HDTenEightyP/NetNews huggingface dataset:
From: jav@mccall.com
Newsgroups: rec.aviation.misc,rec.aviation
Subject: Ordering duplicate medical certs
Date: 8 Jan 93 21:41:40 GMT
Organization: The McCall Pattern Co., Manhattan, KS, USA

Hello,

I misplaced my medical certificate recently, and had to order a duplicate
from the FAA. Just in case this information is of interest to anyone...

You need to mail in a request, with a form you get from the FSDO and a
check for $2.00. It took just over 2 weeks from the day I mailed in the
form until I got the duplicate back.

If the two weeks wait is not acceptable, you can call them at 405-954-4821
and request a faxed copy. This copy is only good for 60 days, so you still
need to mail in the request, but at least you don't have to stay on the
ground until the dupe comes in.

Cheers,

Jav
From: mtc@hpcc01.corp.hp.com (Mark Cousins)
Date: Thu, 7 Jan 1993 17:18:19 GMT
Subject: Re: Aviation Weather (Was Re: ASRS CALLBACK # 163 (December, 1992))
Organization: HP General Systems Division
Newsgroups: rec.aviation.misc

In rec.aviation.misc, philf@xymox.palo-alto.ca.us (Phil Fernandez) writes:

>The controller would respond to each call with, "the field is now
>below VFR minimums, will you be requesting a Special VFR departure?".
>Several pilots said, "ummmm, I'll call you back."  They each called
>back about 30 seconds later saying, "sure."  Odd...

That's getting pretty bold on the controller's part, if you ask me.  The
strongest "prod" I've heard is "the field is below Basic VFR minimums, say
intentions."

Mark
--
Mark Cousins                Hewlett-Packard Co.        mtc@hpsemc.cup.hp.com
HP-UX VAB programs    19055 Pruneridge Ave., MS 46T5
(408) 447-4659             Cupertino, CA  95014          FAX: (408) 447-4364

Newsgroups: rec.aviation.misc
From: ritter@claude.ma30.bull.com (Roger Ritter)
Subject: Re: FCC regs for revealing radio communications 
Organization: Bull HN Informations Systems Inc.
Date:  4 Jan 93 21:47:36 GMT

cab@col.hp.com (Chris Best) writes:

>So, if I happen to miss an ATC instruction, my instructor is PROHIBITED 
>from telling me what they said?  And if I report icing or turbulence,
>they are PROHIBITED from passing it on to other pilots?  

>Something tells me this isn't quite right...

Correct, this isn't quite right.  The FCC (*not* FAA) regulation prohibits
a person from passing on information overheard on the air for gain.  It
does not prohibit a party directly involved in the communication from
passing the information on.  So, ATC can pass on your icing report since
they are a party to it (you reported the icing to them).  Similarly, your
instructor can tell you what ATC said since he's in the aircraft the
transmission was directed to.  If you overheard another airplane reporting
icing, you could pass that on to your instructor, as long as you are not
paid for the information.

Take the above with a large-size grain of salt, since I'm not up on my
FCC regs anymore.  However, I believe it to be essentially correct (and
I won't mention anything about my two cents' worth, to avoid the hint
of receiving gain from this transmission :-).

-- 
Roger Ritter N1FZZ (R.Ritter@ma30.bull.com) PP-ASEL, AGI
1946 Luscombe 8A N71983 "Rocky"
Sheep do not so much fly as plummet!        NH CAP: Profile 49
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.misc
Subject: Re: ASRS CALLBACK # 163 (
Date: 6 Jan 93 17:25:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

  > .                Out comes the graph paper and a pencil as you decode
  > .all this stuff and draw your picture.  Why do we have to do this?  Why
  > .can't we request such an analyzed product that includes all the
  > .specials, mash a button and see it on a screen?

Because there are zillions of different hardware configurations that are
going to be used, and nobody has bitten the bullet and defined a rigid
spec for a display protocol which will be reasonably hardware
independent.  And because there's no "right" answer as to what to
display, and how to display it.

So you display a trend for the last n! hours.  What does that indicate
about the conditions an hour or two later?  Practically nothing.
Display a surface map, check where the fronts are, and maybe you know
something more.  And that's something that most briefers are capable of
doing.

Don't get me wrong!  I'm all for making more information available, and
in better forms.  But that's not going to be a realistic replacement for
a good chunk of weather savvy on the pilot's part.  Anybody that's going
to do flights outside their local area needs to become sufficiently
familiar with weather patterns so that they can PROPERLY interpret the
information they get.

