HDTenEightyP/NetNews huggingface dataset:
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.piloting
Subject: Pole to Pole
Date: 12 Dec 92 23:59:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

MC> .There was the last TV programme in the series Pole to Pole  shown on
  > .UK TV last night... it contained some interesting sequences of the journey
  > .from Punta Arrenas (spelling ? !) at the southern end of south America,
  > .to the Patriot Hills base in Antarctica.  I guess that their only safe
  > .way of navigating that area is using GPS, but the landings on hard ice/sno
  > .looked a little bone-shaking to say the least.  This leg was in a 4 engine
  > .DC6.
  > .The flight from Patriot Hills in a "single engine" (!) Otter
  > .was brave indeed, especially as the pilot had never been to Antarctica, or
  > .the south pole before... and en route had to land to get fuel at a site in
  > .the middle of no-where marked by a single bamboo pole !!
  > .Boy that GPS must be accurate !!
  > .I wonder how similar or disimilar this kind of flying is to the flying in
  > .Alaska ?  The temperature at the pole was -50 celcius !  The DC6 flying in
  > .Patriot Hills had a maximum engine off time of 2 hours, and the temp there
  > .was only -5 celcius ......

I didn't see the show, and they may indeed have been using GPS, (which
IS that accurate, BTW) but one can also navigate in polar regions with a
gyrocompass.  There are specially compensated gyrocompasses which are
specifically designed for use in the polar regions.  In addition,
Inertial Nav works quite well in the polar areas, as well.  Omega
systems also cover that area, but aren't as accurate.

And, of course, there's celestial navigation.  It still works!  <~>

The bottom line is that it's really not that much of a problem.

        D/
---
 . QMPro 1.0 41-3345 . Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
                                                                                       
Newsgroups: rec.aviation.piloting
From: patter@dasher.cc.bellcore.com (patterson,george r)
Subject: Re: Frost accumulation
Organization: Bellcore, Livingston, NJ
Date: Wed, 16 Dec 92 05:04:40 GMT

In article <BzBC6K.AEL@tss.com> burke@tss.com (Jim Burke) writes:

>Again, I am well aware that no amount of frost is good.  Is there any
>amount that can safely be considered acceptable for a safe takeoff under
>the conditions I have described?  Thanks.

Well, obviously a safe takeoff can be made, since you've done it (there's
nothing like empirical evidence).

I will stay on the ground in that situation, thanks.

-----------------------------------------------------------------------
                    | I pity the man who don't drink, 'cause when he
George Patterson -  | gets up in the morning, that's as good as he's
                    | going to feel the whole day.
                    |                             Joe E. Brown
-----------------------------------------------------------------------
From: feith@VAX309.NOSC.MIL
Subject: Re: Hypoxia Altitude at Night
Reply-To: feith@VAX309.NOSC.MIL
Organization: Naval Health Research Center, San Diego, CA
Date: Fri, 11 Dec 1992 17:05:00 GMT

The officer that runs the Aviation Physiology Training Department at
Brunswick, ME is Lieutenant Commander Dan Robertson, Medical Service
Corps, U. S. Navy.  Call and talk to him about his program and if he 
feels that the distance that you will fly to take the training is too
far to do it safely.  207-921-2929
The training is worth the trip.  Dan can tell you what the restrictions
are for the Navy pilots according to OPNAVINST 3710.7 series and make
good recommendations for you, as he is a private pilot too.
Tell him that 'Stubby' says ahoy.
                                      S.J. Feith CDR(s), MSC, USN
Newsgroups: rec.aviation.piloting
From: patter@dasher.cc.bellcore.com (patterson,george r)
Subject: Re: Frost accumulation
Organization: Bellcore, Livingston, NJ
Date: Thu, 17 Dec 92 06:17:52 GMT

In article <1992Dec16.195925.27730@pony.Ingres.COM> kerry@Ingres.COM (Kerry Kurasaki) writes:

>    There are also wing covers available.  Yet another thought.

