HDTenEightyP/NetNews huggingface dataset:
From: rls@uihepa.hep.uiuc.edu (Ray Swartz (Oh, that guy again))
Subject: Re: bird damage
Reply-To: rls@uihepa.hep.uiuc.edu
Organization: Vis-Orb Tragnetics Recorporation
Date: Fri, 28 Aug 1992 19:43:52 GMT

In article <1992Aug28.174859.18503@brtph560.bnr.ca>, rlarsen@bnr.ca (Richard Larsen P220) writes:
>
>When I am working a thermal sometimes I am flying close to large soaring
>birds. This is not a problem because of the slow speeds at termaling. However
>in a dive at 100 kts. or at high speed on the ridge i would thing there could
>be a danger. While flying the ridge at high speed seems like a risky
>proposition because the soaring birds work the ridge too.
>
>Has anyone out there had any close encounters of the bird kind?


	In SOARING about 1 1/2 years ago they had an article from a 1-26 pilot
who was flying a ridge at about 100 mph when he got a hawk in the face,
literally.  The bird went through his canopy and hit him in the chest, before
being taken back out of the cockpit by the wind.  The pilot maintained control
and landed the aircraft, but it is assumed the bird wasn't so lucky.

Ray Swartz
Newsgroups: rec.aviation
From: c1durko@watson.ibm.com ()
Subject: Postscript Checklists for 150/152/172 ?
Date: Tue, 25 Aug 92 18:54:12 GMT
Reply-To: c1durko@watson.ibm..com ()
Organization: IBM T. J. Watson Research


My instructor is BIG on checklists!!!  He has a set of them kept in a small
(9"x7") binder which is handy to keep on your lap while your flying.
It includes pre-flight,starting/stopping/emergency procedures etc., anyway
I've copied his but the quality is poor and I was thinking of doing up	
a set using Frame but I thought I'd ask first.  Does anyone out there have
150/152/172 checklists in electronic format?  If not and I do get them done
in Frame I will make them available through the net as long as it doesn't
pose any liability problems.  Hmmm maybe this is why nobody else has done
this ??

Fly Safe,

-John

  
-------------------------------------------------------------------------------
John Steven Durko
Pencom Systems  	       	          
email: c1durko@watson.ibm.com 
Newsgroups: rec.aviation
From: wb8foz@skybridge.SCL.CWRU.Edu (David Lesher)
Subject: Re: Building your own (dirt) runway?
Reply-To: wb8foz@skybridge.scl.cwru.edu (David Lesher)
Organization: NRK Clinic for habitual NetNews abusers - Beltway Annex
Date: Mon, 31 Aug 92 23:02:04 GMT

Others said
# > My good friend Chas Hunt and I are in the process of installing
# > a runway lighting system on his farm outside of Austin, TX. [...]
# > We got everything we needed [...] at Home Depot.

# Ah, but does Home Depot have ILSes?  :-)

The amateur radio magazine "CQ" used to have a series about a character
called "Scratchi" and the various ways he got into trouble. I recall
the one where he went to a hamfest [a amateur radio electronic flea
market] and got a great deal on some unlabeled piece of equipment.

So he took it home, plugged it in, and a DC-8 landed in his back yard....
--
A host is a host from coast to coast..wb8foz@skybridge.scl.cwru.edu
& no one will talk to a host that's close..........................
Unless the host (that isn't close).........................pob 1433
is busy, hung or dead....................................20915-1433
From: ulick@stravinsky.helios.nd.edu (Ulick Stafford)
Newsgroups: rec.aviation
Subject: Re: Number of U.S. Pilots  (was Number of small aircraft wanted)
Date: 27 Aug 92 20:16:56 GMT
Organization: University of Notre Dame, Notre Dame

