HDTenEightyP/NetNews huggingface dataset:
From: randy@khan.gatech.edu (Randal T. Abler)
Newsgroups: rec.aviation
Subject: Re: 800 numbers for duat
Date: 8 Apr 92 14:57:21 GMT
Distribution: usa
Organization: CERL-EE, Georgia Institue of Technology

In article <1992Apr7.194010.29448@ux1.cso.uiuc.edu> tony@director.beckman.uiuc.edu (Tony Rimovsky) writes:
>This has probably been beaten to death, but I need the phone numbers for
>both Contel and DTC duat numbers.  1-800-555-1212 couldn't help me.
>(I have been using the net for so long to get to duat that I forgot the
> numbers!)

I can never remember them, but they are in the AIM under the section
on obtianing weather.
-- 
Randal T. Abler   	randy@cerl.gatech.edu		 
CERL/EE Georgia Tech     
Newsgroups: rec.aviation
From: m12566@mitre.org (Skip Guild)
Subject: Re: DUAT Plain language translation
Organization: MITRE Corporation
Distribution: usa
Date: Thu, 9 Apr 1992 11:48:55 GMT

In article <1992Apr8.193815.2621@aero.org> lmiller@aero.org (Lawrence H. Miller) writes:

>For your amusement:

>********** AIRMETS ********** 
>AIRMET IFR...CA
>FROM 60W SBA TO 30W PSP TO 40E SAN TO SAN TO 60W SBA
>OCNL CIGS BLO 10/VSBYS BLO 3F.  CONDS ENDG 19Z


>Translated to:
>...
>occasional ceilings below 10/(variable) miles in snow,
>blowing spray, and snow below 3 miles in fog.

My net correspondence with Contel indicates they would like to be told about 
these events so they can improve their algorithm.  Send tidbits like these 
to SYSTEM@GND1.WTP.CONTEL.COM  (I'm forwarding this one so don't bother).
Newsgroups: rec.aviation
From: ggr@corowa.acci.com.au (Greg Rose)
Subject: Re: Aviation on a metric basis ?
Organization: Australian Computing and Communications Institute
Date: Mon, 13 Apr 1992 06:31:24 GMT

>In article <mferrare.702889446@adelphi> mferrare@physics.adelaide.edu.au (Mark Ferraretto) writes:
>>   An advantage of measuring distances in nautical miles is that it is a 
>>   'natural' distance.  Ie 1nm = 1 minute of latitude.

Well, now, what makes 1/60th of 1/90th of the distance twixt equator
and pole so significant? Or at least any more significat than the fact
that that same distance is near-as-dammit to 10000 km. (The original
definition of the meter was one 10,000,000th of the distance from the
equator to the north pole on the meridian passing through Paris, if my
memory is correct... anyway do the arithmetic and you'll find it is
true.)

Now, how about the movement to use grads for all angles and
coordinates... any takers? (1 centi-grad = 1 km, think how easy all
our navigation will become...)

[ :-) just in case it is deemed necessary.]
--
Greg Rose                 Australian Computing and Communications Institute
ggr@acci.com.au                                              +61 3 282 2517
Xref: sparky rec.aviation:6716 sci.aeronautics:936
From: davea@col.hp.com (Dave Allen)
Subject: Re: GPS -- A Potentially Dangerous Technology
Date: Thu, 9 Apr 1992 17:55:44 GMT
Organization: HP Colorado Springs Division

As I see it, there are two reasons the FAA is against GPS:
1. FAA didn't invent it - they have never liked anyone else's ideas.
2. They'd have to finally admit defeat for their sacred MLS (microwave
	landing system) and own up to the few billion they've blown on it,
	because GPS could do it so much easier and cheaper.

dave allen - Fly because you love it.
From: rick@franck.uchicago.edu (Rick Ernst)
Newsgroups: rec.aviation
Subject: Luscombe 8A designator
Date: 9 Apr 92 14:17:56 GMT
Distribution: usa
Organization: University of Chicago


> Roger Ritter asks about the designator for a Luscombe 8A

According to Terry Lankford's "Pilot's Guide to Weather Reports, Forecasts,
and Flight Planning," Luscombes/Silvaires are designated SL8 by ATC.  The
book has an appendix which includes the designators for most factory-built
general aviation airplanes most of us will ever fly.  It's also a pretty
good explanation of how to obtain and interpret weather data (with lots
of specifics).  Lankford is an FSS specialist and pilot, and seems to know
what he's talking about.  He also talks about the inner workings of FSSs.

