any VA benefits.
They just fill your gas tank and send you back to the front."
Newsgroups: rec.aviation
From: bryan@intellistor.com (John Bryan)
Subject: Reno Stop-over
Organization: Intellistor, Inc.
Date: Tue, 15 Sep 92 19:47:01 GMT

We're planning on flying to California (Sacramento) again for
Thanksgiving this year and, unfortunately, due to school schedules, we
won't be able to leave until early afternoon the day before
Thanksgiving.  We're considering stopping in Reno, either for a quick
dinner and then on to Sacramento, or overnight (my wife has a friend
or two there).  I thought I'd ask for a preview from the net about the
airport(s) at Reno; I haven't even looked at my charts yet (although I
do recall it's mountainous in the area).  Any experience anyone would
like to share?  Thanks!


-- 
------------------------------------------------------------------------
John T. Bryan       | e-mail: bryan@intellistor.com
Intellistor, Inc.   | UUCP:   ...!csn!arrayb!bryan
Longmont, CO        | USPS:   2402 Clover Basin Drive, 80503
(303) 682-6527      | PP-ASEL/IA
------------------------------------------------------------------------
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Newsgroups: rec.aviation
Subject: Re: Interstate Landing--Not such a good idea
Date: 8 Sep 92 15:41:41 GMT
Organization: National Library of Medicine

In article <4948@metasoft.UUCP> alan@metasoft.UUCP (Alan Epstein) writes:
>
>I, like many of us, had it drummed in early that if the engine quits and
>no airfield is close by, head for the interstate.

>My primary training occurred 8 years ago. Did something happen recently?

Lessee, roughly 2 million new vehicles a year x 8 years is...

I doubt that anyone recommends Interstates anywhere east of the Mississippi.
In the Northeast corridor megapolis (Washington <-> Boston) I think
Interstates are out of the question at all hours of the day and night.
It's so hard to merge when your vehicle is 38 feet wide and you join
the lane from above ;-).  And in the land where people use their cars as
Instruments of Aggression, a few will behave as if you have *no right*
to be on the Interstate with them.

Better to bounce, tumble or auger in where there are no other human beings
in the immediate vicinity, I think.  

Dan Masys
masys@nlm.nih.gov
Newsgroups: rec.aviation
From: powell@wraith.netops.gtefsd.com (Mike Powell "GTE FSD Net Mgr")
Subject: Re: Problems reaching duat.contel.com lately?
Organization: GTE Federal Systems (Telecom)
Distribution: na
Date: Tue, 15 Sep 1992 10:36:19 GMT

In article <1992Sep6.171200.5986@europa.asd.contel.com> powell@wraith.netops.gtefsd.com (Mike Powell "GTE FSD Net Mgr") writes:
>In article <1992Aug28.061035.13492@telebit.com> brent@greatcircle.com (Brent Chapman) writes:
>>It seems that every time I've tried to telnet to duat.contel.com lately
>>(within the last month, say), I haven't been able to get through.  A
>>"traceroute" shows packets getting as far as "con-sura-p1.sura.net", which
>>I assume is CONTEL's gateway to SURANet (one of the NSF regional networks),
>>but no further.
[stuff deleted]

>First, let me start by making it clear my function in reaching our DUAT.
>I am the Data Network Manager. I am NOT a member of the DUAT project.
>Requests and questions about DUAT should be sent to 
>system@gnd1.wtp.gtefsd.com or system@gnd1.wtp.contel.com (old address).
>Inquiries or complaints sent to me about DUAT won't reliably be sent to
>the the proper person.
>
>Now onto the business at hand.

We found the problem! It seems that from time to time demand exceeds
supply and the terminal server is not telling you (another reason to
replace it).

I realize this can be frustrating but before you start flaming for poor
capacity planning, etc... remember this:
We are NOT legally bound to provide DUAT via the Internet. This is being
done as a service to the Internetworked members of the aviation community.

What we intend to do is increase the number of ports available to the
Internet, both duat and duats. This may take several weeks, please be patient.

Mike
--
Mike Powell PPASEL
"It's hard to find router bits for your cisco"
Disclaimer: I speak for myself. No direct relation to the DUAT folks.
internet: powell@wraith.netops.gtefsd.com  Usenet: uunet!wraith.netops.gtefsd.com!powell
From: brecher@pyramid.unr.edu (Steve Brecher)
Newsgroups: rec.aviation
Subject: Re: Comparing Tach and Hobbs rates?
Date: 5 Sep 92 19:35:19 GMT
Reply-To: brecher@pyramid.unr.edu (Steve Brecher)
Organization: still disorganized in Reno, NV

In <1992Aug28.175651.8702@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre)
writes about tachometer hour meters:

> I know its purely a function of RPM. I guess the question I want to ask is
> "what RPM makes 1 tach hour equal to 1 hobbs hour?"  But I have a real
> good feeling that that will vary depending on the engine and probably will
> vary with tachometers as well.

