HDTenEightyP/NetNews huggingface dataset:
From: jon@csinc.UUCP (Jon Barber)
Newsgroups: rec.aviation
Subject: Re: maule M8, M7, M6(5,4)
Summary: structural problems, airframes??
Date: 12 Oct 92 18:42:12 GMT
Organization: Control Systems, Inc., St. Paul MN

In article <qsuuaho@zola.esd.sgi.com>, blean@rwb.esd.sgi.com (Bob Blean) writes:
> In article <BvvBMM.2r5@fc.hp.com>, billa@fc.hp.com (Bill Arnold) writes:
> |> Bob Blean (blean@rwb.esd.sgi.com) wrote:
> 
> |> If you are interested in a Maule, I really recommend getting their
> |> newsletter (you can get it from the factory).  My opinion ended up
> 
Do you have an address?

> |> being that the Maule is a fine airplane in terms of utility, but not
> |> so good in terms of finish, insurance, and maintenance.
> 
So I've heard/seen, too

> The utility is what caught my eye -- not "bush", but just general
> utility.  Did you come up with any rough idea on the insurance and maintenance
> costs compared to similar planes?                                  ^^^^^^^^^^^

While we're on the subject of Maules, I'd like to ask the collective
wisdom of the net a question.  I heard a rumor that the airframe of
pre-1986 (I think it's '86) Maule aircraft have experienced some
structural problems with the airframes.  Apparently it's something
to do with the way they're riveted or ...?  

My brother is looking to buy a 2 or 4 place taildragger, and has been
looking at Citabrias, Maules and SuperCubs.  The airframe issue came
up when he was speaking to the owner of a Citabria who had owned sev-
eral Maules in the past.

Are any of you aware of any substance to the rumor?  Do any of you
know where there's a decent taildragger looking for a new owner?

Any info would be greatly appreciated.

Jon
--
Jon Barber ( ...uunet!csinc!jon)
Comtrol Corp., (A Control Systems Company) St. Paul, MN 55113  612-631-7856

Newsgroups: rec.aviation
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: Trun indicators - possible danger
Organization: Technical University of Berlin, Germany
Date: Wed, 14 Oct 1992 12:29:04 GMT

In article <9210131941.AA01064@tecnet1.jcte.jcs.mil> davehyde@TECNET1.JCTE.JCS.MIL writes:
> In article <12OCT199210323622@vxcrna.cern.ch> Mike Cohler
> <cohler@vxcrna.cern.ch> writes:
> 
> <Stuff deleted>
> 
> >and therefore recovery from any spin, erect or inverted, can be achieved
> >by reference to the turn indicator to select which foot to push on
> the rudder.
> 
> Interesting sort of trivia to note follows:  The slip/skid ball will _not_
> indicate direction of a spin.  If it does, it's purely by coincidence.  If the
> spin axis passes through the airframe, the ball will move to the side of the
> race that is closest to the outside of the spin.  So...the ball position in a
> spin depends on the location of the gauge with reference to the spin axis.  In
> general, if the indicator is on the right of the panel, the ball will go right.
> 
>  If left, goes left.  Think about it.  Confusing, huh?

Yes, but he was talking about the turn *indicator* needle, not the
turn *coordinator* ball, and that is controlled by an (electrically
driven :-) gyro; it does indicate the direction of the turn, no matter
where it is positioned.
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de
From: Janet_Hutchinson@mindlink.bc.ca (Janet Hutchinson)
Newsgroups: rec.aviation
Subject: Re: Vancouver information, please
Date: 13 Oct 92 03:46:12 GMT
Organization: MIND LINK! - British Columbia, Canada
Distribution: world

Hi, my name is Susan Hutchinson, I am an x Air Cadet from North Vancouver. I
have my glider pilots licence, and may of my friends fly, both commercially
and for leisure. I thought I could be of some help with things to do in
Vancouver.  If you are flying in from the states, I don't know if you would
want to go into Vancouver International.  It depends on how large your plane
is!!  Ha! Ha!  There are a few smaller Airports.
Janet Hutchinsonie. Boundary Bay, Abbotsford, Pit Meadows etc.  All these do
not have a landing charge.  I believe Vancouver lets few small aircraft in,
and its very busy.  Vancouver is very nice.  There are many things to see and
do.  Hope you have a good trip.




save

.