I bought a set of these from Kennon. I recommend the product and the
company highly. They do add a bit of time to the tie-down process. One
suggestion. If you go this route and there's anything not stock about
the wings, send them details and a photo. They can match about any combo.
I discovered that my wingtips were late model replacements the hard way!

As a further plus, you don't have to wash the plane as often (around here
the rain turns things grey). At least you don't have to wash the wings
as often.

-----------------------------------------------------------------------
                    | Always acknowledge a fault frankly. This will
George Patterson -  | throw those in authority off their guard and give
                    | you the opportunity to commit more.
                    |                        Samuel Clemens
-----------------------------------------------------------------------
Newsgroups: rec.aviation.piloting,rec.aviation.misc
From: zardoz@hfglobe.intel.com (Jim Garver)
Subject: Re: biplane/acro near Seattle
Keywords: acro, Seattle
Organization: Intel Corporation
Distribution: usa
Date: Fri, 18 Dec 1992 18:04:21 GMT

In article <1gqsfbINNcjh@transfer.stratus.com> spenny@sw.stratus.com (Steve Pennypacker) writes:
>In article <2550@usna.NAVY.MIL>, dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
>> G'day,
>> 
>> A while back someone posted about a pilot/FBO in the Seattle
>> area that gave rides/taught acro in a biplane (Stearman/Waco/???)
>> in the Seattle area. $70/hr stick in my mind.
>> 
>> Who is the pilot/FBO and where is the airport?
>> 
>> I'm going to be in Seattle over the Holidays and thought
>The pilot is Wally Ohlson (sp?), and he flies a Waco at Evergreen, WA 
>(sorry, you'll have to find Evergreen without my help, but there's an
>Evergreen, WA in the fplan airports database which I assume is the right 
>one.  The designator is 1VA4).  The price as you say is something like 
>$70/hr *dual* (same as the solo rate).  If you can't find his phone number
>(AOPA Pilot, maybe?), let me know and I

Wally Olson owns and operates Evergreen Field near Vancouver, Wa.  about
180 miles south of Seattle.  He recently celebrated his 86th birthday, I
believe.  This man spends every day at his airport across the street from
his house helping people fly or learn to fly from sunup to sundown.  He
hates publicity and is already overworked so don't deluge him with calls
or requests.  The Waco UPF-7 he owns flys only during the good weather
season which is definitely not now.  Try May or June.  He also owns a
cabin Waco that has glass crank-up side windows like a car.  And then
there are the 2 Taylorcraft BC-12D's, an Aeronca 7AC, a C-150 squaretail,
and a 172.  This guy is the Amelia Reid of the Pacific Northwest.  Gas is
$1.55 last time I was there.  The T-crafts and Champ rent for $19/hr with
instructor $10/hr, maybe now $15.  The Waco is $70/hr dual. 
Evergreen Field is also the home of the Northwest Antique Aircraft Club
and has a lot of interesting aircraft roosting there.  The antique fly-in
in August attracts many more rare birds.
Evergreen Field is under intense pressure to shutdown from all the
development that has sprung up around it during the last 10-15 years.
I can remember when it was all farm fields around it and now its all lights
and plastic.  Its only a matter of time before another great place to go
is gone forever.  Some already have moved to Scappoose (1S4) which seems 
to be the replacement for Evergreen.  

