HDTenEightyP/NetNews huggingface dataset:
From: rmiller@i88.isc.com (Richard J. Miller)
Subject: Re: Ropes and gliders
Organization: INTERACTIVE Systems Corporation, Naperville, IL
Date: Thu, 13 Aug 1992 20:57:57 GMT

>From: mvore@access.digex.com (Michael Vore)
>Wing Runner??  In our club the standard operations include a signal-man 
>at the towplane.  (S)He is to signal the tow-pilot as to the condition 
>of the line and the speed to take up the rope.  SOme clubs do not do this
>with possibly the wing-man signaling all-out to the tow-plane when only
>'dead slow' was the _only_ proper signal.  
>
>- mike
>
>From: pilla@cbnewsi.cb.att.com (michael.a.pilla)
>...
>A few weeks ago, I was observing a new tow pilot I was just
>setting loose.  The ground ops person dragged the rope towards
>the glider, BUT the tug end became jammed.  Basically, the
>glider was virtually in the center of the runway (another
>thread :-) while the tug was off the side, pointed toward the
>glider and able to see incoming traffic.  By pulling the rope
>towards the glider,the Schweizer ring literally became jammed
>over the release *arm* (other descriptions have been given
>for the glider end, usually the same, but inverted on the tug
>end.)
>
>Fortunately, I saw this and corrected it, but I remembered how I
>had been trained to ensure that at least three feet of rope
>proceeded straight back from the tug before "aiming" toward the
>glider.
>...
>
>Mike Pilla

yup, wing runner, defined as someone who can TALK DIRECTLY to the glider
pilot, who can hook up the glider, assure that the rope is ok (no knots,
not wrapped around something, etc.), help the pilot close the canopy,
assure that guests and visitors are clear of the gliders path on both
sides, assures that the traffic pattern is clear (how much can either
pilot see behind the aircraft just at the point of launch?) and CAN BE
SEEN by the tow pilot so that signals can be passed.

this allows the pilot to get things fixed quickly (cushions, passengers,
canopies, insects, initial ground track), allows better handling in
cross winds, keeps the ship level if it is carrying water (several ships
REQUIRE this!), allows MUCH simpler communication with the tow pilot
(how much of the glider can the tow pilot ever see in any case and forget
radios on the ground! club ships seldom have a truly reliable radio),
and can greatly improve the efficiency of a launch operation.

but you MUST train them! a novice wing runner in a strong cross wind is
more dangerous than none at all.

Rich Miller
ex-Schempp-Hirth Discus JBX and
ex-Rolladen-Schneider LS-4 TQ
rmiller@i88.isc.com
From: hale@hpfcso.FC.HP.COM (Bill Hale)
Newsgroups: rec.aviation
Subject: Re: Re: Metro-III flight questions
Date: 18 Aug 92 20:36:44 GMT
Organization: Hewlett-Packard, Fort Collins, CO, USA


They're awful alright.  They're the only commercial airplane that I
use my Bose headset on as a passenger ;-).

The Garretts are usually run at 100% torque unless the temperatures are
too high; with an optional RPM reduction only for lower noise.  Sounds like
they didn't pick the option!  Noise is MUCH worse if you are sitting by
the props.  I noticed the same thing in an F-27.  Just deafening.  All that
horsepower is going somewhere.

On the same subject, have you noticed that in all these turboprop commuters
they go fast until about 1/4 mile from the threshold, then hang out the drag?
Everyone is suddenly leaning forward.  I guess they lose money most slowly if
they are going fast!

+Regards, Bill Hale;  hale@hpfclm.FC.HP.COM   [hplabs|hpfcla]!hpfclm!hale
+Thru ether-K0QA; In ether-BE33 N33HP CFIAIME A&P; Twisted pair 1-303-229-3037
+Snail: c/o HP UTD MS73 3404 E Harmony, Ft Collins, CO 80525 Incoming:40 44.2N
+105 33.1W; Pictures 303-299-6441    M1 bigot
Newsgroups: rec.aviation
From: doug@alliant.com (Doug Bloomberg)
Subject: Re: MD88 ice detectors
Organization: Alliant Computer Systems Corp.
Date: Wed, 12 Aug 1992 15:49:52 GMT

In article <1992Aug11.175317.3450@ncrcae.ColumbiaSC.NCR.COM> hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488) writes:
>       A friend of mine was recently flying as a passenger on an MD88.
>He noticed a small (6 inch) lanyard in a yellow triangle placed closed to
>the fuselage. He asked the aircrew what was the purpose of this device.
>The response was that they were for ice detection. Does anyone know how
>these devices work?