        D/
---
 . QMPro 1.0 41-3345 . Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
From: cab@col.hp.com (Chris Best)
Newsgroups: rec.aviation.misc
Subject: Re: One of my "heard on the air" postings in IFR unattributed
Date: 4 Jan 1993 21:01:33 GMT
Organization: your service
NNTP-Posting-Host: hpctdke.col.hp.com

> Actually, it's the other way around. According to the Communications Act
> of 1934, the Ham Bands are one of the 'few' places where this prohibition
> is not in effect. On most other bands, including Aircraft, this prohibition
> is in effect.

----------

So, if I happen to miss an ATC instruction, my instructor is PROHIBITED 
from telling me what they said?  And if I report icing or turbulence,
they are PROHIBITED from passing it on to other pilots?  

Something tells me this isn't quite right...
Newsgroups: rec.aviation.misc
From: ginsberg@t.Stanford.EDU (Matthew L. Ginsberg)
Subject: Re: Conversion of Ratings
Organization: Computer Science Department, Stanford University.
Date: Mon, 11 Jan 1993 16:29:24 GMT

In article <WD.93Jan11104601@sam.cs.tu-berlin.de> wd@cs.tu-berlin.de (Wolfgang Diestelkamp) writes:
>It's better than that: You go to any FAA office, present your license
>and medical (*), convince them that you speak English (otherwise you'll
>have a restriction: 'valid only for flights where English is not required)
>and instantly get a temporary license, good for 6 weeks I think. After
>about this time, you'll receive a permanent license at your home adress.
>The whole thing cost me nothing.
>Your license will state that it is 'based on and only valid when accompanied
>by' <license # of state>, and that 'same restrictions apply', and also
>that it is 'not valid for agricultural use'. But generally you won't
>have any problems.

In general, you *do* have problems.  Your American license will only
be valid if you have a current *British* medical, and if you have the
stamp you need in your logbook every 13 months saying you're still OK.
An American medical or BFR is absolutely irrelevant.

The bottom line is that this deal is generally good for continuing your
private privileges for about a year -- while you get an American ticket.

Believe me, I know.  I went through the process checking every which way
from Sunday but had to get an American license ...

						Matt Ginsberg

Newsgroups: rec.aviation.misc
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: Cuba rescue flight
Organization: National Library of Medicine
Date: Tue, 5 Jan 93 19:22:04 GMT

In article <1icavgINN6ap@mirror.digex.com> stephens@access.digex.com (John Stephens) writes:
>However, I'm sure that no "sanctions" will hit
>either pilot.  The Cuban airline pilot was not flying a
>US-registerd aircraft, and therefore not subject to ALL FAA rules,
>just those involved in flying within US airspace.
>
>Now, CUSTOMS, that's another story!!! Just you try and land
>without a 2-hour advance notification!!!!!
>
In an interesting twist of foreign vs. domestic policy, a Cuban pilot
landing unannounced and seeking refuge will be treated with greater
respect and protection than a US citizen landing unannounced.  Congress
passed specific legislation protecting Cubans seeking asylum, whereas
a US citizen will likely be presumed to be a criminal, subject to broad
authorities of search and seizure.  Go figure.

Congress apparently agrees with Pogo that they have met the enemy and
they is us.

Dan Masys
masys@nlm.nih.gov
From: al@qiclab.scn.rain.com (Alan Peterman)
Newsgroups: rec.aviation.misc
Subject: Re: "Jumpy" Static System
Date: 7 Jan 93 17:04:04 GMT
Organization: SCN Research/Qic Laboratories of Tigard, Oregon.

Another thought (sleeping on problems does that) came to me..

Lets say we have a small ice/snow chunk in the line inside the
plane.  As you climb it needs to move "out" the static post
and blocks it.  On descent it is moved avay from the port
(or other line constriction like connectors) and allows air
to flow smoothly.  Sorta a makeshift  flapper valve.  Could
explain the problem being unidirectional.


-- 
Alan L. Peterman                                 (503)-684-1984 hm & work
                       al@qiclab.scn.rain.com
It's odd how as I get older, the days are longer, but the years are shorter!
From: ark@alice.att.com (Andrew Koenig)
Newsgroups: rec.aviation.misc
Subject: Re: Cuba rescue flight
Date: 5 Jan 93 15:33:52 GMT
Article-I.D.: alice.24556
Reply-To: ark@alice.UUCP ()
Organization: AT&T Bell Laboratories, Murray Hill NJ

In article <1993Jan5.030516.4723@arbi.Informatik.Uni-Oldenburg.DE> Christian.Kuehnke@arbi.informatik.uni-oldenburg.de (Christian Kuehnke) writes:

> Faking? According to what you said, the copilot has been hijacked,
> definitly!