>He also flies a Jenny, which I believe he brought to Oshkosh a few years 
>back.  
>
The Jenny is now in the Pierson Airpark Museum, Vancouver, WA.  I used to
watch him fly it a few years ago.
From: ark@alice.att.com (Andrew Koenig)
Newsgroups: rec.aviation.piloting
Subject: Re: Hypoxia Altitude at Night
Date: 13 Dec 92 01:21:16 GMT
Article-I.D.: alice.24404
Reply-To: ark@alice.UUCP ()
Distribution: na
Organization: AT&T Bell Laboratories, Murray Hill NJ

In article <1992Dec11.165413.29851@nosc.mil> feith@VAX309.NOSC.MIL writes:

> The scuba bottle is designed
> to handle the 3000 PSI internal pressure at sea level (1 atm = 14.7psi).
> When that bottle goes to altitude, the external pressure decreases as
> you know, quite rapidly.  At 18,000ft the external pressure has been
> reduced to 1/2 atm (7.35psi) and therefore the internal pressure exerts
> effectively more force on the weakest point of the bottle.

So it goes from 3000 PSI to 3007.35 PSI.  What's the big deal?



-- 
				--Andrew Koenig
				  ark@europa.att.com
Newsgroups: rec.aviation.piloting
From: burke@tss.com (Jim Burke)
Subject: Frost accumulation
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Tue, 15 Dec 1992 18:18:19 GMT

Often, when I fly out of Lampson field near Clear Lake California, there is
an accumulation of frost on the wings early in the morning.  This usually
occurs when the overnight low has dipped to 30 degrees or so - it seldom
gets much below the high twenties.  On some 
occassions it has been quite thick, perhaps as much as 1/4".  I don't feel
comfortable with any amount of frost at all.  On the other hand, I have
sometimes smoothed off the frost to a thin layer (not more than 1/8") with a
cloth and taken off. Invariably, the temperature at 500' AGL is high enough
to melt the frost right off.  The airport is in a basin surrounded by
hills.  I have not experienced any climb problems at all when I have done
this (field elevation is 1380').  My question is this - what do others
realistically do in situations where it is not feasible to remove frost 
completely.  Am I doing something grossly unsafe?  By the way, this is in
a 172.  I'd be very interested in the thoughtful comments of other pilots.
Again, I am well aware that no amount of frost is good.  Is there any
amount that can safely be considered acceptable for a safe takeoff under
the conditions I have described?  Thanks.


-- 
***********************************************************************
 Jim Burke	"Life is uncertain - eat dessert first!"
 Teknekron Software Systems		... burke@tss.com
 phone:(415) 617-2432			... uunet!tekbspa!burke
Xref: sparky rec.aviation.piloting:489 rec.aviation.misc:1065
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation.piloting,rec.aviation.misc
Subject: Re: biplane/acro near Seattle
Date: 17 Dec 1992 21:46:19 GMT
Organization: Stratus Computer, Inc.
Distribution: usa
NNTP-Posting-Host: wiley.ts.stratus.com
Keywords: acro, Seattle

In article <2550@usna.NAVY.MIL>, dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
> G'day,
> 
> A while back someone posted about a pilot/FBO in the Seattle
> area that gave rides/taught acro in a biplane (Stearman/Waco/???)
> in the Seattle area. $70/hr stick in my mind.
> 
> Who is the pilot/FBO and where is the airport?
> 
> I'm going to be in Seattle over the Holidays and thought
> I might try this out.

The pilot is Wally Ohlson (sp?), and he flies a Waco at Evergreen, WA 
(sorry, you'll have to find Evergreen without my help, but there's an
Evergreen, WA in the fplan airports database which I assume is the right 
one.  The designator is 1VA4).  The price as you say is something like 
$70/hr *dual* (same as the solo rate).  If you can't find his phone number
(AOPA Pilot, maybe?), let me know and I can probably get it for you.

He also flies a Jenny, which I believe he brought to Oshkosh a few years 
back.  

Would you mind swinging out to Boston and picking me up before you go???
I'm JEALOUS!  Have fun.

