HDTenEightyP/NetNews huggingface dataset:
From: collin@angelo.amd.com (Collin K. Ong)
Newsgroups: rec.autos
Subject: Re: THE DOOR HORROR
Date: 1 Sep 92 20:26:36 GMT
Organization: Advanced Micro Devices, Inc.

I just went through a close-call to The Door Horror.  I was parked in a tight
parking lot (Fry's Electronics, Sunnyvale) and came back to my car just as 
a small truck was pulling into the next space on the driver's side.  Since
things were pretty tight, I courteously moved to the back of my car to let 
them park and get out.  Having just read the root article of this thread 
before lunch, I assumed that if I stood there and watched them get out, they
would be careful with their doors.  But the STUPID person just swings out his
door into my month old car!!!!  Luckily, both cars had rubber thingies in
that spot so all I have is a mark in my rubber thing, but this shows how little
consideration people have.  I didn't say anything since there was no damage,
but maybe I should have so he doesn't do it next time.  Is there some way to
evangelize these people and turn them back from their sinful ways?!?!?
Newsgroups: rec.autos,rec.autos.tech,misc.consumers,sci.environment,talk.environment
From: burris@epcot.spdc.ti.com (Jim Burris)
Subject: Re: Carburetors, gasoline, and why I don't recycle
Organization: TI Semiconductor Process and Design Center
Date: Thu, 3 Sep 1992 14:43:17 GMT

What are some GOOD reasons not to recycle?

Jim Burris  

BTW, I recycle glass, newsprint, aluminum cans, and pet milk jugs. Should I
continue or stop. What ARE the facts?
From: mgrmdk@nextwork.rose-hulman.edu
Newsgroups: rec.autos
Subject: Re: Need info on Pontiac Fiero
Date: 25 Aug 92 20:14:39 GMT
Organization: Rose-Hulman Institute of Technology


In article <1992Aug23.223948.1547@usenet.ins.cwru.edu>  
am728@cleveland.Freenet.Edu (Randy L. Betke) writes:
> 
> I'm interested in getting a Fiero and would like to know the difference
> between the Fiero, Fiero GT and Fiero SE.  Could you get any of the  
three
> with a V-6?  What was the first year and last that they were built?   
Also,
> I've heard the stories of them catching on fire, was this limited to  
certain
> years or models?  Thanks for any information,
> 
> Randy

A few months ago, I, too, was looking at Fiero's.  From everything I heard  
and read about, this was my final opinions on the car.  Anything before  
'87 was not a good car.  The handling and engines were lousy.  In '87,  
they changed the suspension to a tighter, smoother ride and the V6's were  
improved (only found in GT's and SE's).  Don't buy a four cylinder.  Too  
many problems (any GM 4-cylinder for that matter, IMHO).  If it were me,  
I'd try really hard to get a GT.  It has a lot of extra's the SE's don't,  
like sunroof or T-Tops as factory and a full-gauge system.  I drove a  
manual and automatic and the manual is a pretty nice car to handle.  The  
automatic wasn't bad for power, but not great either. BTW, '88 was the  
last year.
Newsgroups: rec.autos
From: dbowman@shade (Don A. Bowman)
Subject: Re: Keeping Glass Clean
Organization: University of Waterloo
Date: Fri, 4 Sep 1992 20:25:40 GMT

adc@tardis.msu.edu (Alan D. Cabrera) writes:
:
: Another thing you may be concerned about is that using Armor All on
: your dashboard will fog up your winsdhield.
: 

I have noticed this too. Why is this? Is there something that
doesn't, but still cleans vynl?

More to the point, what is it that is causing the fogging?
Are there volatiles in the Armour All that release? Does
it just repel the water right up onto the window? ( :) )

Just some idle questions ...