Yep, pretty easy. A mech climbs a ladder, attemps to move the lanyard.
If it moves its not frozen.

I asked a buddy of mine who is a MD-80 Captain about these some time ago.

The MD-80 vs the DC-9 has much larger fusalage fuel tank approx 26,000lbs
and each wing carries about 6,500 lb of fuel. Due to wing flex ect (his
words not mine) op proc. call to burn off the fusalage tank first then
the wing tanks. The lanyards you see are over the inboard end of the
wing tanks.

Now why have them, Usually there is some amount of fuel left in the
wing tanks after landing, more if a good tail wind develops.
This fuel is super chilled (its -40F or lower at cruise altitudes). When
the MD-80 is refueled the super chilled fuel will come in contact with the
upper surface of the wing (mixing with just pumped in fuel will warm it some
but it may still be far below 32F freezing point for water). 
In certain conditions humidity or rain can condinsate and freeze. My friend
says the warmest that has been recorded and having a frozen wing was 87F.

If you remember last year a Swedish MD-80 went down due to ice ingestion.

Doug Bloomberg  (doug@alliant.com)
Littleton, CO

RV-6 Builder
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Donations or help needed by school.
Keywords: Instructional donations desperately needed.
Date: 23 Aug 92 15:32:06 GMT
Distribution: usa
Organization: Rutgers Univ., New Brunswick, N.J.

It occurs to me that most of us have these sectionals that go out of
date multiple times a year and donating them to the schools sounds
like alot better than papering the walls with them.  Especially for
charts covering the local area.  Perhaps one of the local FBO's would
put a box in for pilots to "contribute" the obsolete for navigation
only charts (perhaps a few would through in an E6 too).

-Ron
From: brecher@pyramid.unr.edu (Steve Brecher)
Newsgroups: rec.aviation
Subject: Re: ATC communications (was Re: "remain clear of the ARSA...")
Date: 19 Aug 92 20:15:53 GMT
Reply-To: brecher@pyramid.unr.edu (Steve Brecher)
Organization: still disorganized in Reno, NV

In <6S2NBCXX@cc.swarthmore.edu>, jeremy@cs.swarthmore.edu (Jeremy Brest)

> How often do you hear ATC deviate from standard phraseology?
> Fortunately, all the time.

I've not heard (or perhaps not noticed) such deviations by ATC.   What
instances of deviations from standard do you hear all the time?

--
brecher@pyramid.cs.unr.edu (Steve Brecher)
From: tetsuji@rai.juice.or.jp (Tetsuji Rai)
Newsgroups: rec.aviation
Subject: Re: Principle of VOR
Date: 20 Aug 92 11:12:31 GMT
Organization: Rai's home in Tokyo

In article <1992Aug19.180043.17630@sics.se> lhe@sics.se (Lars-Henrik Eriksson) writes:
>In article <1992Aug19.113026.1013@rai.juice.or.jp>, tetsuji@rai (Tetsuji Rai) writes:
>>In article <1992Aug18.220044.2704@sics.se> lhe@sics.se (Lars-Henrik Eriksson) writes:
>>[Brief VOR description omitted]
>
>>  Thank you.   I got some reply-emails, but they differ in some points(and
>>so does yours..) and I'm at a loss.   But your explanation seems most 
>>reliable..   How are those signals modulated ??
>
>The main carrier wave is amplitude modulated, the 9960 Hz subcarrier
>is frequency modulated. My description was of a basic VOR transmitter.
>A doppler VOR works in a different way, although the aircraft VOR
>reciever can't tell the difference.
>

Thank you!  I've got that all !

