HDTenEightyP/NetNews huggingface dataset:
From: mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman)
Subject: Re: Long-EZ Gear Ups (was Re: Oshkosh significant happenings)
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Wed, 12 Aug 92 17:29:40 GMT

I know of 2 peopple who lost the nose gear in a EZ..both in Big Bear!

Also..have you seen the new PLANE AND PILOT...that plane on the cover
looks like it would be TONS of fun to own..not to mention it hauls ass!
--
==============================  *  Marshal Perlman               * DO
=-> mperlman@nyx.cs.du.edu <-=  *  Huntington Beach, California  * NOT
==============================  *  (Surf City, U.S.A)            * EAT
If you are unable to read, call 1-800-LEARN-TO-READ...
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: TRSA's
Date: 19 Aug 92 21:11:44 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> Huh?  OK, go to the AIM and
> check it out.  The AIM says generally that a TRSA is a area
> where stage III radar services are provided.  Pilots are encouraged
> to participate, but not required.

Yeah, you could fly through it.  Nothing happens. However if you are
going to land at the airport in the middle they can get a little testy
if you weren't talking to approach.  I don't know about the Syracuse
(or whatever TRSA) you are referring to.  Getting flight following
through the TRSA is not unreasonable.  I've never had them go crazy
vectoring or telling me to stay out.

-Ron
From: phil@eecs.nwu.edu (William LeFebvre)
Newsgroups: rec.aviation
Subject: Re: Second Solo - and a question
Date: 14 Aug 92 15:30:19 GMT
Organization: EECS Department, Northwestern University

In article <1439@seqp4.sequoia.com>, cantrell@seqp4.sequoia.com (Paul Cantrell) writes:

|> I'm a little surprised to hear people calling 360's and S-turns unsafe.
|> Aren't people practicing ground reference maneuvers? Whats so different
|> from practicing turns-about-a-point and S-turns-across-a-road from doing
|> these on final?

About 600 feet, 20 knots, and about 500 fpm on the VSI.  Not to mention
that guy in the tower telling you what to do and the plane in front of
you, the plane behind you, and the plane landing on a crossing runway.

Yes, I CAN do S turns and 360s (I had to to get my license, remember?).
And I probably would do them on final if I saw no other reasonable
course of action.  But with only 120 hours in the book, I am still
taking the attitude "why take unnecessary risks?"  Perhaps I am being
overly cautious.  And at my next opportunity, I DO intend to practice
these maneuvers at 70 knots, and AT ALTITUDE, and AWAY from an airport.
Once I know I can do them in that situation, I will feel comfortable
doing them in a high pressure, low altitude situation.

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: Northern Canada trip report
Keywords: Canada, trip, IFR horror
Date: 18 Aug 92 15:03:03 GMT
Organization: U. S. Naval Academy

In article <174@simsol.UUCP> jimm@simsol.UUCP (Jim Morris) writes:
!In article <1992Aug14.182424.16891@xn.ll.mit.edu!, olsen@xn.ll.mit.edu writes:
!! !Pull out the IAP's. Oh no, again 1990 two years out-of-date!
!! 
!! I recall seeing somewhere that, in a situation like this, you can ask
!! the controller to read you the entire approach procedure (in text
!! form) over the radio.  Can someone confirm or deny this?

!Yes, you can. I have done it. About two years ago I had left my
!approach plates at home to do a local VFR flight on a day that was good
!VFR weather in the afternoon when I departed.  Later a large deck of
!clouds formed over my home airport.  THe controllers were quite happy
!to help me.  I was red-faced.

!Waht they read me was the inbound heading, the ILS frequency, the MM
!frequency, etc. It took only about 30 seconds.

Glad to know this is all they read you, in fact it's what I could
confirm from the info I had in the up to date Canadian AFD and
the old plate. Makes me feel better about forgetting that you
could ask.