-- 
Don Bowman                (519) 744-6154     dbowman@zeus.uwaterloo.ca
Newsgroups: rec.autos
From: mdm@bnr.ca (Diane MacMartin)
Subject: Re: Recommendations for Mini Van
Organization: Bell-Northern Research, Ottawa
Date: Wed, 2 Sep 1992 12:31:51 GMT

In article <1992Sep1.183432.25719@aplcen.apl.jhu.edu> jern@visual1.jhuapl.edu (Bob Jernigan) writes:
>One reason I like my toyota: I can load a stack of plywood without removing the
>seats and close the rear door.

I concur.  We finally selected the Toyota Previa, one of the reasons
being the adaptability of its seating arrangements.  We always have
seating for 7 in our van, so that impromptu field trips with
cousins/aunts/uncles are possible; if we decide we have something very
large to carry (a dresser, for example), the rear seats just fold out of
the way.  We don't have to decide ahead of time and leave some of the
seats at home.

To carry some 4' x 8' lattice sheets for my Dad, plus one 10' x 2'
length, however, we did have to remove the middle bench, and of course
only 2 passengers (incl driver) could travel.

-- 
Diane MacMartin       Bell-Northern Research, Ltd     Ottawa, Canada
mdm@bnr.ca            Any opinions are my own and do not represent BNR.
=========>> If this is printed on paper, please recycle it <<==========
From: pnelson@cobra.Tymnet.COM (Phil Nelson)
Newsgroups: rec.autos
Subject: Re: I love Saturn!
Summary: be fair ;-)
Date: 3 Sep 92 00:51:08 GMT
Organization: BT North America (Tymnet)

In article <183385@pyramid.pyramid.com> lstowell@pyrnova.pyramid.com (Lon Stowell) writes:

|   Make that a Chev. Caprice as well.  The police department in
|   Seattle uses the Capricio's and has an official policy that if an
|   officer is involved in an "enthusiastic" chase, they are supposed
|   to park the car afterwards and have it TOWED in...as the doggoned
|   brakes overheat and fail.   [Seattle Post Intelligencer...]


 You would overheat too, if you had to stop an "enthusiastic" Shamu.  :-)


-- 
Phil Nelson . pnelson@tymix.Tymnet.COM . San Jose, CA, USA . 408-922-7508

  He who is slow to anger is better than the mighty,
    and he who rules his spirit than he who takes a city.  Proverbs 16:32
Newsgroups: rec.autos
From: beuf@wpi.WPI.EDU (Richard J Fuller)
Subject: Keeping Glass Clean
Organization: Worcester Polytechnic Institute
Date: Mon, 31 Aug 1992 20:16:49 GMT



I just bought a small japanese car and have no trouble keeping
the paint clear and shinny with a $5 bottle of Armor ALl wax
but what aobut the glass is there something bettern then WINDEX???
 


Xref: sparky rec.autos:21167 rec.autos.tech:12024
Newsgroups: rec.autos,rec.autos.tech
From: edwin@csri.toronto.edu (Edwin Allum)
Subject: Cavalier Brake Problem and Question
Summary: Brake pulsating problem on Cavalier.
Keywords: cavalier, brakes
Date: 1 Sep 92 21:21:49 GMT


Hi, I would like to hear from others about there experiences with GM brake
problems.

A friends 1990 Chevrolet Cavalier recently developed a slight pulsating
of the brake pedal at about 22,000 Km (~10,000 miles).
At about 30,000 Km, it got bad and was taken in for servicing.
The rotors were resurfaced and is fine for now.
Apparently the rotors were warped and the disk pads showed no evidence
of any scoring.

A letter was sent to GM Canada complaining about the problem and a
response was received.

The response was:

"Disc brake pulsation can be largely due to one or more of the following
operating conditions resulting in rust or corrosion build-up on the
rotors:

(a)	Infrequent use
(b)	Extended periods in which the vehicle is not used
(c)	Primary usage of the vehicle in a city environment (very few
	high speed stops)

Since these conditions are a product of the way the vehicle is being
used, and the effects of the environment in creating corrosion (salt,
humidity, etc.), repairs to correct these conditions are not considered
warrantable."

My friend would like to know if anyone else out there has had similar
problems like this? Opinions are welcomed.