In article <1992Aug27.181300.2884@walter.bellcore.com> venky@thelonious.bellcore.com (G A Venkatesh) writes:
>In article <1992Aug27.154150.6389@nlm.nih.gov> masys@nlm.nih.gov (Dr. Daniel R. Masys) writes:
>>
>>If this is true, it is really quite scary -- only 1 in 7 of the people
>>in the pattern at the average GA airport has the knowledge, skills, and
>>experience of getting the instrument rating.  I guess I'm one of the
>>pilots for whom the IFR ticket was a revelation in understanding flying,
>>and look back in chagrin at how perilously close to grief I was a few
>>times, along the "Continued VFR..." road to perdition.
>
>But if VFR pilots usually kill themselves by "Continued VFR..." events,
>why should the domination of the pattern by VFR pilots scare you? You aren't
>suggesting that VFR pilots, as a class, are not capable of behaving 
>themselves in the pattern, are you? :-)

I always thought that it was arrogant instument pilots who don't behave 
themselves in the pattern.  What VFR pilot does straight in ILS finals, or
talks to approach to get a clearance rather than the Unicom at uncontrolled
fields (OK I'm sure there are some)? ;-)


+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ 
+ 'There was a  master come unto the earth, + Ulick Stafford, PP-ASEL       +
+    born in the holy land of Indiana,      + Dept of Chemical Engineering, +
+ in the mystical hills east of Fort Wayne'.+ Notre Dame, IN 46556          +
+      B'fhearr liom bheith ag eitilt.      +    ulick@bach.helios.nd.edu   +
+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
Newsgroups: rec.aviation
From: schinner@vcd.hp.com (Jim Schinnerer)
Subject: Re: Glass Goose
Organization: Hewlett-Packard VCD
X-Newsreader: Tin 1.1 PL5
Date: Thu, 27 Aug 1992 17:13:18 GMT

: Over the last few years of reading kit plane magazines I've come
: across two or three reports of doggy performance from the Sea Hawker.
: I don't know why the plane and its troubles havn't seen more press but
: I guess it just never became very popular (mayhap because of these
: reported problems).
: 
: 						Dave Bridgham

On a similar note, the Osprey-2 amphibian is of a similar class, that is,
160hp and two seats, but is a mono-plane.  Is there any net.wisdom on
this airplane?  Does it dog along, too, or is it a good design?

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
Newsgroups: rec.aviation
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: Re: Hawker Siddeley Vulcan
Summary: Memories are made of this.  :-)
News-Software: VAX/VMS VNEWS 1.41    
Keywords: Vulcan, Victor(?), Shackleton
Organization: European Organization for Nuclear Research, CERN
Date: Tue, 1 Sep 1992 12:01:00 GMT

In article <la2b75INNs34@cronkite>, gaijin@ale.Japan.Sun.COM (John Little - Nihon Sun Repair Depot) writes...
>%  
>%  I was watching an old James Bond film and found one
>%  of the aircraft portrayed rather interesting. It was
>%  a Hawker Siddeley Vulcan.
>%  
> 
>   I remember being scared  sh*tless^H^H^H^H^H^H^H^H by a multiple  Vulcan
>   (and Victor[?]) flypast at  an open-day and  airshow at RAF  Acklington
>   (Northumberland) sometime  during  the  early sixties.    The  sun  was
>   obscured and the noise  was indescribable.   After the immense  shadows
>   had passed the sun still had a hard time getting through because of the
>   exhaust pall.
> 
>   I also remember being disappointed  when the "Lancaster" I thought  I'd
>   spotted on static display turned out  to be a Shackleton.  Does  anyone
>   know if the Shackleton is still  in use as a search-and-rescue bird  by
>   the RAF?  It  must be getting quite  long in the tooth  now.  (Oh,  and

The Shackleton has now been retired, although it was still on active patrol 
until a year or two back.
 The Vulcan was used as part of the flying display at the closing down Open
Day at RAF Church Fenton, and also at the Open Day at RAF Leeming a month
or so ago.  It is a very impressive aeroplane, and the noise and climb
rate for such a monster are amazing.  However I doubt we will be seeing
a Vulcan in the air in the future unless someone comes up with a lot of
small change !!