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation.piloting
From: eandersn@mach1.wlu.ca (Niels Ejvind Andersen)
Subject: Re: Frost accumulation
X-Newsreader: Tin 1.1 PL5
Organization: Wilfrid Laurier University
Date: Wed, 16 Dec 1992 14:57:49 GMT

Jim Burke (burke@tss.com) wrote:
: Often, when I fly out of Lampson field near Clear Lake California, there is
: an accumulation of frost on the wings early in the morning... I don't feel
: comfortable with any amount of frost at all.  On the other hand, I have
: sometimes smoothed off the frost to a thin layer (not more than 1/8") with a
: cloth and taken off...  My question is this - what do others realistically
: do in situations where it is not feasible to remove frost completely...
: I'd be very interested in the thoughtful comments of other pilots.
: Again, I am well aware that no amount of frost is good.  Is there any
: amount that can safely be considered acceptable for a safe takeoff under
: the conditions I have described?  Thanks.

In Canada, it is illegal to take off with frost on the flight surfaces.
Personally, I wouldn't do it, even if it were legal.  If you have frost on 
the wings, you no longer know the exact stall speed of your aircraft in its 
various flap configurations.  As the saying goes, if you have frost on the
wings, you are a "test pilot"!
--
Niels Ejvind Andersen       eandersn@mach2.wlu.ca / 70511.2302@compuserve.com
Information Systems, Wilfrid Laurier University, Waterloo, ON  N2L 3C5 Canada
                                                                  ... VFR NC4
From: adf@crosfield.co.uk (alex france)
Newsgroups: rec.aviation.piloting
Subject: Re: Pole to Pole
Date: 14 Dec 92 19:11:40 GMT
Organization: Crosfield Electronics, Hemel Hempstead, United Kingdom.

In article <10DEC199214031076@vxcrna.cern.ch> cohler@vxcrna.cern.ch (Mike Cohler) writes:
>There was the last TV programme in the series Pole to Pole  shown on 
>UK TV last night... (stuff about flight to S.Pole) ...

>Boy that GPS must be accurate !!  

And they had a nice shot of a Trimble Transpak with the Longitude readout
going asymtotic to 90.00 deg S.

My favourite bit was the R/T with the US Antartic base at the pole during
approach, something like this :-

BASE: We have one more piece of information for you - the UG govt.
      warns you that the ice way is not a certified landing strip and
      you are advised NOT to land here.

PLANE: Roger

BASE: Have a nice landing ....

They were aso flying at one point at 15000 feet with no oxygen in this
unpressurised beaver, until one of the PAX started to look a bit iffy
and they broke out the oxygen bottle for him!

Alex.

# Alex France, Crosfield Electronics, | Phone: +44 442 230000 xt.3541 #
# Hemel Hempstead, HP2 7RH, England.  | Email: adf@crosfield.co.uk    #
# AA5A, G-BEZI - more of a 'buzzin' than a 'hummin' Grumman.          #
Newsgroups: rec.aviation.piloting
From: aboyd@quantum.on.ca (Andrew Boyd)
Subject: Re: Frost accumulation
Date: Thu, 17 Dec 92 14:31:24 GMT
Organization: Quantum Software Systems

In article <BzBC6K.AEL@tss.com> burke@tss.com (Jim Burke) writes:
>Is there any amount of frost that can safely be considered acceptable 
>for a safe takeoff under the conditions I have described?

heh heh ... this is sure to wind up the net.pedantics.  Here up north,
it is illegal to take off with _any_ ice accumulation on a lift or 
control surface.  This was in response to the F-28 crash in dryden, ont
a couple years back.

Ice has a couple of bad side effects: it affects your weight & balance,
and it changes your airfoil.  With a laminar-flow wing, even 1/8 inch
of ice could make your life much more exciting.  However, the C-172  
wing is nowhere near as sensitive.  Years ago, it used to be standard
practice for a CYOW flying club to just brush off the snow, and take off
with ice on the (cessna) wings.  It worked for them.

Expect an increased stall speed, and don't be surprised if you get 
different stall characteristics with ice on your wings.  

Without wing tunnel results on your airfoil, you're really rolling the 
dice when you take off with various accumulations of ice.