From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Date: Wed, 7 Oct 1992 13:48:39 GMT
Subject: Re: Flying/Camping the Sierras: Grass Valley / Tahoe
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

In article <1992Oct1.062441.12117@peck.com>, geoff@peck.com (Geoff Peck)
writes:
>In article <18rotjINN84k@sol.usc.edu> barney@sol.usc.edu (Barney Lum) writes:
>> Thinking back to all the discussions about density altitude,  I don't
>> recall any wisdom on the use of flaps and ideal airspeed.  Any general
>> (or particular to cessna/piper) advice out there in that respect?
>
>In general, for high density altitude takeoffs with adequate runway, I
>suggest no flaps and a speed relatively close to sea level Vx (not sea
>level Vy).  Vx and Vy converge at the aircraft's absolute ceiling, with
>relatively little change in Vx.  If downdrafts are a significant factor, a
>higher airspeed may be required to get yourself out of the sink -- even if
>it means a temporary loss in altitude.
>

We also teach this in the Colorado Pilots Association mountain flying course.
You should also consider creating a Vx and Vy vs. altitude chart.  The speeds
vary enough that you could get into serious trouble at high density altitudes
if you don't use the correct one.  If your POH doesn't have the complete data
for this (many don't), consult Barry Shiff's Proficient Pilot book for help.
You should also have one for maneuvering speed vs. gross weight.  Va varies
more than 20 knots over the normal operating weight range in our airplane.

Bill Standerfer
Newsgroups: rec.aviation
From: awtron@strawber.princeton.edu (Andrew Tron)
Subject: Re: GTE CONTEL DUAT new features
Followup-To: rec.aviation.ifr
Originator: news@nimaster
Organization: Princeton University
Distribution: na
Date: Wed, 7 Oct 1992 17:30:22 GMT

In article <2230@usna.NAVY.MIL> dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
>In article <BvptG9.HBw@news.cso.uiuc.edu> frye@cerl.uiuc.edu (G. David Frye) writes:
>!In article <1992Sep30.182012.30051@europa.asd.contel.com! system@gnd1.wtp.contel.com writes:
>!!Furthermore some "undocumented" features you may use in decode -
>!!
>!!o Enter dept/dest airport pairs (i.e JFKBOS) to get a listing of preferred
>!!	routes available on the system.
>!
>!I tried this just now and couldn't get it to work, in regular decode or
>!extended decode.  Specifics?
>
>I tried this and it does work with reqular decode. Just another data point.
>I like it.
>

I tried it as well, and it seems to work, but only for published preferred
routes.  For example, I sometimes fly between Robbinsville, NJ (which is
under the authority of McGuire Approach, or WRI) and Hanscom Field (which
is under the authority of Boston Approach).  So when I decode BOSWRI I
get the preferred routes, but when I try to decode WRIBOS I get nothing.
Sure enough, my Jepps contain a preferred route from Boston to McGuire
but none from McGuire to Boston.  I guess they figure that anybody who
flies from the Boston area to the McGuire area would be so enamoured of
the place that they wouldn't want to leave :-)

Now I attended a briefing given by a DTC representative a couple of months
ago in which they said that one of their long-term projects was to make
unpublished preferred routes available online.  This would be great, but
the representative basically said "don't hold your breath" when I asked
him when this feature would be available.

Currently, the only way I know to obtain unpublished preferred routes is
to phone the ATC facility that would give you your initial clearance.
Not even your local FSS has complete information about unpublished
preferred routes (much to the consternation of a flight service specialist
who was at the aforementioned briefing).  I suspect that getting hold of
the data may be a major problem in trying to put unpublished preferred
routes online.