Thanks, Edwin.
--------------
Edwin Allum
CSRI, University of Toronto
Internet: edwin@csri.toronto.edu Phone: 416-978-8715 Fax: 416-978-4765
From: farber@triumph.Princeton.EDU (Henry S. Farber)
Newsgroups: rec.autos
Subject: Re: Any opinions on Mercedes 300TD '78-'82 vintage ?
Date: 4 Sep 92 14:59:56 GMT
Organization: Princeton University
Originator: news@nimaster


I had a a 79 MB 300TD with many fewer miles (<100K).  It was extremely solid.  The 123
chasis Mercedes is known to be very reliable, but I have no experience at mileages as
high as 200K.   I currently have an 83 300TD with 120K miles, and it too is no trouble.
Just minor routine maintainance.  What you do need to look out for is a wear on the
camshaft lobes in the early 300D engines as the cam was known to be relatively "soft".
I understand that the later years (81 on?) had cam's made of harder metal.  You can do a
cursory check on the cam lobes (at least the one you can see by shining a flashlight in
the oiler filler cap and seeing if the lobe looks worn.  I also am led to believe that
there was a 10-15% increase in horsepower in 80 or 81 even before the the engines were 
Turbo'd.  I found the power in in my 79 to be adequate if not excessive.  The 83 (with
turbo) is much faster (though still relatively slow).  These cars are great cruisers and 
very reliable in my experience.  My wife will entertain driving nothing else.  They feel
safe (if a bit dated) and there is nothing I have experienced with the rock solid feel of
these Mercedes.

Oh yeah.  The 79 had some rust problems in the lower tailgate and the front fenders behind
the wheels (a New England car).  The 83, being a CA car, had no such problems.

My view is that a used Mercedes Deisel wagon (albeit with less miles than the one you are 
looking at) is a better deal than a new wagon of comparable size (e.g., Taurus).  But this
is just my opinion, and I'd rather not start a flame war.

Hank Farber
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Keywords: ponds, plumes, piles, and stains
Date: 25 Aug 92 21:33:47 GMT
Organization: Stratus Computer, Inc.

In article <7190@lib.tmc.edu>, jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard) writes:
>
> John, while I agree with much of the substance of your article, I find the
> tone more than a little offensive (and so, I suspect, will many others in this
> group).

Actually, some of us can't be bothered by such childish, intolerant, and 
ignorant remarks as John's.  


> I agree that Margaret's political activities are only peripherally related to
> flying, but there _is_ that relation.

I think Margaret's posts are much more than peripherally related to aviation.
Most of us on the net fly primarily for fun, but I'm sure I'm not the only
one who would like to do something useful with my flying (after I have my
own airplane and finish grad school at night).  Margaret is doing this, 
and by writing about it she's not just telling us what she did the other day,
she's showing us all one way we can make a difference with our flying.

Another recent post talked about how pilots always try to justify our flying.
Well, Margaret's justifying her flying and doing a damn good job of it.  I 
know of another netter who has recently started flying Lifeguard flights, 
and I hope to start seeing his experiences on rec.aviation soon.  Personally,
I'd like to hear any such similar stories from other netters.  They are all
quite related to aviation.
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
From: lihan@ccwf.cc.utexas.edu (Bruce G. Bostwick)
Newsgroups: rec.aviation
Subject: Re: Mag check random thoughts
Date: 31 Aug 92 12:53:35 GMT
Organization: The University of Texas at Austin, Austin TX

In article <1992Aug30.022616.1@pomona.claremont.edu> jhenderson@pomona.claremont.edu writes:
>In article <3400250@hpcc01.corp.hp.com>, mtc@hpcc01.corp.hp.com (Mark Cousins) writes:
>> Now, how many of us have, in going to R, sailed right through it and gone to
>> OFF, then quickly turned it back to BOTH, to be rewarded with a loud report
>> from the exhaust system?  Taught me to be most deliberate in my handling of
>> the mag switch . . . sheesh.  Luckily I didn't break anything.
>
>I admit to have done it once (or twice...or thrice...). The first time I did
>it, the instructor was onboard, and he said that actually one should turn the
>ignition off every once in a while, to ensure that the magnetos are properly
>grounded. It made sense to me when he said it. What's the net.wisdowm on this?
>I never experienced any backfiring when quickly going from OFF to BOTH while
>the engine was still turning.