Dave Rogers
From: amazon@sgi.com (Stormwind)
Newsgroups: rec.aviation
Subject: Re: Flames (and bumper stickers)
Date: 18 Aug 92 20:08:16 GMT
Organization: X Industries, Heavy Weapons R&D

(Wiley Sanders) writes:
>Unfortunately, the obscene and harassing responses to Margaret's
>(and other women in other newsgroups) postings come through email, not
>in postings to the net. There's no way to kill those.

this is true.  one time emails can
be ignored, and repeat offenders can
usually be handled by informing their
sysadmin.  varied combinations of 
tactics ranging from posting the email,
to mailing the offensive person several 
dozen core dumps can work if the offender
does not cease and desist.

>This is a widespread problem that has driven several other women
>I know off the net entirely.

has it driven any men off i wonder?
there is a *distinct* tendency on
the net in general to patronize women, 
even to the extent of mailing them provocative
email (this is called "being a horndog
weenie" in some groups), or by being
critical of what they do.  part of it
is from the informal and anonymous medium
of text...many people who are jerks on 
the net are perfectly reasonable people
when you disconnect their keyboard.

>Let's see, don't you have to be of "good moral character" to keep
>your pilot's license? Would harassment by email be evidence of "bad
>moral character"? 

it would at least be evidence of improper
use of resources in certain cases.  for
instance, a Sun employee was recently fired
after repeatedly posting obscene and 
harrassing posts and sending email along
the same lines.  while you have a right to
your opinion, you may not neccessarily be
awarded the freedom to express it with the
resources of the people you work for.

>Hmm, let's hope those that harass are merely
>pilot wannabees and not REAL pilots themselves...

i hope so too.  i was flat out ASTOUNDED 
by how friendly and polite people at Oshkosh
were, and hope that it holds for the aviation
community at large.  i hope mpuckett comes
back; while i remain concerned about the 
safety of repeatedly flying a plane over 
angry loggers (diane fossey springs to mind),
i enjoy reading her posts.

			stormwind

			hell's amazon
From: cep@taligent.com (Christophe Pettus)
Newsgroups: rec.aviation
Subject: Re: Stupid Pilot Horror Story -- What I did
Date: 17 Aug 92 23:35:18 GMT
Organization: Taligent, a little subsidiary of two really big companies.

In article <1992Aug17.222920.1993@seas.smu.edu> doug@seas.smu.edu (Doug Davis) writes:
>In article <9208172005.AA13452@ucbvax.Berkeley.EDU> PJERN@CHGVMIC1.VNET.IBM.COM writes:
>>He did *NOT* ask me my name or for any other kind of identification.
>
>Given the state of the art in 800 number service they 
>could have logged the phone number from where you called.   
>
>From that they can obtain the billing address and the location of 
>said phone..

That's why I call from work.  The number listed is the main number of
the company, not the extension, so they've narrowed it down to about 300
(previous about 5,000) people ...
--
-- Christophe

"Be calm.  Look cute."
Newsgroups: rec.aviation
From: geoff@peck.com (Geoff Peck)
Subject: Re: "remain clear of the ARSA..."
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Wed, 12 Aug 1992 18:52:18 GMT

There was much discussion about whether Nashua is or is not a satellite
airport with respect to the Manchester ARSA.

Well, let me describe how things work out here at Reid-Hillview, where the
ARSA has been designed to be just barely out of the way of the RHV ATA.

Whenever you get a "Straight-out departure approved, cleared for takeoff"
instruction from the tower, which might allow you to fly into the ARSA, they
append "remain clear of the ARSA" to the instruction.  It's not ambiguous
that way, and if you've got a question about it, it gives you a chance to ask
right then and there.  It's courteous, and perhaps a tad verbose, but it
works.

Again, my impression of Manchester Approach as relayed by all those netters
who wrote in is that they do need to meet some GA pilots and have some of the
concerns of the GA pilots given to them.  My impression is that Manchester's
traffic count barely justifies an ARSA.  Perhaps some pressure on them to
improve procedures would allow their traffic count to go up enough to ensure
that they hold their jobs...