Followups redirected to rec.aviation.ifr.
-- 
-------------------------------------------------------------------------------
Andrew Tron at Princeton University  | awtron@strawber.Princeton.EDU
And of the living ... none, not one who truly loves the sky
Would trade a hundred earth bound hours for one that he could fly.
From: exumfs@exu.ericsson.se (Mark Steph)
Newsgroups: rec.aviation
Subject: Re: Class III medical exam
Date: 8 Oct 92 20:42:07 GMT
Reply-To: exumfs@exu.ericsson.se
Organization: Ericsson Network Systems
X-Disclaimer: This article was posted by a user at Ericsson.
              The opinions expressed are strictly those of the
              user and not necessarily those of Ericsson.

In article <199210061920.AA03525@tuna.wang.com> DAVID.CARACAPPA@OFFICE.WANG.COM ("David N. Caracappa") writes:
>Yesterday, when my wife went for her Class III medical, the doctor did a
>breast exam (among other things).  We could not think of any flight medical

One medical examiner I've used always does a check for hernias.  I couldn't 
find anything in the FARs to require this either.  I also am quite sure one could
fly a plane safely with a hernia, if necessary.
---
Mark Steph              | Like a rare and precious metal Beneath a ton of rock
exumfs@exu.ericsson.se  | It takes some time and trouble 
(yes, .se *is* in Texas)| To separate from the stock
PO Box 833875, MS L-05  | You sometimes have to listen to A lot of useless talk
Richardson, TX 75083    |      -Neil Peart, "Grand Designs"
Newsgroups: rec.aviation
From: aboyd@quantum.on.ca (Andrew Boyd)
Subject: Re: Vancouver information, please
Date: Fri, 09 Oct 92 13:09:43 GMT
Organization: Quantum Software Systems

In article <1992Oct9.030951.13523@jupiter.sun.csd.unb.ca> q1hl@jupiter.sun.csd.unb.ca 
(Nameless CS Student) writes:
>Oh, BTW, the CFS is published every 56 days, and is available from
>most places selling Canadian maps (which you'll also need).  They
>run about $25 (US) for single issues, and include every airport and
>heliport in Canada in one *thick* book.

You can consider yourself extremely virtuous if you actually have
an up-to-date CF$ ... very very very few VFR-only pilots have a
$ub$cription to the CF$.  At over $100/year, generally only IFR 
pilots will have a current CFS.  EMR so far has resisted splitting
up the CF$ into two or three more reasonably sized (and priced)
airport directories (say east, west and north), probably because 
there may be substantial cross-subsidization going on (how many 
people actually fly up to Kuujjuarpik?)

As far as buying a canadian VNC (VFR Nav Chart - think sectional),
at $15 a pop, few pilots up here have a current one, either ... and
it appears to be a popular post-initial-IFR-checkride ritual to turf 
out all your VFR charts :)

Some VFR-only pilots up here use the much less expensive US sectionals,
which offer pretty good coverage, as long as you aren't flying to
Kuujjuarpik (call me a coward, but I'm hesistant to fly to places that
I can't pronounce - are they going to speak english?  The other languages 
I'm fluent in aren't frequently spoken :)

----
#include <std.disclaimer>
Xref: sparky rec.aviation:16714 rec.aviation.piloting:151
From: hchong@netcom.com (Hoi Chong)
Newsgroups: rec.aviation,rec.aviation.piloting
Subject: Re: Heard On The Air
Date: 17 Oct 92 02:29:27 GMT
Distribution: na
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

From article <1992Oct16.142032.20973@cbnews.cb.att.com>, by tel@cbnews.cb.att.com (thomas.e.lester):
> In article <MerQCh200WB80d3aoo@andrew.cmu.edu> Jeffrey Dunkle <jd5f+@andrew.cmu.edu> writes:
>>," had seen the person flying the plane in the coffee shop "
> 
> 
> 
>  Wow, that was either one hell of a coffee shop or an awfully small plane !!