>I take this opportunity to again recommend a very good book on
>avionics principles, which is where I have learnt most of this stuff:
>
>"Aircraft Radio Systems" by J. Powell. Pitman Publishing Inc/Ltd, ISBN
>0-273-08444-5.
>
>My copy is the first edition from 1981. It covers aircraft audio
>systems, HF and VHF COM, VOR, ILS, ADF, DME, Decca, Omega, Loran, SSR,
>Weather radar, Doppler, Radio altimeters and RNAV all in great detail.
>Mode S transponder, sattelite navigation and MLS are covered very
>briefly, since these systems were just beginning to appear when the
>book was written. I don't know if there is a more recent edition.
>-- 
  This will be my help, but I'm not sure I can find it in Japan....

---
RRR              Tetsuji Rai    tetsuji@rai.juice.or.jp
R  R   aaa   i    5-12-21, Toyotamakita, Nerimaku, Tokyo 176, Japan
RRR   a  a   i   voice: +81-3-3557-3936   fax: +81-3-3993-0323
R  R  aaaaa  i
Newsgroups: rec.aviation,sdnet.general
From: schneide@scubed.com (Steve Schneider)
Subject: Re: Need Info on Miramar NAS Airshow
Organization: S-CUBED, A Division of Maxwell Labs; San Diego CA
Distribution: ca
Date: Thu, 13 Aug 1992 17:00:55 GMT

In article <16cij4INNiqn@network.ucsd.edu> brian@ucsd.edu (Brian Kantor) writes:
>bruceh@fps.com (Bruce T. Hill) writes:
>>Anyone have any tips for a first time attendee with two small children?
>
>Feed them to the lions.

Not a bad idea.  Last year I went to the Edwards air show with my 
girlfriend and her two kids (2 and 4 years old at the time).  It was
their first airshow and they actually did pretty well until the 
Thunderbirds started to fly...

Just as the T-birds started making their passes the 2 year old managed
to pour half a bottle of sun screen into her hands and promptly started
rubbing it into her eyes -- and then started screaming her lungs out.
Mom was off someplace looking for shade and water at the time.

Needless to say I didn't get to see the T-birds in action. :-(
Kids have the most wonderful sense of timing. :-|


Steve "What is that awful man doing to that poor little girl?!" Schneider


-- 
_______________________________________________________________________________
Stephen Schneider                    S-CUBED                3398 Carmel Mtn Rd.
schneide@scubed.com              (619) 587-7295             San Diego, CA 92121
Newsgroups: rec.aviation
From: doug@seas.smu.edu (Doug Davis)
Subject: Re: Stupid Pilot Horror Story -- What I did
Organization: SMU School Of Engineering and Applied Science
Date: Tue, 18 Aug 1992 01:06:53 GMT

In article <Bt5Iuu.Cqn@taligent.com> cep@taligent.com (Christophe Pettus) writes:
>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 ...

If your work telephone system supports what is called in telephony "SS7"
then your extention (or direct dial number) could be recorded as well.. 
This works for those on ISDN and some other modern telephone systems as well.

SS7 is a signaling protocol used for communications between various
telephone company boxes. Among other things, it provides what is 
called "calling party identification."


For further reading :-) I point you to the comp.dcom.telecom archives
at (I think) mintaka.lcs.mit.edu.


doug
From: gt9989a@prism.gatech.EDU (John Martin Chapman)
Newsgroups: rec.aviation
Subject: Cherokee crash - Answers
Date: 20 Aug 92 21:31:28 GMT
Organization: Georgia Institute of Technology

First thanks for all the response to my question.  Second, I found out the
true cause of the crash.  All five were adults - so that was the physical 
cause (at least in my opinion, no NTSB report made yet).  The real cause was
this - the pilot was a student with 7 hours in his logbook. This is what
my Physics Prof. would call stupid squared.   I myself have 8 times the 
amount of training this guy had and I'm not yet qualified to go sightseeing
with passengers (though I could, but I won't).   Unfortunately the pilot
is going to have to live with the death of his friend on his conscience
for the rest of his life.