Comparing the Manchester ARSA with the San Jose ARSA is rather amusing.  San
Jose has for several years solidly qualified for a *TCA*, based on traffic
counts.  One of the most staunch opponents of this change has been Bay
Approach!  They feel that they wouldn't be able to provide adequate service
without staffing and equipment improvements, and the equipment improvements
simply don't exist off-the-shelf.  Thankyouthankyouthankyou.

						Geoff
Newsgroups: rec.aviation
From: reece@eco.twg.com (Reece R. Pollack)
Subject: Re: Flying/Driving Habits
Reply-To: reece@eco.twg.com (Reece R. Pollack)
Organization: The Wollongong Group (East Coast Operations)
Date: Mon, 17 Aug 92 15:37:47 GMT


In article <Bt3ILE.920@chinet.chi.il.us>, pjern@chinet.chi.il.us (Phil Jern) writes:
|>Well, I never thought I'd have anything to post on this subject, but I
|>recently realized that I do have some crossover between flying and driving.
|>
|>One thing I caught myself doing while recently driving back to Indiana from
|>New Jersey was to continually scan the skies for traffic as I rolled west
|>on I-70.  It would take driving under a bridge to snap me out of it.
|>
|>The other thing I did was to reach for the flap handle coming down a steep
|>hill, while looking at the continuation of the street I was on, which
|>looked a little like a runway, for some reason:  I felt like I was too high
|>and needed some more flaps.  The sudden slowing of the car snapped me back
|>to reality :)

Try driving a car with the parking brake between the seats, and flying
a Cherokee with the flap handle in the same place. Through much of my
PP student days, I had an urge to extend the flaps after reaching the
parking space.

Somewhere I have a 10 page collection of "You know you've been flying
too much when..." anecdotes a friend of mine found in IFR magazine. My
favorite one goes something like this:

"The Captain of a major airline flight wearily walked out to his car
after a long cross-country flight. As he drove to the parking lot exit,
the car in front of him stopped at the exit gate. Immediately reacting
with skills bred from long hours in the cockpit, he hauled back on the
yoke in an attempt to climb, and promptly rear-ended the stopped car."

--
Reece R. Pollack
PP-ASEL -- Octopus Flying Club (based GAI)
Sporting a brand new High Performance endorsement!
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: DME Questions
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden
Date: Tue, 18 Aug 1992 22:07:53 GMT

In article <1992Aug18.173254.12947@eco.twg.com>, reece@eco (Reece R. Pollack) writes:
>|>2) Is the ID on the same carrier as the VOR signal?
>
>I don't believe so. There's an odd beast down in North Carolina called an
>NDB/DME (really!), and you sure can't ID that from a VOR carrier. DME is
>in the UHF band, and I think the ID is broadcast on the UHF carrier.

The DME id is transmitted on the DME frequency. When it is time for
the DME to send its id, DME operation is suspended and the id is
transmitted by sending pulses with a repetition frequency of 1350 Hz.

To Geoff: Perhaps the FAQ should include an explanation of VOR and DME
principles. Questions about this come up several times a year.
Especially DME is tricky enough that a complete explanation will be
long, and not many people know precisely how the DME system works.
-- 
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                         Fax: +46 8 751 72 30
Newsgroups: rec.aviation
From: derrell@kirk.retix.com (Derrell Lipman)
Subject: Re: Chart subscriptions / prices
In-reply-to: erik@tera.com's message of Tue, 18 Aug 1992 20:12:46 GMT
Organization: Retix, Santa Monica
Distribution: usa
Date: 19 Aug 92 10:30:46

In article <1992Aug18.201246.24781@tera.com> erik@tera.com (Erik Hedberg) writes:

> AOPA:	Sectionals currently $11.30/yr, will be $13.00/yr in October
> (800)872-2672 (800-USA-AOPA), enter "5" at the beep for chart sales
> 
> My FBO:	Single sectionals $5.50+tax = $5.95 or $11.90 per year
> 
> NOS:	Sectionals $22.00 for 2 years, TACs $12.00 for 2 years
> Orders: (301)436-6993 (VISA/MC).  Problems (800)638-8972.
> 
> I used to subscribe from Optima, then I moved.  I'm giving NOS a try.