I was also taught to check the mag grounding that way -- warned by a
CFI who has seen people bitten by hot mags on the ramp.  He did
caution me not to dally in OFF, but just to look for a rapid decrease
on the tach and then turn it right back to BOTH and let the speed
stabilize again.  He had me do it after the L/R mag checks during the
runup.

For what it's worth, I believe we also checked LEFT (or whatever is
next to BOTH on a Tomahawk) first, then RIGHT, then OFF very briefly.
I don't recall any mage problems from that and that was apparently the
typical procedure on that particular bird.

-- 
<BGB>
lihan@ccwf.cc.utexas.edu        /     "I can't complain,
(really Bruce Bostwick)        /   but sometimes I still do"
from the great state of TEXAS /         --Joe Walsh--
Newsgroups: rec.aviation
From: raveling@Unify.com (Paul Raveling)
Subject: Re: Assembling gliders
Organization: Unify Corporation (Sacramento)
Date: Thu, 27 Aug 92 21:02:29 GMT

In article <ritter.714863043@claude>, ritter@claude.ma30.bull.com (Roger Ritter) writes:
> ...
> He re-assembled the bird, and launched.  About 30 minutes into the
> flight, a wing came off.  Investigation showed that he had forgotten
> the wing attach bolt safety pins, and the bolts had worked their way
> out of the connector.

	When preflighting 2-33's and 1-26's it's a good idea to look at
	the orientation of these safety pins.  They're something like
	overgrown versions of the ones you'd use on diapers, and you
	can hang them in either of two orientations.  Be sure the
	end that opens is pointed DOWN -- if it's pointed up, and
	the pin opens for any reason in flight, the pin will drop out.
	In the proper orientation an open pin will hang in there
	unless severe turbulence shakes it out.


------------------
Paul Raveling
Raveling@Unify.com
From: dsnyder@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation
Subject: Re: Mr Spitfire spits the dummy...news
Date: 28 Aug 92 14:16:13 EST
Organization: USAF AL/CFH, WPAFB, Dayton, OH

In article <1992Aug28.034108.1516@lugb.latrobe.edu.au>, 9125113g@lux.latrobe.edu.au (Mitch Davis) writes:
> In article <l9l0fjINNfvm@jethro.Corp.Sun.COM> geoffm@purplehaze.Corp.Sun.COM (Geoff Miller) writes:
> It seems a favourite of the Melbourne Computer Show this year, was to
> play multimedia movie-style presentations of the crash of a MiG-29 at an
> airshow.  Can anyone provide more information?
> 
> Mitch.
  It was at the Paris Airshow a few years back.  The pilot lost power in one 
engine on a low high speed pass the the power from the other flipped him over 
before he could control it.  He ejected with the aircraft nearly on it's back 
and the 0-0 ejection system on this aircraft righted the pilot and deployed the
chute about the same time he hit the ground.  The pilot was not nurt but was
sore and walking around shortly afterward.  This aircraft is the same one 
famed for the COBRA manuver.  Av Week had a big article on it at the time. 
	David -- 

---------------------------------------------------------------------
David B. Snyder                     Logicon Technical Services Inc.
dsnyder@falcon.aamrl.wpafb.af.mil   Wright-Patterson Air Force Base
513-255-7557                        Dayton, Ohio USA
---------------------------------------------------------------------
It is said that GOD doesn't subtract from ones' time on earth, those
hours spent flying.
---------------------------------------------------------------------
1946 Cessna 140 N76234 "The lady in waiting" Owner/Operator
---------------------------------------------------------------------
Opinions expressed are my own and not those of Logicon or the USAF.
---------------------------------------------------------------------
From: jkr@cray.com (John Renwick)
Subject: Re: What do you do during long boring flights?
Organization: Cray Research, Inc.
Date: 31 Aug 92 11:26:43 CDT