John
 
-- 
John Martin Chapman
Georgia Institute of Technology, Atlanta Georgia, 30332
uucp:	  ...!{decvax,hplabs,ncar,purdue,rutgers}!gatech!prism!gt9989a
Internet: gt9989a@prism.gatech.edu
Newsgroups: rec.aviation
From: bullock@watson.bms.com (JOAN BULLOCK)
Subject: Re: Why not a bi-winged sailplane??
News-Software: VAX/VMS VNEWS 1.4-b1  
Organization: Bristol Myers Squibb Pharmaceutical Research Institute
Date: Tue, 18 Aug 1992 19:42:00 GMT

In article <1992Aug18.164424.13691@eplrx7.es.duPont.com>, Mark Milbourne 
<milbouma@esvax.dnet.dupont.com> writes...
> 
>I have been wondering if a bi-winged design would be feasable for a
>sailplane.   
..
>Adequate separation of wings might be a problem, since modern sailplanes
>typically have minimal fusealage height.  


Interesting concept.  I'm not an aerodynamicist - not even a glider pilot, but 
intuition says you may have answered your own question above.

However, why not a _tandem_ biplane?  As in a canard and it's cousins.

OK, you aerodynamics people, as a fellow netter is fond of saying, inquiring 
minds want to know.



Joan Bullock
Warrior N2227Z
bullock @bms.com


Newsgroups: rec.aviation
From: aero@neptune.ecn.uoknor.edu (Aero Student Account)
Subject: Re: Goodyear Blimp
Organization: Engineering Computer Network, University of Oklahoma, Norman, OK, USA
Date: Fri, 14 Aug 1992 17:31:57 GMT

[Talking about Goodyear blimps]

AFECU@CUNYVM.BITNET (Aron Eisenpress) writes:
>And it says there are four Goodyear blimps.

The blimp that was in Houston left sometime last year.  Does
anyone know if a replacement was based somewhere else, or
is the fleet now down to three?

--------
Jonathan A. Bishop
jabishop@uokmax.ecn.uoknor.edu

"Yippee!  That may have been a small one for Neil,
 but it was a big one for me."
                            --Pete Conrad
Newsgroups: rec.aviation
From: carlson@linac.fnal.gov (Kermit Carlson)
Subject: Re: I give up...
Keywords: Cundy 
Organization: Fermiland, Batavia, IL
Distribution: na
Date: Thu, 13 Aug 1992 16:23:06 GMT

In article <BsxHA5.JvD@world.std.com> anderson@world.std.com (Dave Anderson) writes:
>
>From yesterday's Boston Area Forecast synopsis section:
>
>  SC FA 121345 AMD 2
>  
>  SYNOPSIS...09Z CDFNT EXTDG FROM NS ACRS CAPE COD AND DELMARVA PEN
>  TO SWRN NC AND NRN MS WILL MOV SLOLY EWD THRU 03Z. SFC RDG BLDS
>  SLOLY EWD ACRS AREA TO W OF FNT. ...CUNDY...
>  .
>  
>Excuse me, but, qu'est-ce que c'est un "CUNDY"?  
> 
   
   ...CUNDY...   name of the person who prepared the ammended
synopsis.

                                            Kermit  W9XA
                                            Cessna N51411



Newsgroups: rec.aviation
From: jkf@Franz.COM (Sean Foderaro)
Subject: Re: So what' so great about Nut Tree?
Organization: Franz Inc., Berkeley, CA
Date: Fri, 14 Aug 1992 23:45:15 GMT

 To me what make the Nut Tree interesting is that it is the airplane
equivalent of the Interstate restaurant/gas/gift shop complex.  
[Since it is next to Interstate 80 this isn't too surprising, however it
is clear that people arriving by air are 'more welcome' than those arriving 
by car (e.g. a free ride on the train).] 
 If airplanes for personal transportation really had caught on and
practically everyone had one, then there would be Nut Tree like complexes
all over the place.  However, I've never seen anything like it anywhere else.
The demand never materialized.  For this reason alone it is 
worth visiting at least once.

-sean
From: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation
Subject: Colored Airways (was: Trip report to Alaska)
Date: 23 Aug 92 07:13:47 GMT
Organization: Geoffrey G. Peck, Consultant, San Jose CA

In article <1992Aug23.033220.29090@seq.uncwil.edu> cosper@seq.uncwil.edu
(Kit Cosper) writes:
> Actually there is 1 in the lower 48 I know of, G-13.