It varies only with the model of tachometer.  The engine drives a cable
which turns (think of a flexible extension to the crankshaft) and is
connected to the tach.  In addition to positioning the RPM needle, the
turns of the cable, through a gear mechanism, turn the hour meter wheels
(the odometer-like display).  The hour meter is thus really an engine
revolutions counter, geared down to *approximate* clock hours.  What RPM
makes 1 tach hour equal to 1 Hobbs hour depends on the gear ratio in the
tach.

I have at this writing in my lap a tach removed from my F33A Bonanza,
which was replaced by a digital tach.  (Two previous analog tachs failed,
and the third one now in my lap was too inaccurate for my anal power
setting attitude.)  A sticker on the back says "Hourmeter recording rate
is correct at 2292 R.P.M."  This means that the hourmeter will advance one
hour for every 2292RPM x 60min. = 137,520 revolutions of the engine.

By the way, the Horizon digital tach now in my plane incorprates (the
equivalent of) a Hobbs meter -- i.e., clock -- that runs when RPM is
greater than 800.

More by the way -- while the Horizon digital tach is not as easy to read
as a needle (a drawback that I expected), it does have some nice features
in addition to accuracy.  It's connected to the magneto leads at the
ignition switch.  It has indicators for each magneto which light when a
mag is not operating (e.g., mag failure), and an indicator which lights
when the two mags are not operating at the same speed (within some
tolerance value).  It also displays RPM drop (e.g., "-75") on a run-up mag
check.  It captures peak RPM.  It has green/yellow/red LEDs that
correspond to the bands marked on analog tachs; e.g., the red LED lights
if RPM is over "red line."  The numeric display is LCD.  Total hours or
peak RPM are displayed, replacing current RPM, while the appropriate
buttons are pushed.  RPM drop display is automatic (for some timeout value
which I forget) when one mag is not operating.

--
brecher@pyramid.cs.unr.edu (Steve Brecher)

Newsgroups: rec.aviation
From: karl@ddsw1.mcs.com (Karl Denninger)
Subject: Re: Hinckley Crash
Summary: Critical engine -- a whole new meaning
Keywords: twin engine aircraft on tkof
Organization: Macro Computer Solutions, Inc., Chicago, IL
Date: Wed, 16 Sep 1992 00:49:52 GMT

In article <ritter.716495691@claude> ritter@claude.ma30.bull.com (Roger Ritter) writes:
>karl@ddsw1.mcs.com (Karl Denninger) writes:
>
>>It seems insane that at some three miles from the field, which represents
>>a time greater than one minute from take-off, that the pilot would not have 
>>retracted the gear in the face of a known energy management problem (engine 
>>out condition).  He certainly wasn't going to need the gear to land in a 
>>soybean field!  
>
>This is speculation, but if the Beech 18 has a hydraulic retraction
>mechanism, and the hydraulic pump is on only one engine, and that is
>the engine that died, then the pilot may not have been able to retract
>the gear without say, maybe 100 strokes of a manual hydraulic pump.

That gives a whole new meaning to the words "critical engine".  If this was
indeed the case (it would be most interesting to know) then an engine-out on
the "wrong" engine could well leave you with no ability to clean up the
airframe enough to stay in the air!  

That makes the plane with an engine-out on the wrong engine just a slightly 
enhanced glider.

--
Karl Denninger (karl@ddsw1.MCS.COM, <well-connected>!ddsw1!karl)
Data Line: [+1 312 248-0900] Anon. arch. (nuucp) 00:00-06:00 C[SD]T
Request file: /u/public/sources/DIRECTORY/README for instructions
From: rmiller@i88.isc.com (Richard J. Miller)
Newsgroups: rec.aviation
Subject: Re: Soaring decisions (was: ...long boring flights)
Date: 8 Sep 92 14:58:22 GMT
Article-I.D.: i88.1992Sep08.145822.10045
Organization: INTERACTIVE Systems Corporation, Naperville, IL

In article <rl.715866607@cgl.ucsf.edu> rl@socrates.ucsf.edu (Robert Langridge)

we start story telling about a couple of legends in soaring...
...
>There are discussions by both AJ Smith and George Moffat in this, and in
>succeeding symposia.  Both were fierce competitors, sometimes resented
>by the more easygoing pilots.  But they won, and as Rich says, won often.

for those of you who never met these two, AJ was the second world
soaring champion from the US (1968) and Moffat was the third and fourth
(1970 and 1974).

i met AJ on an Interstate next to my pilot's broken down car in 1979. my
pilot was off trying to get a tow. i knew the name, but i didn't know
what AJ looked like and he didn't introduce himself. i found out who
it was 2 days later when we got to Sunflower in Hutchinson KS.