Boring flights?  I don't understand the concept.  Maybe you're
flying too high and too fast?  There's SOOOOO much to see down
here! :-)

-- 
- John Renwick
J-3 Cub N62088
jkr@cray.com
Newsgroups: rec.aviation
From: M21208@mwvm.mitre.org
Subject: Re: FAA Proposal to eliminate IFR Pop Up Clearances
Organization: The MITRE Corporation, McLean VA 22102
Date: Tue, 1 Sep 1992 15:15:33 GMT

In article <1992Aug31.072621.16270@peck.com>
geoff@peck.com (Geoff Peck) writes:
 
>writing about an incredibly stupid notice of proposed rulemaking from the
>FAA, said:
>> Isn't there some internal investigation of the effects of proposed rules
>> before they are made public? Surely the FAA should review the possible
>> impact of such rules before proposing them publicly?
>>
>> It makes them look like a bunch of bumbling idiots when they have to
>> retract some of the extremely flawed rules they propose... Not to mention
>> the heartburn it causes some of us on the receiving end...
>
The difference here is that the proposed change was not to an FAR, but to the
ATC handbook.  Procedural changes are made all the time (I just finished
putting Change 1 in my 7110.65G, and it was only marginally smaller than the
original handbook...) and do not legally require NPRM input.  For instance,
if the FAA decides to change controller phraseology or tweak separation
standards, the NPRM process isn't required at all.  User opinion is normally
sought via the alphabet groups, but I don't think the FAA is obliged to pay
the slightest attention.  (Bad idea, obviously, because they HAVE been known to
un-change some of their sillier changes...)
From: phil@eecs.nwu.edu (William LeFebvre)
Newsgroups: rec.aviation
Subject: Re: Comparing Tach and Hobbs rates?
Date: 28 Aug 92 17:56:51 GMT
Article-I.D.: eecs.1992Aug28.175651.8702
Organization: EECS Department, Northwestern University

In article <17ll2dINN38f@smaug.West.Sun.COM>, Brian.Horn@west.sun.com writes:
|> In article <1992Aug28.162042.18025@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
|> >For that matter, exactly what IS tach time?  I mean, I know basically
|> >what it is, but....  Well, let me ask it a different way.  Fill in the
|> >blank:  1 hour of tach time is equivalent to one hour of engine operation
|> >at ____% power.  Does it vary depending on the engine?
|> 
|> As far as % power, this doesn't work well with constant speed props as
|> power is a function of RPM & manifold pressure (mostly, a few other factors).

You're right (I wasn't thinking).  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 is only on fixed-pitched props that your function has a chance of working.

And not even then, now that I think about it.  The same RPM yields different
power settings as altitude changes.

|> I believe that you will find that for fixed-pitch prop planes, as a rule-of-
|> thumb, 75% would be close.

That helps.  Thanks.

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
Newsgroups: rec.aviation
From: peltz@cerl.uiuc.edu (Steve Peltz)
Subject: Re: What is Ground Effect?
Organization: Computer Based Education Research Lab - University of Illinois
Date: Wed, 2 Sep 1992 05:35:30 GMT

In article <Lyon_Jim-010992162652@130.252.133.166> Lyon_Jim@Tandem.Com
(Jim Lyon) gives a pretty good, long, explanation of ground effect.

Here's a simpler explanation that may be easier to grasp. As you're flying
along, the air in front of and below you is being pushed down. If it meets
up with the ground, it can't go anywhere so you get a slightly higher
pressure. This gives the wing more lift for the same angle of attack,
without increasing the drag as much (since the increase in pressure is
not general, just under the wing), thus decreasing the stall speed and
increasing the L/D ratio for any given angle of attack.