There appear to be three more in the "lower 48", an Amber, a Blue, and two
Greens:

A016 AP/ 23840 23839 WC
B003 ANI ANV JNR OAY HHM OQK
G013 OUC HI// ZOLMN MQI
G015 SMA ANV VTR

And, for Alaskophiles (?!), here's the list of non-Victor, non-Jet airways up
there, all 27 of them, Amber, Blue, Green, and Red:

A001 ZP MOCHA 18436 SIT SPARL OCC ATAGA CAPEM CORVA EGGER HBK 18428 CMQ
     PARCK PTI FXW VTR JNR FDV
A002 DB 18424 AES DJN
A002 CUN EAV CHIPS VIR
A003 EAV 20489 PVQ
A004 EAV UMT PVQ
A006 CQR 20489 UMT VIR
A015 WACAL 18438 ICK SQM CGL HNS 18431 DB 18424 AES DJN
A015 CUN CQR PVQ OLI
B012 VTR BZP HHM
B025 HBK SHOPE GLA DJN
B026 CUN FTO BTI
B027 RWO AK/ OSE SMA FDV HHM
B028 PR 18439 ICK SIT
B037 SQM EEF T$ SPARL
B038 EEF CHILL HNS 18432 COALE
B040 HNS 18433 PJ
B079 ZP 18437 ICK
G006 SMA ANI
G007 GAM FDV OAY BZP 18446 BIRCH NENAS CUN
G008 SYA NUD DUT MORDI CD SAFKO 21711 CRACK AK/ COPPS CMQ GLA 18422 AES
G009 OSE SCALP
G010 CD SAFKO 21711 PDN WIDTH RWO
G012 AK/ PDN HBT CD
R039 OSE ANI VTR MHM ICW
R050 AIX OSE ANV BZP BCC CUN
R051 SQM SIT
R099 AK/ ILI COPPS ACE

OK, now, does someone know why there are four different colors for airways?

						Geoff
Newsgroups: rec.aviation
From: mvogel@sirius.UVic.CA (Mark  Vogel)
Subject: Flying to Oregon: Questions.
Reply-To: mvogel@sirius.UVic.CA (Mark  Vogel)
Organization: University of Victoria, Victoria, BC, Canada
Date: Thu, 20 Aug 92 01:03:20 GMT


I am planning a trip to Eugene, Oregon or thereabouts from Victoria, B.C. to 
fulfill the 300 nm x-cntry requirement of my commercial pilots license.

The thought is to maybe clear customs in Portland and investigate a
gigantic bookstore I hear resides in that city, then on south, possibly to
Eugene or some suitably distant destination.  I would like to spend two nights
in Oregon, preferably camping.

I'm looking for any wisdom out there on:  busyness/appropriateness of Portland
International as a way into Portland ... friendly FBO's (free tiedowns? cheap
gas?) ... transportation in Portland ... suitable airports near Eugene in
terms of things to see and tolerance of camping there or nearby, a cool little
town with or without a lake nearby would be nice, get the barnstorming angst 
out of my system ... in lieu of camping, cheap hotels ... any landing fee 
stress ... any other information about this area anyone would care to share.

Not ashamed to admit poverty, the key for me is maximum fun at minimum cost.
At $92/hour (Can) hobbs, the club's 182 will eat mightily into my pocket during
any ground or air delays or extra stops, thats why clearing customs in 
Portland would be ideal, saves an additional stop.


Thanks in advance.


-- 
___________________________________________________________________________
Mark Vogel                                |       Elec. & Comp. Engr. Dept.
Graduate Student                          |         University of Victoria
Internet: mvogel@sirius.UVic.CA           |         Victoria, B.C., Canada
From: joe@oilean.islandsw.com (Joe McGuckin)
Subject: Re: THE GOOSE
Organization: Island Software
Date: Fri, 14 Aug 1992 05:14:24 GMT

Where's it going?

-joe
-- 

Joe McGuckin             joe@islandsw.com
Island Software    	 oilean!joe@sgi.com
(415) 969-5453
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Commercial and Military Simulators
Date: 17 Aug 92 21:49:53 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

>        On a side issue, what happens to the military simulators when
> aircraft are removed from service? 

The University of Maryland used to have (maybe they still do) an old
simulator for some millitary jet in their Aeronoautical Engineering
department.  They gave "rides" in it on the engineering open house.