>what do others realistically do in situations where it is not feasible
>to remove frost completely.

Suggestion:  world's cheapest deice:  carry a few jugs of windsheild-washer
antifreeze in your car trunk.  For a few bucks, you can get rid of the
ice on your wings.  Just make sure that the methyl alcohol will not cause
any damage to your a/c.  For example, it's unlikely to harm your paint
or aluminum, but it might bother your windscreen.  Check with Cessna to
make sure.

Another idea might be to get non-porous wing covers, and put them on
the night before, so the ice sticks to the covers, not the wings.

>Am I doing something grossly unsafe?

The canadian DOT would sure think so.

----
#include <std.disclaimer>
Xref: sparky rec.aviation.misc:1026 rec.aviation.student:357
From: peted@microsoft.com (Peter Duniho)
Subject: Re: CHP AIRCRAFT & SPEEDERS
Date: 11 Dec 92 20:16:08 GMT
Organization: Microsoft Corporation

In article <1258@galileo.rtn.ca.boeing.com> rfh3273@galileo.rtn.ca.boeing.com (Dick Harrigill) writes:
>In article <of9As7600Uh7Q2YoUv@andrew.cmu.edu> mazz+@andrew.cmu.edu (Joseph D. Mazza) writes:
>>I pointed out that it's illegal for the CHP to use time/distance to
>>clock a speeder form an aircraft (or from a cruiser on an overpass, for
>>that matter)...
>
>Why?
>I remember a freshman calculus class proof where it was
>shown that for any  measured time/distance/speed leg,
>the average/total-leg speed must be attained for at least
>an instant.

Ahh, yes...the infamous "Mean Policeman Theorem."

:)
-- 
Pete Duniho         "Give me a fish, or a mountain, to scale..."
peted@microsoft.com              -- Toy Matinee
From: lee@deneb.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation.misc
Subject: Re: Turning Prop in reverse: was Turning the prop during storage
Date: 14 Dec 92 15:33:07 GMT
Organization: Stratus Computer, Software Engineering
NNTP-Posting-Host: deneb.sw.stratus.com

In article <1992Dec13.035436.4718@oakhill.sps.mot.com> mpaton@tempest.UUCP (Michael J Paton) writes:
> ... but damage to the impulse couplings I've seen (Slick as fitted to 
> Lycoming O-360) can't be done by turning backwards.

In fact, my mechanic doesn't believe that turning a prop backwards is a
problem, despite the historical recommendations against it, and advises
turning a prop backwards, if you have to turn it at all, because the magnetos
are designed to fire only if turned forwards.  Therefore, if you turn the prop
backwards, the mags won't inadvertantly fire if they were not properly
grounded.

I'd like to hear more facts about vacuum pumps breaking under gentle reverse
turns.  My mechanic says he has never seen one damaged in this way; has anyone?
-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
Newsgroups: rec.aviation.misc
From: RandyL@MCES.MsState.Edu (Randy Loper)
Subject: GPS/LORAN information needed???
Organization: Mississippi Cooperative Extension Service
Date: Mon, 14 Dec 1992 15:22:19 GMT

Let me begin by saying that I am posting this message on behalf of a
friend, and I do not entirely understand what it is that I am asking.
So, if I ask something that doesn't entirely make sense, please forgive
me, and no flames please.

Anyway, the December issue of _FLYING_ magazine in the "REPORTING POINTS"
section states that the KLN 90 GPS navigation system by Bendix/King
became avaliable in September.  The article states that this model
combines GPS positioning with a "...worldwide Jeppesen NavData database."

For someone who might have one of these units or who might know the
answers to these questions, here goes...

What information does the database contain?

Does the database show ALL restricted airspace and frequencies of
the controlling agency for such restricted airspace (i e MOA's, etc)?

Does this system contain an alert feature for restricted airspace?