I think he meant to say model airplane (he, he, he).

Just got my 2nd SOLO, and authorized to fly solo whenever I wanna.  Watch
out San Jose. 
Newsgroups: rec.aviation
From: seymour@stein.u.washington.edu (Richard Seymour)
Subject: Re: Crew coordination
Organization: University of Washington, Seattle
Date: Thu, 15 Oct 1992 00:38:21 GMT

In article <9210081227.AA00360@tecnet1.jcte.jcs.mil> davehyde@TECNET1.JCTE.JCS.MIL writes:
>My wife is starting to talk about flying with me much more frequently.  Anyone
>out there got any thoughts on crew coordination?  I.e, what type of things do

and check out the local 99'ers Right Seat  course...

(there's also a book (not associated with the 99'ers, i believe) on
 what a right-seat person can do... especially in an emergency...)
--dick

Newsgroups: rec.aviation
From: david@infopro.com (David Fiedler)
Subject: AirLifeLine Needs Pilots (please read; regular posting)
Organization: "InfoPro Systems: Writers, Consultants, and Dragons"
Distribution: usa
Date: Mon, 12 Oct 92 23:30:05 GMT

                      ATTENTION PRIVATE PILOTS

               Do *You* Want to Make a Difference???
                 A difference in someone's life?  

That is what AirLifeLine is all about.  

We are a non-profit charitable organization of almost 600 private pilots 
nationwide who donate their time, skills, fuel and aircraft to fly 
medical missions. AirLifeLine pilots have flown over 5,000 missions 
since we began in late 1979, logging over 2,000,000 air miles in service 
to humanity. Our missions include the time-critical transport of medical 
cargo such as whole blood, blood platelets, heart pacemakers, eye 
corneas, human organs for transplantation, and mother's milk -- the only 
source of nutrition that some children's digestive systems can tolerate. 

In addition to the cargo missions, the vast majority of AirLifeLine 
flights involve medical travel for ambulatory patients (no stretcher 
cases) needing treatment or diagnosis at a hospital a distance from 
home. These patients, both adults and children, are able to walk and 
must have their stable physical condition verified, in writing, by their 
doctor. The normal one-way distance for a mission is 500 miles or less. 
All AirLifeLine missions are referred by or screened through a medical 
agency. 

All expenses incurred for flying medical missions are used as itemized 
charitable tax deductions by our pilots. Each year, missions are 
verified by our national office and the pilots determine their 
individual flying costs. 

There is a CRITICAL need for private pilots in your state. The national 
office is receiving frequent calls from medical agencies, on behalf of 
local families who have been devastated by a serious illness or injury. 
Won't you please utilize your skills and love of flying to make a 
positive difference in someone's life? 

If you own or have access to an aircraft, have flown a minimum of 200 
hours as PIC and would like to help, please call or write the National 
AirLifeLine office for a pilot information packet. The benefits general 
aviation pilots give to mankind, through AirLifeLine, are impressive. 
Through the end of October 1991, 640 missions were flown so far this 
year logging 241,199 miles in humanitarian service. Contact AirLifeLine 
and become a part of our team. 

AirLifeLine, 1716 X Street, Sacramento, CA 95818, phone 916-446-0995
-- 
David Fiedler    UUCP:{netcomsv,utoday}!infopro!david               AIR: N3717R
"The future is tekon."   Internet: david@infopro.com or david@utoday.com 
USMail:InfoPro Systems, PO Box 220 Rescue CA 95672 Phone:916/677-5870 FAX:-5873
From: Charlie_Gibbs@mindlink.bc.ca (Charlie Gibbs)
Newsgroups: rec.aviation
Subject: Re: Vancouver information, please
Date: 10 Oct 92 00:25:00 GMT
Organization: MIND LINK! - British Columbia, Canada
Distribution: world

In article <1992Oct9.030951.13523@jupiter.sun.csd.unb.ca>
q1hl@jupiter.sun.csd.unb.ca (Nameless CS Student) writes:

>In article <1992Oct8.172247.28035@javelin.sim.es.com>
>kmcdonal@javelin.sim.es.com (Kevin McDonald) writes:
>>Well, here we go, the first trip outside the United States.  We'll be
>>heading up to Vancouver in a little over a week but I don't know
>>anything about the place.