I'd highly recommend the Air Chart system.  Air Chart sends you a set
of books that contain information from all WAC charts in the country,
ARSA and TCA charts, recommended mountain routes, and, one of the most
useful VFR charts I've seen: a special set of charts, not available
elsewhere (to my knowledge) which depict VORs with direct headings to
most other nearby VORs, making navigating extremely easy, even when
not on airways.  Air Chart also has an IFR book which contains all
low-altitude and area charts nicely combined into one book.  With the
IFR set, they ship NOS approach books, but they cut the top off of
them (the binding) and 4-hole punch them on top and provide a 4-ring
binder, so that you can easily leave the book turned to any particular
plate.

Each 56 days, Air Chart sends you a single sheet that shows all
changes since the beginning of the "year".  In the past, the "year"
has started in March, but I think it is about to change to May.  This
sheet that they send is a really easy way of updating charts.  Before
a flight (or while on a flight, when making unanticipated flight-plan
changes) just look at the update sheet for changes to your charts.
Major changes are indicated specially, and any changes can be written
right onto your charts.  I found updating to be much easier then with
Jeppeson,  although I do somewhat prefer the Jeppeson charts.

I don't remember the price for an Air Chart subscription, but it was
FAR less then a complete set of charts from anywhere else.  (The
question is, do you NEED a complete set of charts; with this system,
where they're all in a book, it's really easy to just have them
available, so when you decide to fly to oshkosh or fun-n-sun, or the
next rec.aviation flyin, you already have all of your charts ready.
--

--derrell    (derrell-lipman@retix.com)

Cogito Signum - "Consider the stamp"

	"Consider the stamp, my son, for its usefulness consists in
         its ability to stick to one thing until it gets there."

			Omega Phi Alpha motto.
From: jimm@simsol.UUCP (Jim Morris)
Newsgroups: rec.aviation
Subject: Re: Northern Canada trip report
Keywords: Canada, trip, IFR horror
Date: 16 Aug 92 19:27:31 GMT
Article-I.D.: simsol.174
Organization: Systems Simulation Solutions, Beaverton, OR

In article <1992Aug14.182424.16891@xn.ll.mit.edu>, olsen@xn.ll.mit.edu writes:
> >Pull out the IAP's. Oh no, again 1990 two years out-of-date!
> 
> I recall seeing somewhere that, in a situation like this, you can ask
> the controller to read you the entire approach procedure (in text
> form) over the radio.  Can someone confirm or deny this?

Yes, you can. I have done it. About two years ago I had left my
approach plates at home to do a local VFR flight on a day that was good
VFR weather in the afternoon when I departed.  Later a large deck of
clouds formed over my home airport.  THe controllers were quite happy
to help me.  I was red-faced.

Waht they read me was the inbound heading, the ILS frequency, the MM
frequency, etc. It took only about 30 seconds.
Newsgroups: rec.aviation
From: kaye@uniwa.uwa.edu.au (Kaye Stott)
Subject: Re: Flying/Driving Habits
Organization: University of Western Australia
Date: Tue, 18 Aug 1992 05:44:02 GMT

pjern@chinet.chi.il.us (Phil Jern) writes:
: Well, I never thought I'd have anything to post on this subject, but I
: recently realized that I do have some crossover between flying and driving.
:

The only cross-over I've noticed is quite a good one. I do a very good
lookout both left and right whenever turning (onto finals?), even
when at traffic lights and controlled intersections.