-- 
------------------------------------------------------------
Rick Ernst                             Department of Physics
rick@control.uchicago.edu          The University of Chicago
Newsgroups: rec.aviation
From: rosso@mythinc.uucp (Ross Oliver)
Subject: Ride wanted to Reno fly-in
Reply-To: rosso@z-code.com (Ross Oliver)
Organization: Myth Inc.
Distribution: ba
Date: Mon, 06 Apr 1992 06:29:14 GMT


If anyone has any empty seats going to the April 18th Reno
fly-in, I would like to ride along, sharing expenses, of
course.  I live at the north end of the Bay Area (Novato),
so Gnoss Field or Petaluma would be closest, but I would
be willing to go to Napa, Oakland, or maybe San Carlos.
I can be reached by e-mail at rosso@z-code.com, or at
415-499-8649 days, or 415-897-0261 evenings.

Thanks,

Ross Oliver
PP-SEL
at last officially the former
owner of Piper Warrior N39954
-- 
-------------------------------
"Flying an aeroplane with only one propeller to keep you in the sky.
Can you imagine that?"
                         -- Jean-Luc Picard, Capt. U.S.S. Enterprise
From: cabruen@athena.mit.edu (Charles Alan Bruen)
Newsgroups: rec.aviation
Subject: Need coordinates of Continents
Date: 10 Apr 92 00:17:16 GMT
Article-I.D.: athena.1992Apr10.001716.23219
Distribution: usa
Organization: Massachusetts Institute of Technology

Hello:

        Does anyone have a set of points that describe the earth
surface. Such as the lat and long coords of the continents. In my
program I would like to display a map of the earth that can be resized,
and the only way I can think of doing that is to have the coordinates of
the continest. I would really appreciate it if I could get a copy of the
coords or if somebody knows where I can look for them.

Thanks in advance.


Charles Bruen
cabruen@athena.mit.edu
From: schinner@hp-vcd.vcd.hp.com (Jim Schinnerer)
Newsgroups: rec.aviation
Subject: Re: How do you cope with turbulence?
Date: 14 Apr 92 15:22:53 GMT
Article-I.D.: hp-vcd.2540011
Organization: Hewlett Packard, Vancouver, WA, USA

Christopher Pettus:

> You get used to it.  It's a very slow process, and a frustrating one,
> but you do get used to it.  I speak as a terrible turbulence whimp; I
> used to freak out at the smallest bump.  I can handle much more bumpy
> rides now, although I certainly don't like them.  I just concentrate on
> flying the plane, and remind myself that the turbulence can't hurt the
> airplane, and no matter how bumpy it is, _I_ am the one in control.

While it does take time to get used to turbulence, you will have an easier
time if you accept it.  Accepting it means that you are not in immediate
control of the airplane, rather, you are working with the airplane to
keep it in one piece.  The difference here is very subtle - if you believe
you are in control, you will be in for a real rough ride.
A pilot cannot control the air through which he/she flies, and
therefore is not in control.  The best we all can do is try to work with
bumpy air, and accept the roller coaster ride.

Another way to think of it....the pilot should be in control mentally, not
necessarily controlling all of the physical details, only the ones that
are critical.  For example, if you get upset when you can't peg the needles
flying an ILS on a post frontal, gusty day, you need to relax.  Sure, you can
try to do better, but you also must be realistic.