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
Newsgroups: rec.aviation
From: bishopjl@infonode.ingr.com (John L Bishop)
Subject: Re: Oops, the throttle came off!
Organization: Intergraph Corporation, Huntsville, AL.
Date: Wed, 26 Aug 1992 17:43:29 GMT

In article <sims.714832835@sauron.msfc.nasa.gov> sims@sauron.msfc.nasa.gov (Herb Sims) writes:
>venky@thelonious.bellcore.com (G A Venkatesh) writes:
>
>>In article <JCRAWFOR.92Aug25161932@chseq.oracle.com> jcrawfor@oracle.com (John Crawford) writes:
>>>
>>>After takeoff/climbout, he pulled back on the throttle only to find
>>>no resistance and no power reduction.
>>>
>>involved in either choice. Any comments?
>
>>venky
>The best procedure I have heard about is to set the pitch of the plane up
>so that alt is neither gained or lost.  Then make it back to the field.

This seems rather risky to me.  After all, you are by definition "behind
the power curve".  Therefore, if you were to get low for any reason, the only
way to gain altitude would be to first LOWER the nose (and lose MORE altitude).

The safest approach seems to me to be the one where you put the maximum 
drag on the aircraft and cut the engine when the landing is assured.  This 
allows for a go-around if necessary, which may not be possible in the nose
high attitude suggested above.

Just my 2 cents....

				John
-- 
Standard Disclaimer:  These are my comments, and not necessarily my employer's.
That's my story, and I'm sticking to it!
John L. Bishop, Tech. Manager, Intergraph Corp.     bishop@jlb911.b17b.ingr.com
From: jle@hpfcso.FC.HP.COM (Jer/ Eberhard)
Date: Wed, 2 Sep 1992 16:52:50 GMT
Subject: Re: how to do a mag check?
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation

> I don't know how that is, but I found out the important of meg check 
> just this Monday.

-------------------------------------------------------------^^^

I believe this word is magneto...  "mag" for short.

My dictionary says, "magneto, noun, plural magnetos:  A small generator
of alternating current with permanent magnets, used in the ignition
systems of some internal-combustion engines.  [Short for magnetoelectric
machine.]

Jer/ Eberhard, (SLASH), HAM = N0FZD     | Hewlett-Packard - MS99, 1UP10,15'East
Pilot: COMM, INST, CFI-Airplane & Glider| 3404 East Harmony Road (303) 229-2861
CAP CFI, Check & Mission, Pikes Peak 218| Fort Collins, Colorado  80525-9599 
EMAIL:  jle@fc.hp.com or Jer_Eberhard@fc.hp.com
From: jle@hpfcso.FC.HP.COM (Jer/ Eberhard)
Date: Wed, 2 Sep 1992 16:11:57 GMT
Subject: Re: Flying saves money (sic)
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation

> [...cost of flying versus cost of driving...]

> there is just one thing which nobody has taken into account yet:
> driving would be much more expensive if it were not subsidized (i.e. you
> take for granted that road construction and maintenance is paid by
> the tax payer).  How much would it cost to drive if you were paying for
> the whole cost involved?

Then we would have to consider the cost of airports and runways and
customs service and the cost to drive to the airport, since few of us
are fortunate enough to live on our own airport.

Face it.  We fly for the love of flying.  If I stop flying... I die.