This doesn't really require bringing an acceleration of the Earth
into it, in terms of grasping the concept. I have to admit I'd never
heard that brought into the explanation before, though it makes sense.
After all, the increase in pressure has to come from SOMETHING pushing
back, in this case the Earth's momentum.
-- 
Steve Peltz
Internet: peltz@cerl.uiuc.edu	PLATO/NovaNET: peltz/s/cerl
Newsgroups: rec.aviation
From: tima@CFSMO.Honeywell.COM (Timothy D Aanerud)
Subject: Re: "Aero-car" from 1940's/1950's
To: rec.aviation
Posted-Date: Fri, 4 Sep 92 08: 17:46 cdt
Organization: Honeywell Commercial Flight Systems/Minneapolis Operations
Date: Fri, 4 Sep 1992 13:17:46 GMT
Received-Date: Fri, 4 Sep 92 08: 17:55 CDT

The January 1990 issue of Sport Aviation (pp 11-21) has an article on the
aerocars.  The first part is history, the second part is the story of an
individual who has an aerocar (N102D) now.

This article states that only six Aerocars were build, but one of them had
to be sacrificed on the high altar of the governments certifcation process.

From the Jan. '90 article:

    The EAA Aviation foundation owns the prototype, N4994P, Serial nmber 1

    The first production machine, N103D, Serial number 2 has been registered
    to a Los Angeles area resident for many years, but is shown as a sale
    reported" entry.

    N101D, Serial Number 3, is owned by Norton Aero Ltd, of Athol, ID and
    is occasionally flown in the air shows staged at the Silverwood
    museum/amusement complex each summer.

    N102D, Serial Number 4  The most famous of them all is now owned by Ed
    Sweeney who lives and hangars the aerocar at the Spruce Creek Residential
    airport complex near Daytona Beach Fl.

    In the late 1960s the remaining Aerocar I was brought back to the factory
    and remanufactured as than improved Model III Aerocar and is in Seattle.
    It is regisered as the Serial Number 1 Aerocar III N100D
-- 
We will get you there within       |           Timothy Aanerud
 2 NM/hr, 95% of the time...       |  Honeywell Commercial Flight Systems
                                   |      Makers of Laser Gyro IRU's
       N45 07.9  W93 16.6          |         tima@cfsmo.honeywell.com
From: rmt@pioneer.uucp (Richard Tweedie)
Newsgroups: rec.aviation
Subject: Re: Lost Arc:  Flying Wing
Date: 1 Sep 92 19:52:32 GMT
Organization: Network Equipment Technologies

The flying wing in "raiders" was made up IHMO, it did not really
resemble the german Horton designs.  In fact, with the anhedral
wing tips and pusher props, it more closely resembled one of the
early Northrop twin engine proof of concept machines.

Rich Tweedie
Newsgroups: rec.aviation
From: dlm@unislc.uucp (Dennis McCurdy)
Subject: Re: AM I CRAZY OR WAS THERE A 'SCREW UP' YESTERDAY
X-Newsreader: Tin 1.1 PL5
Organization: Unisys Corporation SLC
Date: Thu, 3 Sep 1992 15:58:11 GMT

Marshal Airborne Perlman (mperlman@nyx.cs.du.edu) wrote:
: Don't ask me where I heard it..I can't remember..it was either
: on the RADIO or in a DREAM <this sounds dumb, but I can't remember!>.
: 
: For some reason, the thought of a 747 <commercial> having a 'near miss'
: with a missle or 'high preformance top secret aircraft' <i.e. aurora?>
: comes to my  mind...don't know why!
: 
: I remember hearing it somewhere..but don't remember where...

Yup, it was the Aurora. I read about it in a recent Aviation Week (Leak?)
magazine. Several articles there, actually, about recent sightings of the
Aurora (or XB70-like) aircraft. One of them was about a near-miss with an
airliner.

: Marshal Perlman - Huntington Beach - California - USA - Earth - Milky Way

-- 
Dennis L. McCurdy          |
 dlm@unislc                |
 dlm@unislc.slc.unisys.com |
 (x4103)                   |