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@hp-vcd.vcd.hp.com  |  (206) 944-3324
---------------------------------------------------------
Newsgroups: rec.aviation
From: u100759@beta.lanl.gov (Jeferey E. Scott)
Subject: re: N number
Organization: Los Alamos National Laboratory
Distribution: na
Date: Mon, 6 Apr 1992 15:59:36 GMT


>>April's "Vintage Airplane" magazine has a picture of a beatiful
>>Aeronca on the cover. Its N-number is 83933.
>>Now, the Aeronca I fly has an N-number of 83944.

>>Is this just a coincidence? Or were these numbers assigned at nearly

>>the same time? Or what?

>>Just curious.

>>...richie 

In 1946 many of the manufacturers got a block of "N" numbers assigned for their
planes.  In Aeroncas, Stinsons, and some others of that vintage the "N" numbers
are indeed sequencial.  On the Stinsons, the ones that are five digits starting
with 97, the last three coincide with the serial number.  My Stinson is N97874
has a serial number of 108-874.

BTW, my Champ was 82551.

-jeff scott
From: mpucket@jacobs.CS.ORST.EDU (Margaret Puckette)
Newsgroups: rec.aviation
Subject: Re: landing: flaps or not
Summary: know what flaps are for!
Keywords: to flap or not to flap
Date: 14 Apr 92 04:40:49 GMT
Followup-To: rec.aviation
Distribution: usa
Organization: CS Dept. Oregon State University, Corvallis, Oregon.


moodyblu@camelot.bradley.edu (Matthew Weisberg) writes:
>
>I inquried with my instructor about this and he said flaps are a
>crutch and that you should learn without them and then you can use them if
>you need them. 

Ahhhh....but did he explain to you *when* you might need them, and *why*?

Flaps are just another tool for making a safe landing under certain
circumstances.  I teach my students to be proficient landing with full,
partial, and no flaps, and I set up scenarios for when they might want
to choose one configuration over another.

Example:  Gusty crosswind conditions over an airstrip surrounded by trees
	  (just about any airport on the Oregon coast this time of year).

        * Come in at slightly higher than normal approach speed, no flaps.
          You are going to hit a lot of turbulence and wind shear when
	  you reach short final, you need that airspeed to maintain control
          of pitch attitude.

Example:  You are cleared to land at a very busy field, told to keep speed
	  up on final, and to turn off on the first taxiway NO DELAY!  (just
	  about anytime you land at Portland International (PDX)).

        * Again come in fast, timing your speed reduction on approach to
	  allow some flaps on short final (this helps you slow down to make
	  that taxiway without skidding your tires).  As you flare and just
	  begin to touch down, dump those partial flaps fast and begin 
	  braking.  You'll make it off the runway before that MD-80 on your
	  tail has you for lunch!

Example:  You want to go into this private lil' ole airstrip next to the
	  dude ranch, a "turf" strip made of mud and rocks, next to the great
	  restaurant with the cowboy breakfasts (locals will recognize
	  the Flying ^M^ Ranch).

        * So why don't we make this landing nice and *SLOW* and *SOFT*
	  to go easy on our landing gear and avoid hitting that big tree
	  stump at the end of the strip.  Make it full flaps, just above
	  stall speed.

No, flaps are not a crutch!

*************************************************************************
Margaret "flapping away" Puckette
AOPA Archer N1939G
From: cep@Apple.COM (Christopher Pettus)
Newsgroups: rec.aviation
Subject: Re: How do you cope with turbulence?
Date: 7 Apr 92 20:09:14 GMT
Organization: Taligent, Inc.

In article <1992Apr5.204036.1461@debisa> n6vbg@debisa (Javier Henderson) writes:
>I've been flying for about a year now, and I still feel ssssoooo uncomfortable
>flying through bumpy air. How does one get used to it to the point where it
>doesn't matter anymore? 

You get used to it.  It's a very slow process, and a frustrating one,
but you do get used to it.  I speak as a terrible turbulence whimp; I
used to freak out at the smallest bump.  I can handle much more bumpy
rides now, although I certainly don't like them.  I just concentrate on
flying the plane, and remind myself that the turbulence can't hurt the
airplane, and no matter how bumpy it is, _I_ am the one in control.