[detailed description of Boundary Bay deleted]

>Another airport in the area is Pitt Meadows, but it is significantly
>farther from the city of Vancouver, so I'll not bother with all the
>information on it.  There is *too* much to see in Vancouver....

     Actually, it might be easier to get to Vancouver from Pitt
Meadows than Boundary Bay, which, relatively speaking, is out in
the middle of nowhere.  Pitt Meadows is probably just as close to
downtown Vancouver (east instead of south) and the surrounding
area is more built up.  I don't use public transit much, but I
suspect that it'd be easier to get downtown from Pitt Meadows.
(Besides, I'm based there, and I might as well put in a plug for
my home field. :-)

     The one catch with Pitt Meadows is the lack of customs.
You'd have to clear somewhere else first, such as Boundary Bay
or Abbotsford.  Each is 10 or 15 minutes from Pitt.  Abbotsford
is the alternate for Vancouver for the big boys; it has an
8000-foot runway with ILS, and its elevation of 190 feet gets it
out of the fog that every few winters can shut down everything
else in the area for days.

>                                 This airport has the distinction
>of being the busiest VFR airport in Canada, with over 140,000 VFR
>movements per year.

    Back in days of yore, Pitt Meadows held this honour.  I think
they were topping 200,000 movements per year, but that was before
the economy went strange.  I haven't been given number 8 downwind
for a long time.  :-)

Charlie_Gibbs@mindlink.bc.ca
"I'm cursed with hair from HELL!"  -- Night Court

Newsgroups: rec.aviation
From: twilson@alfred.carleton.ca (Tom Wilson)
Subject: Re: Any comments about the El Al crash?
Organization: Carleton University
Date: Thu, 8 Oct 1992 13:57:14 GMT

One scenario was suggested here that the inboard engine failed,
emitting particles which were ingested by the outboard engine behind
it, causing it to fail.


-- 
Dr. Thomas C. Wilson         Telephone: 613-788-2600 - Ext: 3910
Carleton University (SSR108) Ottawa, Canada  K1S 5B6      
E-Mail: twilson@ccs.carleton.ca
(Usual disclaimers apply)    CompuServe: 71610.2247@compuserve.com
Newsgroups: rec.aviation,rec.aviation.student
From: flamm@email.tuwien.ac.at (Hartwig FLAMM)
Subject: Re: <None>
Organization: Technical University of Vienna
X-Newsreader: Tin 1.1 PL3
Distribution: world 
Date: Fri, 16 Oct 1992 13:09:29 GMT

wd@cs.tu-berlin.de (Wolfgang Diestelkamp) writes:
: In article <1992Oct15.185632.55@front.se> per@front.se writes:
: 
: > All (or most?) of the member states of ICAO recognize each others
: > Private Pilot Licenses. In some cases (e.g. Sweden) no paperwork is
: > needed, in some (e.g. USA) you immediately get a local PPL based on
: > your foreign PPL.
: 
: All this is really ridiculous and makes you laugh at the authorities. What
: is the difference between someone flying a C172, N1234P, in Germany, compared
: to flying C172, D-EJGT, also in Germany ?
: Sad ...
: -- 
: Wolfgang Diestelkamp
: 
In Austria you have to own an Austrian PPL to fly OE-registered planes.
Foreigners can't get an Austrian PPL (sorry Americans but you forbid
it), but everyone can get an equivalenc licence. It is granted for all 
ratings except IFR and instructing. There is an temporary equivalence,
that can be gotten on every airport and some airfields. You will get 
this one instantly but it is only valid for 3 month.
The standard equivalence (Anerkennungsschein) requires about 2 weeks
bureaucratic processing, but is valid like your own license.
 