Jer/ Eberhard, (SLASH), HAM = N0FZD     | Hewlett-Packard - MS99, 1UP10,15'East
Pilot: COMM, INST, CFI-Airplane & Glider| 3404 East Harmony Road (303) 229-2861
CAP CFI, Check & Mission, Pikes Peak 218| Fort Collins, Colorado  80525-9599 
EMAIL:  jle@fc.hp.com or Jer_Eberhard@fc.hp.com
Newsgroups: rec.aviation
From: glennw@cbnewsm.cb.att.com (glenn.r.wesley)
Subject: Re: War story and story request
Organization: AT&T
Date: Wed, 26 Aug 1992 16:11:32 GMT

In article <647@swamps.UUCP> val@swamps.UUCP (Val Christian) writes:
>
>I _have_ had some rather humorous "engine problems".  For example, this past
>

This reminds me.  I was flying from Allentown, PA to Cleveland a
couple of years ago, when I noticed and apparent oscillation in the
engine speed.  I heard the engine go "waaa .. waaa .. waaa". (Please
save the wise cracks!)
    Now, I was over a rather rugged stretch of middle Pennsylvania and
had no desire to put the Archer into the trees.
    After a moment or 2 of excessive adreniline levels, while seeing
the tach steady and the temp and pressure guages in the green, I remembered
that I had just started a stick of chewing gum.  The motion of my jaw
moved my headset ear seals back and forth, producing the change in
engine sound!
=========================================================================
Glenn Wesley			PP-ASEL
att!alux2!glennw		225 hrs and climbing...
AT&T Bell Laboratories		Lehigh Valley Flying Club
Allentown, PA			Warrior 30LV, Charger 40LV, Archer 47480
Organization: University of Maine System
Date: Wednesday, 2 Sep 1992 18:05:03 EDT
From: robert eric beckwith <IO20081@MAINE.MAINE.EDU>
Newsgroups: rec.aviation
Subject: Re: Sea Hawker/Osprey (was Re: Glass Goose)
 <92244.173852IO20081@MAINE.MAINE.EDU>
 <1992Sep1.173530.8633@msuinfo.cl.msu.edu>
 <1992Sep2.163200.25232@dartvax.dartmouth.edu>

     I can see lots of disadvantages for the engine being back
there and more than structural: The spray kicked up in a H2O
Takeoff is great especially in rough water.  CG must be incredibly
aft, even in the lake it is (ie. 1 pax in lake = 45lbs ballast in nose)
So I can't imagine what the seawind is.  A real rough water landing,
whitecaps and all I still don't think it would survive.  Lakes have
taken rough landings enough to get the prop to strike the fuselage,
and in a porpose crash (submarine under) the pod usually bends/breaks.
     The only advantage I can see is if anything falls off the engine,
and it not being a pusher, is that it won't go thru the prop..
 IO20081@MAINE.MAINE.EDU            __|__                robert beckwith
       P.O. BOX 71                   -O-
 W.BOOTHBAY HBR, ME 04575   --O-----((0))-----O--
                                 LAKE DRIVER
- - - - - - - - - - - / \ / / \ / \ / / \ / / \ / /
From: rkaplan@netcom.com (Richard Kaplan)
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 27 Aug 92 03:27:22 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

In article <5934@transfer.stratus.com> lee@bluefuzz.sw.stratus.com 
 (Lee Cooprider) writes:

>Your quotations from the AIM are pertinent.  I don't know why, given the
>wording, that it was suggested to me by the Air Lifeline coordinator that I
>use it (only for the leg of the flight that the patient is on, of course).

AirLifeline appears to be a reasonable enough charitable 
organization.  In fact, I just signed up myself.  However......

This is an organization which in their published informational
brochure quotes a pilot bragging about "Despite the thunderstorms....
and the fog.... we made it."

I suggest that we leave the finances to them but keep the 
flight planning etc. to us.

-- 
Richard Kaplan M.D.           Medical Software Exchange BBS
806 2nd St. SW # 104          (507) 281-1989 14,400 HST
Rochester, MN  55902          (507) 281-1689 Voice
PP-ASEL-IA     N4VRB          rkaplan@mayo.edu|netcom.netcom.com  
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: CAP info
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Fri, 4 Sep 1992 02:48:50 GMT

mazanec@convex.com (Robert Mazanec) writes:

>The CAP is certainly getting a lot of `air' play these days.  Since
>we're on the subject and there seem to be numerous knowledgeable folk
>about, I'll ask some little questions that I've been carrying 'round for
>a while:
>    
>    1.  Is a PP-ASEL-IA who doesn't own a plane useful?