How is the database updated (magnetic cards, sent back to factory,
new rom chip, etc.)?

Any other pertinent information about the KLN 90 would be appreciated.

Also, if anyone has this same type information for the latest
Northstar LORAN and/or GPS units, that information would be
appreciated also.

Due to the fact that this may not be a topic that is of great interest
to others in the newsgroup, EMAIL'ed responses can  be sent to me
at RandyL@MCES.MsState.EDU.

After December _18th_, my system will be shut down for maintenance
and MAY NOT be avaliable again until January.  Therefore, if you get
messages 'returned to sender', please email them again to me in January.

Thanks a million....
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation.misc
Subject: Re: ANYONE OUT THERE KNOW HOW
Date: 14 Dec 92 15:20:30 GMT
Organization: U. S. Naval Academy

In article <735.180.uupcb@ssr.com> dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) writes:
!MAP! .Take RAREPS and plot them.
!
!MAP! .Sure I can take a bullseye map and plot rareps myself, but I think
!   ! .it would be nice to be able to have them on the computer where they can
!   ! .be created easier and be printed up.

!MAP! .I don't know much about programing, but this seems pretty much
!   ! .like connect the dots.... I KNOW it is prob. not that easy, but
!   ! .thats why I am asking... ANYONE?

!Wouldn't it be easier to use an existing program?  Especially one which
!will plot SAs, SDs, etc.

!It accepts the standard DUAT output, or the output from CI$ aviation
!weather.  I believe it'll take PanAm Weathermation output as well, but I
!haven't tried that.

!It's called WeatherPro.  Shareware.  Available on Compuserve in the
!Avsig libraries.  It's an excellent program, and is $15 to register.
!The unregistered version allows full US maps, but you cannot zoom in on
!a small area until you register it.  There are some other options that
!are enabled when you register.

Some of us do not have access to Compuserve. So, how about downloading
it an putting it at some ftp'able site assuming it is not available
at one already.

Dave Rogers
Newsgroups: rec.aviation.misc
From: geoff@peck.com (Geoff Peck)
Subject: Re: Airlines in the Caribbean
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Sat, 12 Dec 1992 21:51:15 GMT

In article <1gammrINNbim@morrow.stanford.edu> sgavian@amy5.stanford.edu
(Sarah Gavian) writes:
> How can I find out the names and addresses of the millions of
> puddle-hopping airlines the serve the Caribbean?

Locate a copy of the OAG (Official Airline Guide).  The front contains a
listing of all airlines for which schedules are shown in the guide,
including the area each one serves, addresses and phone numbers.

You might find an OAG in a library, but if you can't find it there, go
visit a travel agent and ask nicely...

						Geoff
Newsgroups: rec.aviation.misc
From: rmt@pioneer.net.com (Richard Tweedie)
Subject: Re: Fuel Gauges...
Organization: Network Equipment Technologies
Date: Mon, 14 Dec 1992 20:34:08 GMT

In article <1992Dec11.223717.26761@den.mmc.com> zwork@starfighter.den.mmc.com (Michael Corvin) writes:
>....stuff deleted........
>There are better technologies for measuring fuel volume in a tank than the
>error-ridden, failure-prone float and potentiometer arrangement used
>in most GA aircraft.  However, they are not as cheap.  Also, I suspect
>that the liability situation (especially given the significance of fuel
>planning in such a large proportion of accidents) inhibits innovators
>from producing and certifying them for GA aircraft.  Bizjets and airliners
>use more accurate systems, but I do not know specifically what principles
>any particular systems are based on (more info, someone?).
>
 THe most accurate systems that I am aware of use capacitance sensors
 and work because of the different dielectric constant between gasoline
 and/or jet fuel and that of air.  The mass of the fuel then counts,
 no matter where it is in the tank--good for aerobatics.  Considerably
 more expensive than floats and pots, however.

 Rich Tweedie

Newsgroups: rec.aviation.misc