As a side note, here's my personal list of the most important things to
do in turbulence:

#0:	Fly the airplane.
#1:	Keep the wings level.
#2:	Keep airspeed below the top of the yellow arc (continuous light
	with moderate bumps) or maneuvering speed (continuous moderate
	or worse).
#3:	Hold heading.
#4:	Keep altitude under control.  DO NOT worry about holding an
	exact altitude, so long as you are in no danger of hitting
	the terrain and are above the MEA/MOCA if IFR.
#5:	Resist the temptation to mess with the power unless you need
	to fight a strong downdraft.
#6-100:	Remember to fly the airplane.
#101:	Make a PIREP.
-- 
-- Christophe

"I realize that I'm generalizing here, but as is often the case when
 I generalize, I don't care." -- Dave Barry
From: mtc@hpcc01.corp.hp.com (Mark Cousins)
Newsgroups: rec.aviation
Subject: Re: West Coast rec.av8r to visit NJ
Date: 7 Apr 92 18:43:22 GMT
Article-I.D.: hpcc01.3400201
Organization: HP General Systems Division

In rec.aviation, mtc@hpcc01.corp.hp.com (Mark Cousins) writes:

>I've just been informed that my company is sending me on an all-expenses paid
>business trip to Rutherford, New Jersey, next week.  I'll by flying in Tuesday
>evening and leaving sometime Thursday.  Any rec.aviators want to meet for
>dinner or some such?  I would kill for one of those famous Hudson River tours
>but, alas, I probably won't have time.

Klunk.  No responses.  Sigh.

On another note, I had an interesting time out there.  I spoke to the pilot on
the leg from Minneapolis to Newark and he gave me a tour -- told his first
officer that he had been replaced (I was sitting in the right seat when the FO
showed up).  That was pretty funny.  The flight deck of a 727 is
straightforward -- I enjoyed the engineer's panel, especially the
pressurization controls.  Be nice to that guy -- he can pop your eardrums!

On the way back, we were lined up on 22L at Newark.  Power came up and then I
heard a loud bang like a backfire from the left side.  The guy next to me
said, "What was that???" and I said "I'm not sure but I think it was a
compressor stall."  Acceleration seemed sluggish but we were full and it was,
after all, a 727.  I was scared, but reassured myself that if the engines
weren't turning up properly they'd abort.  And we kept going.

Well I'm here now so you know everything is OK.  I asked the captain after the
flight and he confirmed that it was a compressor stall, induced by the 17-knot
direct crosswind.  He said that they tried to bring the power up slowly but it
still happened.  (Can't bring it up too slowly since you consume too much
runway doing that.)  At first he was hesitant to explain it but then I
mentioned that I fly so he loosened up a lot.

While I was out there I went out to Teterboro just to check it out.  Big
airport and a nice coffee shop and museum.  Stop by if you're in the
neighborhood.

Mark
--
Mark Cousins                Hewlett-Packard Co.        mtc@hpsemc.cup.hp.com
HP-UX VAB programs    19055 Pruneridge Ave., MS 46T5
(408) 447-4659             Cupertino, CA  95014          FAX: (408) 447-4364
Newsgroups: rec.aviation
From: davea@col.hp.com (Dave Allen)
Subject: Re: Be careful out there
Date: Mon, 6 Apr 1992 22:25:24 GMT
Organization: HP Colorado Springs Division

davea@col.hp.com (Dave Allen) writes:
> [Last Wed] a C-210 went down some 25 miles south of Centennial (APA), which
> was his destination. Four guys from around Santa Ana CA. Pilot dead, one
> passenger critical, other two passengers good condition. Passenger said the
> engine quit. ...
> Out of gas? I hear he had just got the plane. Perhaps not used to the fuel
> consumption? And they say 210's can easily be short-fueled.