Hell, yes!  In my squadron, we have 13 pilots, but only 4 member-owned
aircraft.  The rest of us non-owners either rent from the local clubs,
fly right-seat with an owner, or fly CAP-owned birds belonging to other
squadrons (we've been campaigning for years for a bird of our own, but
no luck yet).

I've got 19 people on the Emergency Services roster for my squadron.
As I mentioned above, 13 of those are pilots.  3 are cadets.  That
means I only have 3 non-pilot adult members on my roster.  I'm told
that's an unusually high ratio of pilots to non-pilots.  I've got 3
new people (2 of them pilots) about to qualify.

>    2.  Besides SAREXs and real SAR work, is there other flying
>	involved?  What other activities/classes/whatever are there?

That varies from wing to wing.  In California Wing, we fly a lot of
transport missions (emergency transport for live organs, search dog
teams, and state and federal emergency service officials).

In the last year, I've logged about 60 flight hours for CAP.  About
75% of that was on missions (half of it was on one two-week search
mission back in April), the rest on training.  That's about the ratio
I expect to maintain, though my hours-per-year may go up some now that
I'm certified as a Mission Pilot; a lot more mission and training
opportunities are open to me now.

>    3.  Should I forget the whole thing if I don't want to give up
>	my past-shoulder-length ponytail?

That varies strongly from squadron to squadron (and probably from wing
to wing).  In my squadron, I don't think it would be a problem at all.
We're real big on getting the emergency services job done, and not real
big on uniforms.  Each squadron has its own personality, though; some
others are real spit-and-polish outfits.


-Brent
--
Brent Chapman                                   Great Circle Associates
Brent@GreatCircle.COM                           1057 West Dana Street
+1 415 962 0841                                 Mountain View, CA  94041
From: rob@cats.ucsc.edu (99708000)
Newsgroups: rec.aviation
Subject: Re: Number of U.S. Pilots  (was Number of small aircraft wanted)
Date: 3 Sep 92 06:09:57 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: ucsco.ucsc.edu


In article <2510483@hplvec.LVLD.HP.COM> bills@hplvec.LVLD.HP.COM (Bill Standerfer) writes:
>Another factor that I've seen is that, after a few $100 burgers by yourself,
>most people have the "Is that all there is?" feeling about flying.  I think a
>new pilot runs out of reasons to fly after a short while.  I suggest that

Good grief, go on flying vacations.  I've done that for the past 8 years, 
or so.  You roll up lots of hours--and experience you'll never get
flying locally.  The ability to do this was the whole reason I got
my license.

You can go so far so fast, and to places you can't even get to by
(cough) car...

>> I don't know why this happens, except perhaps because they've failed to
>> establish other aviation-related goals.  For them, a pilot's license is
>> a goal in itself and, once achieved, it leaves them at a loss as to what
>> to do next.

>To a lot of pilots, *flying* is the only goal.  I know several pilots who are

Well, OK, but they are inviting this type of burn out unless they manage
to make a career out of it.

-- 

-Rob Strand

   From Bitnet: rob@ucscvm  From Internet: rob@ucscvm.ucsc.edu    
Newsgroups: rec.aviation
From: berry@athos.pei.com (Berry Kercheval)
Subject: Re: There I was - ears on auto
Reply-To: berry@pei.com
Organization: Protocol Engines, Inc., Mt. View, California
Date: Tue, 25 Aug 1992 14:47:21 GMT

>>>>> On Tue, 25 Aug 1992 07:29:18 GMT, geoff@peck.com (Geoff Peck) said:
Geoff> In article <1992Aug24.174554.2847@i88.isc.com> ericth@i88.isc.com
Geoff> (Eric Thiele) describes a "listen-o" where he heard what he expected
Geoff> rather than what Livermore tower said.
> ...The tower was trying to sort out who was who to try
> to figure out where I was - I presume their radar was out at the time.  