-Ron
Newsgroups: rec.aviation
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: RE: Glider Instruction
News-Software: VAX/VMS VNEWS 1.41    
Organization: European Organization for Nuclear Research, CERN
Date: Fri, 21 Aug 1992 16:17:00 GMT

Posted for someone who cannot get net access:

>From:   DXMINT::"Christopher_Sullivan.SBD-E@rx.xerox.com"
>To:     vxcrna::cohler
>CC:
>Subj:   Locked on the brakes
>
>Mike,
>
>We had a similar accident a few years ago at the Cambridge club when we were
>still at Duxford, with someone who managed to freeze on the controls on the
>approach and put the glider onto the M11 (amazingly without major injury or any
>damage to passing traffic).
>
>It was thought at the time that the P2 was sitting sufficiently far back in the
>seat that they could 'lock out' their elbow, i.e. get their arm straight out,
>whilst holding the stick, making it virtually impossible for the P1 to override
>them.
>
>We now always make sure that if the P2 is at all on the short side (should I
>say 'vertically challanged' to keep in with the politically-correct-speak
>lobby? :-) ), that they have enough padding behind them
>
>a) So that they can reach everything, especially the release
>b) So that they cannot lock out their elbow on their 'stick' arm
>
>Of course, it must be fairly firm padding, otherwise they will disappear
>backwards into it on a winch launch, which would be fairly exciting for all
>concerned!
>
>Worth considering...?
>
>Post to the net if you like (I can't)
>
>Chris Sullivan

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
From: pressley@oac.hsc.uth.tmc.edu (Thomas A. Pressley)
Newsgroups: rec.aviation
Subject: Re: Gliding instruction
Date: 20 Aug 1992 02:52:52 GMT
Organization: UT Health Science Center Houston

In article <1992Aug19.212839.15032@clpd.kodak.com> lafford@serum.kodak.com (Rick Lafford) writes:

>In the Blanik, some witty engineer put the rear seat release right next
>to the spoiler lever. Great position! I can hold the spoilers closed
>yet still have a hand near the release.
 
But was it the same engineer who positioned the flap handle so near the
spoiler handle?  In the Blanik, the two are easily confused.  Many pilots
have opened the spoilers rather than the flaps while thermaling or
adjusted the flaps when reaching for the spoilers during the approach.
It can make the flight interesting.

Thomas A. Pressley                            pressley@girch1.med.uth.tmc.edu
Dept. of Physiology and Cell Biology
Univ. of Texas Medical School at Houston
Newsgroups: rec.aviation
From: rjg@umnstat.stat.umn.edu (Robert J. Granvin)
Subject: Re: Oshkosh award
Keywords: Oshkosh award
Organization: School of Statistics, University of Minnesota
Date: Fri, 14 Aug 1992 02:48:40 GMT

In article <1160@deere.com> paulf@deere.com (Paul A. Fisher) writes:
>The funny thing is that my plane was at Oshkosh in 1991, and didn't win
>anything.  The only thing I've really done to it in the last year was to
>sew an 'Air Usenet' patch on the headrest.  Well apparently that was 
>enough!  I guess it's the little things that the judges are looking for!!
>
>I guess the moral of the story is:
>	Never underestimate the power of the net!

Congrats on the Workmanship award!

Another rec.aviator (sorta :-) type airplane also won at Oshkosh.

"Miss Mitchell," the Southern Minnesota Wing's B-25J Mitchell, a twelve
year restoration, flew for the first time on April 16th (in honor, almost
as if we planned it :-) of the Doolittle Raid.

Some three months later, she's at Oshkosh (show center :-) and took
"Best B-25" and the "Silver Wrench Award for Restoration."

Amazing what that little patch can do.  :-)

-- 
Robert J. Granvin                                       School of Statistics
rjg@umnstat.stat.umn.edu                             University of Minnesota
From: wisch@Apple.COM (Ed Wischmeyer)
Newsgroups: rec.aviation
Subject: WOrld Aerobatics championship rained out
Date: 13 Aug 92 19:40:58 GMT
Organization: Apple Computer Inc., Cupertino, CA


The current issue of Sport Aviation reports that sometime netter
Cecilia Aragon was in 4th place among the women when the world
aerobatic championship was declared rained out in France. The contest
was cancelled just after the second of three rounds was started.

Ed Wischmeyer
Newsgroups: rec.aviation