It may save me from someone running the lights one day.

Kaye
From: eldonb@hpubvwa.nsr.hp.com (Eldon Brown)
Newsgroups: rec.aviation
Subject: Re: soaring near Seattle?
Date: 19 Aug 92 18:16:19 GMT
Article-I.D.: hpubvwa.162980001
Organization: Hewlett-Packard Bellevue Sales

In rec.aviation, gamiddle@math.uwaterloo.ca (Guy Middleton) writes:

>    Are there any glider operations within about 2 hours drive of Seattle?
>    Thanks...

>   -Guy Middleton, University of Waterloo	gamiddleton@math.waterloo.edu
    		(+1 519 885 1211 x3472)		gamiddleton@math.uwaterloo.ca

Maybe some of the best!?

Try:
______________________________________________________________________________
S88     Airport
NAME   : ARLINGTON MUNI
CITY   : ARLINGTON
COMMENT: SEATTLE
LAT/LONG: [N48.097,W122.094] MAG VARIATION: -21 FREQ:  122.70 ALTITUDE: 137
Newsgroups: rec.aviation
From: mark@hpcvxmsr.cv.hp.com (Mark Rowe)
Subject: Re: Small crash / Chrokee Question
Reply-To: mark@hpcvlx.cv.hp.com
Organization: UDT-CV (ITO)
Date: Thu, 20 Aug 1992 18:21:13 GMT

In article <101820017@hpcvra.cv.hp.com>, Randy Stockberger writes:
> Just a quick question.  Nothing in your post told me that all five
> people were in the airplane.  Could some of the injured have been
> on the ground?

Or could one of the injured (hopefully not the fatality) been under
two years old and being held by one of the others?

Mark Rowe             email: mark@hpcvlx.cv.hp.com
Newsgroups: rec.aviation
From: ME.DMG@forsythe.stanford.edu (David Gaba M.D.)
Subject: Re: Scanner Recomendations.
Organization: Stanford University, California, USA
Distribution: usa
Date: Fri, 14 Aug 1992 04:35:33 GMT

In article <9208131729.AA11177@acf3.NYU.EDU>,
cruz@ACF3.NYU.EDU (Nancy Cruz) writes:
>Hi, I am interested in purchasing a scanner to pick up Air Bands.
>Can anyone recomend one.  I saw one made by Sony called IC-PRO-80 on sale
>for 319.00.  Has anyone had any experience with this model?
>
  While I don't have experience with this one, I do own a
Uniden handheld scanner (?"Bearcat").  I bought it at Best
Products -- a discount store -- it was about $199 I believe,
possibly even less.  It is pretty easy to use, has a 100 channel
memory, and except for a bit of a glitch it developed with the
battery (shows low battery even after deep discharge and recharge,
occasionally goes "out" but comes back on after off/on) it has
worked fine for over a year.  It is a lot cheaper than the
best price I ever saw for the Sony.

D. Gaba

P.S. -- Sorry I don't have more details about my purchase but
I thought you'd like to consider checking out another model.
Newsgroups: rec.aviation
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Canadian Customs
Organization: National Library of Medicine
Date: Mon, 17 Aug 92 14:00:28 GMT

In article <19920814.132639.414@almaden.ibm.com> martinl@torolab6.VNET.IBM.COM writes:
...about bringing a semi-automatic weapon into Canada
>
>Banned? Since when? I my guess is that you either had some exotic looking
>piece of hardware, or an ignorant customs officer, or a combination of the
>two. Personally, I have not had any problems taking my handguns back and
>forth over the border (with the correct paperwork), but I have heard some
>stories where people did, due to lack of training on the custom's part.