Geoff> General pilot warning:  not all towers have radar!  Repeat:
Geoff> 		    NOT ALL TOWERS HAVE RADAR!


In particular Livermore (where I am based) does not have radar.  I`ve
been to the tower and there's nothing that even resembles a radar
console.

Furthermore, even if they *did* have a repeater screen from the
Oakland or Stockton ASRS, the hills screen you from radar until you're
at least 1500 feet AGL (at least in the vicinity of the airport.)  I
often don't get that lovely phrase "Radar contact" until I'm well away
from LVK.


  --berry
--
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: olsen@xn.ll.mit.edu
Subject: Re: Building your own (dirt) runway? 
Organization: MIT Lincoln Laboratory, Lexington, MA
Date: Thu, 27 Aug 92 12:50:30 GMT

In article <8#bndrj.hchong@netcom.com> hchong@netcom.com (Hoi Chong) writes:
>Any one has any idea/knowledge/experience of building your own (dirt)
>runway, to be used only by you (maybe a 152 or a 172)?

If you're seriously interested in this and are an AOPA member, you should
call and ask them for their new-airport information package; it answers a
lot of questions.  If you're not a member, join!  (Call 1-800-USA-AOPA.)

>What are the regulations?

You may have to worry about three levels of regulation:
federal, state, and local.

You have to tell the FAA about your landing strip, and they will tell
you if you can use it.  They will almost certainly say "yes", unless
your strip would unduly interfere with an existing airport, restricted
area, military training route, etc.  The AOPA packet has the required
FAA forms.

The state may or may not have regulations to comply with; you'd best
contact the state agency which handles aviation matters: the name and
address will be in the AOPA packet, if you specify which state you're
interested in.

Local zoning regulations are usually the show-stopper.  In many
places, building of new airports is drastically restricted, or (as in
the town where I live) completely forbidden.  You should contact the
local government for the area you're interested in, to see if there
are restrictions.

>What length is required?

Long enough. :-) Seriously, there is no set formula for the mininum
required length: it depends on local conditions, aircraft performance,
and pilot skill.  You'll have to judge for yourself how short a runway
is safe for you.  The Pilot's Operating Handbook is a place to start,
but it's wise to take those performance figures with a grain of salt,
and add a comfortable margin of error.  A longer runway is safer.

>100%-flat land?

_Airport_Design_ (an FAA Advisory Circular) recommends a grade of no
more than 2%.  Flatter is better.

>Cost?
>Time?

These depend on how much surface preparation is needed, the cost of
construction work in the area, whether a zoning variance is required,
etc.  Costs might be just a few postage stamps, or might be many, many
kilobucks.  Time is similarly variable.

Good luck!
From: chem4-aa@garnet.berkeley.edu (Lonnie C. Martin)
Newsgroups: rec.aviation
Subject: Re: Oops, the throttle came off!
Date: 28 Aug 1992 02:29:46 GMT
Organization: University of California, Berkeley
NNTP-Posting-Host: garnet.berkeley.edu

Would anyone have any test data, or knowlege of this situation: 

an internal combustion engine (airplane, of course) 
variable load that restricts the rpm to a reasonable range
fuel/air mixture is well lean of maximum EGT
throttle completely open
power at, say 30% of maximum rated

My question is whether if the power output is REALLY low, is there still the
risk of damage due to detonation, pre-ignition, corrosion, etc.

While this may have some application in emergency situations, I'm not
suggesting that home-brew leaning methods be used. I am curious, though
whether excess leaning during idle/taxi power has any chance of harming the
engine.   Any internal combustion experts out there?

Lonnie
-- 
Lonnie C. Martin    lonnie@hydrogen.cchem.berkeley.edu
Newsgroups: rec.aviation