AJ was renowned for not being able to keep the same crew through a full
contest. a few days later i saw him in action on the grid. all the
ships were lined up and launch had started. about 10 minutes before he
was to take off, he tossed a big wet towel at his latest crew initiate
(the 10 year old son of some local pilot i think), swept his arm across
the wing span, and said "WASH!".

a couple of days later he came back in for a second launch in a fully
loaded carbon Hornet using only the gear as a dive brake seeing as he
had puttied his spoilers to reduce air leakage (and hence drag). the
putty job had taken a couple of hours and he didn't have time to redo it
before the relight. he used a LOT of runway (he had at least 6000 feet
though) and landed quite nicely, but the whole episode was indicative of
how fiercely competitive he was (and is).

Rich Miller
rmiller@i88.isc.com
From: rjg@umnstat.stat.umn.edu (Robert J. Granvin)
Newsgroups: rec.aviation
Subject: Re: Flying in warbirds or military aircraft
Date: 15 Sep 92 18:44:15 GMT
Distribution: usa
Organization: School of Statistics, University of Minnesota

|> > I'm looking for information regarding pleasure flights in a warbird.
|> > This would be a gift to a friend and I'm particularly interested in
|> > the Air Combat organization and any similar organizations.  Any other
|> > suggestions for obtaining a seat in an old warbird or a current
|> > generation military aircraft are welcome.
|> 
|> Tom Reilly's Vintage Aircraft in Kissemee, FLA offers rides in T6's and I 
|> think even a two-seat Mustang.   For a $1000 tax deductable donation,  Bob 
|> Collings will let you ride in one of his planes which includes a B24J, 
|> B17, A26, B25, and others.   You can probably even get multiple rides.  
|> Collings is based in Stow, MA.  His planes are usually on tour throughout 
|> the country.  There are probably other individuals out there that will 
|> take you up for a donation.   Don't try the CAF unless you are a member, 
|> and have worked your butt off.

The latter is Unit specific... The best way to ride in a CAF aircraft is
to donate time to the organization.  But depending on how the Unit operates,
sometimes just standing in the right place will find you soon in the back
of a warbird.

The CAF is also beginning to loosen its restrictions on Donation-for-Rides
guidelines.  That'll still take a little time to fully filter through, but
it'll get easier.

The main problem facing _all_ warbird groups is liability insurance.  That's
why some won't let you fly at all while others seem horribly expensive.

The best bet is usually to ignore all the bigger groups and try tracking
down individual owners.  They're the ones who are often best able to take
passengers and don't have all the same liability issues.

-- 
Robert J. Granvin                                       School of Statistics
rjg@umnstat.stat.umn.edu                             University of Minnesota
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Renting woes...
Date: 13 Sep 92 18:49:05 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> 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.

I don't think the FBO's care what's in your log book.  I think in
order to get this type of thing it's going to take some innovative
insurance company.  All of the wierd minima/hours/check-out
requirements of FBO's I've come accross are mandated by the
insurace company.

-Ron
From: rfh3273@galileo.rtn.ca.boeing.com (Dick Harrigill)
Newsgroups: rec.aviation
Subject: Re: What's the pattern of GPS unavailability?
Date: 8 Sep 92 20:00:24 GMT
Organization: Boeing Commercial Airplane Group, Seattle

In article <1992Sep8.061915.14281@xymox.palo-alto.ca.us> philf@xymox.palo-alto.ca.us (Phil Fernandez) writes:
>I've had a GPS receiver in my Mooney for about 2 months and about 100
>flight hours (a Northstar M2), and have become very curious about the
>satellite coverage patters....

The September issue of Flying Magazine has a good article about GPS,
how it works, and where it's heading.  I highly recommend that you get
a copy.

-- 
Dick Harrigill, an independent voice from:     Boeing Commercial Airplanes 
M/S 9R-49  PO BOX 3707                       Renton Avionics/Flight Systems
Seattle, WA  91824                                  Computing Support
(206) 393-9539    rfh3273@galileo.rtn.ca.boeing.com    CDP, PP-ASEL