There also seems to be the same east coast-west coast dichotomy in Canada
that there is in the U.S.  Flying into Ottawa, we were directed to the
yellow customs "box" on the pavement and told to remain in the plane
till the agent arrived.  Flying into Victoria BC, the tower directed
us to park in the customs area and go inside to find the agent.  When
we did, this pleasant fellow said "You didn't bring any guns in, did
you?"  
Me:   "Uh, no, you can go out and look in the plane if you like."
Him:  "That won't be necessary.  You look like an honest man."  

It might be geography (the LaidBack Longitudes), but more likely it's
how far away from the corridors of policymaking a place is.  Same reason
the WWII nose art was a lot more, uh, flambouyant in the south Pacific.

Dan Masys
masys@lhc.nlm.nih.gov
From: jcs@bear.bt.co.uk (John C Sager)
Newsgroups: rec.aviation
Subject: Re: Principle of VOR
Date: 19 Aug 92 09:42:13 GMT
Organization: British Telecommunications plc

In <1992Aug18.220044.2704@sics.se>, lhe@sics.se (Lars-Henrik Eriksson) writes:

> The VOR carrier wave is modulated with two signals: One 30 Hz variable
> phase signal and one 9960 Hz subcarrier signal, which in its turn is
> modulated with the 30 Hz reference phase signal.

Modern Doppler VORs make the 30Hz carrier modulation the reference
and the 30Hz on the 9960Hz subcarrier the variable. The receiver
knows no different so it still gives the right answer.
Doppler VORs are supposed to be better at coping with local propagation
effects and require less maintenance.

John C Sager					Mail:	B67 G18, BT Labs
Email:	jcs@zoo.bt.co.uk				Martlesham Heath
Tel:	+44 473 642623					IPSWICH  IP5 7RE
Fax:	+44 473 637614					England
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: 5 in a 4 seater (was: Small crash / Chrokee Question)
Date: 21 Aug 92 21:29:50 GMT
Organization: Stratus Computer, Inc.

In article <ritter.714420975@claude>, ritter@claude.ma30.bull.com (Roger Ritter) writes:
>
> I recall seeing an airplane (or a recent flight report on one) which
> has only one seat belt for the two-person rear seat.  Is this legal,
> depending on when or how the airplane was certified?  It certainly might
> be -- 91.205 applies only to aircraft with a standard airworthiness
> certificate.

I can add a data point, not an FAA interpretation.  The New Standard
Mailplane which gives rides at Rhinebeck has a single lap belt for
both (or all 3 ???) front passengers.  I doubt that they could get away 
with giving rides for so many years if this was illegal.  

Now the question is whether that airplane is an original (in which case
it would have been certified under older regulations), or a replica
certified under the current regs.  I don't know the answer to that.  

I still like Amelia Earheart's philosophy: if the airplane goes up, you go
up, and vice versa.  Who needs seatbelts?

OK, OK... :-) , for the humorously challenged.

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
From: rh@craycos.com (Robert Herndon)
Newsgroups: rec.aviation
Subject: Re: Small crash / Chrokee Question
Summary: Another Cherokee W&B tale
Date: 21 Aug 92 05:52:37 GMT
Organization: Cray Computer Corporation

This story was related to me some time ago by persons forgotten,
most likely while hangar flying with my local A&Ps.

It seems that our original storyteller was sitting in the Hangar
Restaurant at Meadowlake, CO (00V) one day just watching the planes
go by, when a packed station wagon pulled up to a Cherokee across
the runway.  Seventeen (insert your own large number) Asians hopped
out, apparently including Mom, Dad, and lots of little and not-so
little ones, and crammed themselves into the plane.

As the last of the family crammed itself into the plane, the poor
Cherokee slowly settled back onto its tail.  (Instant tail-dragger
conversion!)

An argument apparently ensued, and ended with three persons climbing
into the station wagon and driving off.  The Cherokee, still with >
6 persons in it, started up, taxied out, and took off.  Barely lifting
off at the end of the (then) 4,150' runway.

All of this on a warm summer day, at an airport near 7,000' MSL...

Robert "Who says GA airplanes are over-designed?" Herndon