-- 
--------------------------#>  Nec Aspera Terrent  <#------------------------
Hartwig FLAMM                                        flamm@edvz.tuwien.ac.at
Dep. Supercomputing                                       (+43) 1 58801 5823
Academic Computing Services                           Wiedner Hauptstr. 8-10
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: Vancouver information, please
Date: 9 Oct 92 19:00:02 GMT
Organization: U. S. Naval Academy

In article <1992Oct8.172247.28035@javelin.sim.es.com> kmcdonal@javelin.sim.es.com (Kevin McDonald) writes:
!Well, here we go, the first trip outside the United States.  We'll be
!heading up to Vancouver in a little over a week but I don't know
!anything about the place.
!
!The only airport I am aware of is Vancouver International Airport but
!the good gen av accommodations are usually at the smaller, well, gen av
!airports.  Any recommendations?


Vancouver International is not busy and has good GA facilities. However,
be aware that there is a $CN 25 landing fee (each time). Transport
Canada will bill you after the fact. The FBO's don't collect it.
We've been in there and were quite happy.

Dave Rogers
From: brecher@pyramid.unr.edu (Steve Brecher)
Newsgroups: rec.aviation
Subject: Re: What Constitutes "Cross Country"
Keywords: Cross Country,X-country,Legal
Date: 10 Oct 92 15:28:41 GMT
Reply-To: brecher@pyramid.unr.edu (Steve Brecher)
Distribution: na
Organization: still disorganized in Reno, NV

In <BvM1KB.33J@access.digex.com>, stephens@access.digex.com
(John Stephens) asks

> What legally constitutes a cross-country flight?
> 
> ... For the Private ticket, X-country flights must include a landing at an
> airport at least 50 miles away.  For the IFR ticket, at least 50 hours of
> solo X-country time must have been logged, etc.

For the instrument rating, the requirement is 50 hours of cross-country as
pilot in command -- not necessarily solo.

> I can't find a clear, unqualified definition of X-country -- one that
> applies to logging time as X-country time after the Private or Instrument
> ratings have been obtained.  Is there one? ... Do you have to 
> actually LAND at a second airport ..., or does a missed approach (in IFR
> conditions) count?

For the (airplane) private and commercial certificates and for the
instrument rating, a certain amount of time is required on flights of more
than 50 nm with a landing (not just a missed approach) at an airport other
than that of origin.  This is spelled out separately in each of the
experience requirements for the aforementioned certificates/rating.  For
the ATP certificate, the nature of the required cross-country experience
is unspecified.

There is no definition of cross-country "in general," apart from the
requirements for the specific certificates and ratings.  For the
cross-country column in one's logbook, there is no FAR analogous to 61.51
which specifies what may be entered in the PIC column.

In sum, prior to obtaining your commercial certificate and instrument
rating, you should keep a record of all your "more than 50 nm" flights.
Beyond that, the only "offical" reason to care about logging cross-country
is the ATP experience requirement.  (Use caution, my own interpretation of
the FARs follows.)  Since the nature of that requirement is unspecified,
any reasonable criterion may be used.  E.g., a flight to another airport,
no matter what the distance, might be counted as cross-country; remaining
in the pattern at the original airport would not.  However, for myself I
prefer to continue to log as cross-country only "more than 50 nm" flights
even though I have more than enough such flight time for the commercial
certificate, just to provide some uniformity to that column in my logbook.


--
brecher@pyramid.cs.unr.edu (Steve Brecher)
From: bj679@cleveland.Freenet.Edu (Jay Weston)
Newsgroups: rec.aviation
Subject: Tiger Moth Missing Person
Date: 8 Oct 1992 14:17:37 GMT
Organization: Case Western Reserve University, Cleveland, Ohio (USA)
NNTP-Posting-Host: hela.ins.cwru.edu


I'm trying to locate Stuart Hawkins, a Tiger MOth person of
Australian persuasion.  Any help will be appreciated.
aa002@freenet.carleton.ca
-- 
Jay Weston