Well, the airplane went where the pilot in command wanted it to go.
In what sense is it a hijacking?
-- 
				--Andrew Koenig
				  ark@europa.att.com
Newsgroups: rec.aviation.misc
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Multi-Engine Training
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 12 Jan 93 20:46:22 GMT

In article <JONT.93Jan11135606@ml.harlqn.co.uk> jont@harlqn.co.uk (Jon Thackray) writes:
>
>There are no exceptions for the mixture rule in twin training, (other
>than when the plane is still on the ground (EFTO)), the instructor
>still reduces the throttle to simulate an engine failure. The only
>difference is that he/she will shield the throttle/pitch/mixture
>controls from your view until you have correctly identified the failed
>engine and controlled the resulting situation (using rudder, pitch and
>aileron, but not engine controls yet).

Hmmmmm,  here in the colonies, I've experienced most engine cuts with
the instructor shutting off the fuel selector.  Out of view of the
student, this seems to be the most realistic means of simulating
engine failures.  Mixture cuts are used by instructors when *IMMEDIATE*
failure is required, such as during the initial takeoff roll.  You
want to simulate the engine failure before the airplane has any
appreciable speed (for safety reason) say < 30 MPH.

>Apart from this, accident
>statistics still suggest that engine failures in twins still cause
>more crashes than in singles (ie the probability of a crash given an
>engine failure in a twin is higher than in a single, despite the fact
>that a twin should never crash from an engine failure assuming it can
>produce positive climb on one engine).

I do not know where you read your statistics, but many "experts" claim
that such statistics are unavailable since uneventful single-engine
landings do not require accident/incident reports.  Of the light
twins that DO crash, it is true that percentage wise, a greater number
are fatal due to either loss of control, or the higher stall (and
impact) speed afforded the larger airplane.

Kerry
Newsgroups: rec.aviation.misc
Subject: Re: FCC regs for revealing radio communi
From: Steve_Wright@kcbbs.gen.nz (Steve Wright)
Date: 12 Jan 93 04:14:51 GMT
Organization: Kappa Crucis Unix BBS, Auckland, New Zealand

In New Zealand this is governed by the 'Secrecy of correspondence act' which
basically means you can't make commercial use of information that wasn't
intended for you.
sw
From: lhe@sics.se (Lars-Henrik Eriksson)
Newsgroups: rec.aviation.misc
Subject: Re: Article copying.
Date: 7 Jan 93 08:50:17 GMT
Organization: Swedish Institute of Computer Science, Kista

In article <ZomywB2w165w@major.panix.com> dos@major.panix.com (Dave O'Shea) writes:
   ... I remember attending a seminar on
   computers and copyright law, where an attorney indicated something along
   the lines of, "if the author doesn't take steps to protect his work,
   then it can be considered public domain".. Or did I misunderstand?

I believe the U.S. ratified the Berne convention rather recently. From
what I've understood, the (c) sign or some other measure was necessary
to get copyright protection in the U.S. before that.
--
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.misc,rec.aviation.piloting
From: reece@eco.twg.com (Reece R. Pollack)
Subject: Re: NORDO Fun 'n Games
Reply-To: reece@eco.twg.com
Organization: The Wollongong Group (East Coast Operations)
Date: Mon, 11 Jan 93 19:05:31 GMT


In article <C0oJEE.6sw@plato.ds.boeing.com>, prang@plato.ds.boeing.com (Ron Wanttaja) writes:
|>Guess I'll never know.  The lesson here is the same as ever:  Keep your eyes
|>open and your brain hot when in the pattern of an uncontrolled field.
|>Don't trust your life to the radio speaker.

This goes even when everyone's got a radio. Since I got my instrument rating
I've been spending a closer-to-normal amount of time in the right seat, flying
with my buddy Jake. Without PIC responsibility, I've had a lot more time to
sightsee, and I've seen some things that scared me pretty badly.

In the last two months, I've twice seen two aircraft on final, both times
vertically separated by maybe 100ft. Another time Jake and I were in the
pattern at FDK, and as we turned final another plane appeared from nowhere
on a straight-in just below us. In each of these cases, one of the airplanes
was announcing position but the other one was neither talking nor listening.
At the most recent airport safety meeting, the saftey councillors made a
plea for people to LOOK and LISTEN, as well as talk.

Remember, the only excuse for not seeing another airplane is IMC, and even
that won't look good on a toombstone.