Yep. News reports he ran it out of gas.
Only gliders operate without gas.
This guy wound up operating a glider and didn't do very well at it.

dave allen - Fly because you love it.
From: lhe@sics.se (Lars-Henrik Eriksson)
Newsgroups: rec.aviation
Subject: Re: creation of eunet.aviation
Date: 11 Apr 92 00:08:40 GMT
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden

In article <28150014@otter.hpl.hp.com>, ipc@otter (Ian Crighton) writes:
>Re: Discussion on the creation of eunet.aviation.
>
>I give a big "yes" to this idea, mainly because of the lack of 
>representation of the views of microlight/ultralight pilots in
>rec.aviation. 
>
> ....
>
>Another good reason for having a seperate European group is the marked
>difference in reguations between ultralights in the US and microlights in
>the UK.

I believe this would be one of the main reasons. Many, if not most, of
the postings in rec.aviation deal with US-only issues. I would expect
that many European netreaders don't participate in rec.aviation
because of this. 

Also, many US rec.aviation readers do not like having to read about
non-US stuff. In particular, attempts to generalise a discussion of
US-related issues by introducing international issues are disliked by
many. I have been flamed several times for doing this, and I have had
European readers tell me by e-mail that they don't like posting to
rec.aviation for fear of being flamed.

Of course this is not a major problem, but I do see the point of these
complaints about non-US issues (even if I disagree with them).
Although USENET is a global network, rec.aviation is a defacto U.S.
newsgroup.
-- 
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
From: mmilicevic@umiami.ir.miami.edu
Newsgroups: rec.aviation
Subject: <<< BREAKING A SOUND BARRIER >>>
Date: 14 Apr 92 23:15:31 EDT
Organization: Univ of Miami IR

Would you know to explain in simple terms why, when an airplane crosses
sound-barrier, big explosion-like sound occurs???

Thanks, MLADEN
From: reece@eco.twg.com (Reece R. Pollack)
Newsgroups: rec.aviation
Subject: Re: How do you cope with turbulence?
Date: 14 Apr 92 17:49:55 GMT
Reply-To: reece@eco.twg.com (Reece R. Pollack)
Organization: The Wollongong Group (East Coast Operations)


In article <1992Apr8.182345.5715@auto-trol.com>, micjoh@auto-trol.com (Michael Johnson) writes:
|>: >
|>: >#2:	Keep airspeed below the top of the yellow arc (continuous light
|>: >	with moderate bumps) or maneuvering speed (continuous moderate
|>: >	or worse).
|>: 
|>: ... however, do fly as fast as you can otherwise, leaving a comfortable
|>: margin below the target maximum speed but a VERY comfortable margin
|>: above stall speed.  Turbulence gets worse as you go slower.
|>: 
|>
|>Don't forget that maneuvering speed varies with the weight of the aircraft,
|>getting faster as the weight of the aircraft increases.  It is VERY important
|>in heavy (I avoid a classification here) turbulence to fly at maneuvering
|>speed to 1) avoid a stall 2) avoid damage to the airframe.

I think this last paragraph could use some clarification. First off, the
published Va speed is at Max Gross Weight. At lower weights, Va decreases.
I know this is what you said, but it's worth repeating that if you're below
the published max gross weight, your Va speed is *lower* than the published
Va speed.

A second point is that the reason for flying at or below Va is that this
is the speed at which the wing will stall before the stress exceeds design
maximum. In essence, you're not trying to avoid a stall, you're trying to
encourage the wings to stall before they rip off.

There's nothing wrong with flying below Va. Think of Va as a maximum speed
in moderate to severe turbulence, not a target speed. It's better to be a
bit less smooth and keep the wings attached.