--
Reece R. Pollack
PP-ASEL-IA -- Octopus Flying Club (based GAI)
Newsgroups: rec.aviation.misc
From: baltes@cpsc.UCalgary.ca (Hansjorg Baltes)
Subject: New AVIATION BBS in Calgary,Alta
Organization: The University of Calgary
Distribution: rec.aviation.misc
Date: Mon, 11 Jan 1993 18:02:17 GMT

Hi,
I setup an aviation BBS for calgary. I hope it gives people interested in
GA a chance to get into contact. The system can be reached under
(403) 282 0167. Login as guest and send me mail for an account.

I would also be interested in contacting other aviations BBS's.

Attached is a little introduction:

Hi, this Jacky your friendly sysadmin speaking.

Since you are a first time user, here are a couple of pointers
for using this system.

1.) Purpose: The purpose of this system is to provide a forum
for discussion of general aviation and aviation in Calgary
in particular. 
Using this system you can:
 a.) read/post USENET newsgroups. (USENET is a network of over
     1,000,000 millions computers linked together world wide)
 b.) send email to anyone with an account on the USENET.
 c.) All rec.aviation articles are archived on this site.
 d.) It provides a local newsgroup rec.aviation.calgary for
     local discussions.
 e.) down/upload aviation related material such as gifs (pictures),
     flightplans, model airplanes. The prefered format for this
     is .gif,.jpg for pictures and postscript for printouts.
 f.) Provide access to a real UNIX system. All the standard
     stuff is installed, but new software is continously
     tested out. At the moment gcc, emacs, latex, ghostscript.

2.) How much does it cost?
It costs me $30 a year at the moment. I hope to get this money
back through donations. If not, I'll be disappointed.

3.) Who can get an account?
In principal anybody. However, if you try to break into the system
or something similar, I'll terminate your account. This also holds
true for people breaking the netiquette by sending racist, abusive
email messages. The major reasons for getting an account are to
be able to send/rec personal email and to be able to keep track of
un/read articles.

4.) How do I get an account?
mail jacky, telling me your name, the login name you want (< 8 chars),
and a passwd, if you already know it. I'll then set up an account
for you. Next time you call, you'll be able to use your login name
(as login AND as passwd) to login.

5.) If I am on the system while you are logged in, I might try
to chat to you. You'll see a message like:

Message from Talk_Daemon@transam at 10:00
talk: connection requested by jacky@localhost
talk: respond with: talk jacky@localhost

In this case (or if you want to initiate a conversation),
just exit the program you are currently running and type:

% talk jacky or
% talk jacky@localhost

at the shell prompt.

6.) Please use "logout" once you're done. Simply hanging up
the phone is not very polite.

%logout

To just play around with the system now, use mail and news to
send mail and read news. "mail jacky" to send me mail requesting
your own account.

Have fun.

	Jacky



Newsgroups: rec.aviation.misc
From: frank@rover.uchicago.edu (Frank - Hardware Hacker - Borger)
Subject: Re: Well, it was bound to happen to me eventually...
News-Software: VAX/VMS VNEWS 1.41    
Reply-To: frank@rover.uchicago.edu
Organization: Joint Center for Radiation Therapy
Date: Wed, 6 Jan 1993 17:13:00 GMT

In article <48160005@hpgrla.gr.hp.com>, joell@hpgrla.gr.hp.com (Joel Larner)
 writes...
>Yup, I can't tell you how many times I have been taxiing with someone behind
>me, and I look up for the rear-view-mirror.
> 
	Gee, I always thought that was why the flight attendants had to open
	the curtains during takeoff, (so the pilot could use the mirror.) 

   Frank R. Borger - Physicist    __       Internet:  Frank@rover.uchicago.edu
Michael Reese - Univ. of Chicago |___      Phone : 312-791-8075 fax : 567-7455
  Center for Radiation Therapy   | |_) _   When My Love Comes Back From The
                                   | \|_)  Ladies' Room, Will I Be To Old To
    "Birthplace of Softball"          |_)  Care? - song by Lewis Grizzard
From: rcm@Apple.COM (Robert Charles Monsen)
Newsgroups: rec.aviation.misc
Subject: Re: Well, it was bound to happen to me eventually...
Date: 11 Jan 93 23:04:40 GMT
Organization: Apple Computer Inc, Cupertino, CA

> Well the reverse has happened to me.  Approaching the let down point at the
> end of a long cross country: "What the hell happened to that gearshift?!"