--
Reece R. Pollack
Private Pilot -- Octopus Flying Club
Wishing I already had my IFR rating...
From: kerry@Ingres.COM (Kerry Kurasaki)
Newsgroups: rec.aviation
Subject: Re: Landing a Skylane
Date: 9 Apr 92 18:37:02 GMT
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Distribution: world,local
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501

In article <6APR199210440026@misvax.mis.arizona.edu> smithcap@misvax.mis.arizona.edu (Cap Smith) writes:
>The recent discussion of "by-the-numbers" vs. "seat-of-the-pants"
>included a number of comments about landing which I found difficult
>to assimilate into my current flying.
>
>I was taught to fly in a C-150.  Landing procedure was:
>1. Power off abeam the numbers (carb heat),
>2. 10 degrees flaps, 
>3. Trim for 65-75 mph (be more precise, but pick a speed in this range)
>4. Add more flaps, and re-trim, on base and final.
>
>The implied message is that messing with the power is a sign of
>poor piloting.  In other words, a *real* pilot sets power once
>and gets on with the landing.
>
Adding minor amounts of power (couple of inches or hundred RPM) isn't a
problem.  I just don't like seeing HUGE power excursions.  Of course
adjustments have to be made to accomodate wind, traffic, etc.

>I haven't been able to get it to flare without
>adding power. (we're talking nose-heavy here)  I don't have any
>desire to bonk the nose wheel, so I add a bit of power before
>flaring, which causes me to balloon, .... and so forth.
>
Copious amounts of back pressures ARE needed with a Skylane.  Airspeed
helps, although you need to avoid excessive airspeed.

>I've tried various speeds on final, ranging from 60-80mph IAS.
>So, what's the secret, Skylane drivers?  How does one land a 
>Skylane with *panache*? 

With a later model Skylane (C-182Q/R) I'll reduce power slightly,
say from 22" MP cruise to 18".  Then I can go for 10 degrees of flaps
(140 KIAS limit).  This adds enough drag to start slowing me down.
At 120 KIAS, I can go to 20 degrees of flaps, and power reduced to
say 15".  Downwind abeam, I might have to reduce power to 12",
as I add flaps during base and final.  Depending on wind, I might
have to add an inch or two.

I don't know if this fits your definition of panache, but I try to
use drag devices (flaps, gear), and make power reductions only.
(It doesn't always work out that way.)  If you practice a bit, you
can anticipate what kind of descent a given flap/power setting results
in.  You can get pretty good at not having to chop the throttle, and
then adding nearly full power on short final when you get low and slow.

Drivers of airplanes without extended flap/gear operating ranges have
to find other methods.  In a plane like that, I try to get the power
back much sooner.  e.g. I try not to fly 45 at yellow arc and cruise
power.  I might be near the yellow arc temporarily, but the power is
back such that when I level out for downwind, I'm at the proper
power setting to maintain altitude at pattern airspeed.

Kerry
Newsgroups: rec.aviation
From: gl1@cec2.wustl.edu (Greg Lyon)
Subject: Re: Old 737-130 (was Re: Comet at Ohare)
Organization: Washington University, St. Louis Mo.
Distribution: rec.aviation
Date: Mon, 6 Apr 1992 03:36:18 GMT

Well, American (AA) has customer code 23.
Southwest has customer code H4.

Greg

Newsgroups: rec.aviation
From: micjoh@auto-trol.com (Michael Johnson)
Subject: Re: How do you cope with turbulence?
Organization: Auto-trol Technology Corporation -- Denver, Colorado
Date: Wed, 8 Apr 1992 18:23:45 GMT


My first flight instructor (military trained), used to take me as close to
the foothills as he felt safe just to find turbulence.  We spent a fair amount
of time searching for bumps just to get me used to them, and we did find
a few.

I won't say that I am immune, but it sure did help to have the experience.  I
believe that "forced" experience in turbulence (probably with a flight
instructor) is the best medicine.

: >
: >#2:	Keep airspeed below the top of the yellow arc (continuous light
: >	with moderate bumps) or maneuvering speed (continuous moderate
: >	or worse).
: 
: ... however, do fly as fast as you can otherwise, leaving a comfortable
: margin below the target maximum speed but a VERY comfortable margin
: above stall speed.  Turbulence gets worse as you go slower.
: 

Don't forget that maneuvering speed varies with the weight of the aircraft,
getting faster as the weight of the aircraft increases.  It is VERY important
in heavy (I avoid a classification here) turbulence to fly at maneuvering
speed to 1) avoid a stall 2) avoid damage to the airframe.

Check your owner's manual.


Michael Johnson