One strange illusion that I had several times when doing my IFR training
was on the drive home after a lesson. I would be on the freeway, toodling
along, and suddenly have a feeling that my 'instruments' weren't responding 
to my control inputs. The speedometer wasn't changing when I changed lanes,
indicating a vaccuum failure...

Bob Monsen
Orion Network Systems
Berkeley, Ca.
From: Kevin@lemoore.ati.com
Newsgroups: rec.aviation.misc
Subject: Re: Article copying.
Date: 10 Jan 93 10:30:24 GMT
Reply-To: Kevin@lemoore.ati.com
X-Mailer: uAccess - Macintosh Release: 1.6v2


> 
> That's my understanding.. but I remember attending a seminar on
> computers and copyright law, where an attorney indicated something along
> the lines of, "if the author doesn't take steps to protect his work,
> then it can be considered public domain".. Or did I misunderstand?
> 
From what I have been told and have read this is correct. In fact, there
have been companies who have lost the copyright to their name for a
particular product because others had used the name  without the company
ever taking steps to stop them. A couple of other interesting changes as
well. It used to be that only one person would be fined for the abuse --
the person most directly responsible. Now, anyone who had a part can be fined and fined for each occurance
of the copyright violation. 

*********************************************************
*  Kevin Kurtz				 *  Pam Kurtz	            *
*  Lemoore Elementary School *  Pamela@lemoore.ati.com  *
*  Kevin@lemoore.ati.com     *                          *
*********************************************************
*                    Lemoore, California                *
*                      (209) 924 - 3470                 *
*                   Fax: (209) 924 - 5975               *
*********************************************************
From: jhayward@neumann.une.edu.au (Jason Hayward)
Newsgroups: rec.aviation.misc
Subject: Pedal power
Date: 9 Jan 93 05:12:57 GMT

Looking for information/ names of books etc, on Pedal powered 
airplanes, such as the Gossamer Albatross, and Gossamer Condor.
Materials used, specifications also welcome.
Please reply by e-mail.
jhayward@neumann.une.edu.au

Newsgroups: rec.aviation.misc
From: Christian.Kuehnke@arbi.informatik.uni-oldenburg.de (Christian Kuehnke)
Subject: Re: Cuba rescue flight
Organization: University of Oldenburg, Germany
Date: Tue, 5 Jan 1993 03:01:33 GMT

spenny@sw.stratus.com (Steve Pennypacker) writes:
>Nope.  For those who haven't yet heard, the captain and passengers got the 
>copilot out of the cockpit and restrained him, and another pilot who
>"happened" to be on board took over the right seat.  They got the plane 
>safely to the US by faking a hijacking.  At least that's what the paper said.

Faking? According to what you said, the copilot has been hijacked,
definitly! No tanks on the runway? No police investigation? Strange
world!

Greetings,
Christian-- 
- Snail   : Christian Kuehnke/Hartenscher Damm 65/2900 Oldenburg/BRD -
- Internet: Christian.Kuehnke@arbi.Informatik.Uni-Oldenburg.DE       -
- Bitnet  :            249923@DOLUNI1                                -
<* For CIA grep: bomb, spy, attack, socialism, panama, cuba, grenada *>
Newsgroups: rec.aviation.misc
From: dannyb@panix.com (Daniel Burstein)
Subject: Re: FCC regs for revealing radio communications
Organization: Panix, NYC
Date: Wed, 6 Jan 1993 00:51:24 GMT

regarding the attached posting:  Afraid I don't have my "communicatins act
of 1934 as amended" booklet at hand, but there is some sort of allowance
for information related to weather for ships at sea, or something similar,
in which the person eavesdropping -may- use and re-distribute it.

I'll try to dig up the language, but if it's as I recall, then an icing
report might very well be considered disclosable.

<dannyb@panix.com>

In <1icipnINNdnk@hp-col.col.hp.com> cab@col.hp.com (Chris Best) writes:

>> >Something tells me this isn't quite right...
>> 
>> Correct, this isn't quite right.  The FCC (*not* FAA) regulation prohibits
>> a person from passing on information overheard on the air for gain.  It
>> does not prohibit a party directly involved in the communication from
>> passing the information on.  So, ATC can pass on your icing report since
>> they are a party to it (you reported the icing to them).  Similarly, your
>> instructor can tell you what ATC said since he's in the aircraft the
>> transmission was directed to.  If you overheard another airplane reporting
>> icing, you could pass that on to your instructor, as long as you are not
>> paid for the information.

>----------

>A good answer.  I figured it was probably something like this, but
>I couldn't put my finger on it.

>Applause, also, for seeing my real point, through an apparently 
>facetious question.