HDTenEightyP/NetNews huggingface dataset:
From: barney@sol.usc.edu (Barney Lum)
Newsgroups: rec.aviation
Subject: MiG-29 Visits Hawthorne, CA
Date: 1 Sep 1992 18:33:21 -0700
Organization: USC University Computing Services, Los Angeles
Distribution: world
NNTP-Posting-Host: sol.usc.edu

Hawthorne had its annual Air Faire this past weekend (8/29-30). In addition
to its usual visitors of P-51's, B-25's, and other warbdirds was a Ukrainian 
MiG-29.  It was on static display for both days before departing (destination
unknown) Sunday afternoon.  And what a departure it was!

It back-taxied to runway 25, then turned around to face into the wind. 
Brakes set, full throttle, smoke momentarily pouring out of its two engines, 
the roar resonated through everything on the field.  I was standing near the 
ramp/taxiway border, less than 200 feet from the beast as it lept forwared 
and applied full afterburner.  The crackle was deafening... must've been 
REALLY so for the folks along the street standing along/behind the blast 
fence!  It sharply rotated ~2000' down and appeared to nearly scrape its 
tail while its exhaust blasted  the runway.  It climbed vertically... still 
with burners alight... to about 3000' (maybe less),  cut power and performed 
a Tailslide (TM) - falling backwards while vertical - before nosing 
over for a recovery.  

It flew a somewhat wide "pattern" at 1000' AGL.  Base-to-final one mile out, 
it descended until only 50' off the deck while again lighting the burners 
at ~300 knots!  Down the length of the runway, it pulled and made a climbing 
left turn to the southwest and .... well, I lost sight of him rather quickly 
after that(!).

Hawthorne's 5000' runway is parallel to LAX and only about three miles east 
and one south of it.  Throughout the day,  airline arrivals were constantly 
streaming in.  During his "show", they seem to have disappeared.  I'm kinda  
wondering what sort of arrangements were made.  Well, not really...I was 
just purely exhilerated by the MiG's appearance AND flight!  While its 
demonstration was very limited, it is... and those who have had the chance 
to see it will agree... truly awesome to see this particular piece of 
equipment take to the air!  If it stops by your town*, go see it! 

And yes, the pilot was a good flying neighbor in observing noise abatement 
procedure by waiting till reaching 500' or Hawthorne Blvd before turning :)

*I believe its on an encore tour of the US.  In its left main gear well were 
 numerous decals of companies that I assume are helping sponser its visit.
 An interesting item is a 2-foot high Strategic Air Command shield  wrapped 
 around the front of its nosewheel strut.

--------------------------------------------------------------------------
              >|            
              >|      barney@usc.edu  Barney@USCVM
 -->  -->  --> |   =======    ---    ---    ---    ---    ---   ---    ---  
              >|      Permanent Student Pilot, On the Numbers   
              >|
--------------------------------------------------------------------------
Newsgroups: rec.aviation
From: powell@wraith.netops.gtefsd.com (Mike Powell "GTE FSD Net Mgr")
Subject: CONTEL (GTE) DUAT will be interrupted on 09/08/92 at 1800 EDT
Organization: GTE Federal Systems Division (Telecom)
Distribution: na
Date: Thu, 3 Sep 1992 22:06:05 GMT

On Tuesday Sept. 8 at 1800 the primary Internet Circuit will be
moved to its own router. This should take no longer than 30 Minutes.
During this period the alternate Internet connection should handle the
load.
If you experience any problems or have any questions, please contact
me.
Thanks,
Mike

--
Mike Powell PPASEL
"It's hard to find router bits for your cisco"
Disclaimer: I speak for myself. No direct relation to the DUAT folks.
internet: powell@wraith.netops.contel.com  Usenet: uunet!contel-fss!powell
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Newsgroups: rec.aviation
Subject: Re: Principle of ILS/LOC (was Re: Principle of VOR)
Date: 27 Aug 92 21:32:12 GMT
Organization: Data Parallel Systems, Inc

In <greg.714949186@saltydog> greg@saltydog.dpsi.com (Gregory R. Travis) writes:

>In <EGDORF.92Aug27135630@zaphod.lanl.gov> egdorf@zaphod.lanl.gov (Skip Egdorf) writes:

>>An instructor stated in a conversation last night "ILS channels
>>are always on odd tenths (108.1, 108.3, ...) while VORs are on
>>even (108.2, 108.4) so that the unit can channel a different receiver
>>for the ILS and the VOR."

>The instructor was wrong, at least about VORs.  I count dozens of
>VORs on "odd" channels - Boiler VOR in Lafayette, IN is
>115.1 for instance.

A pox on me.  I re-read this whole thing and realized that you were
talking, specifically, about VOR frequencies in the 10?.? range, not
the entire range up to 117.90.

An egrep of vors.nav does, indeed, indicate that there are NO
VORs in the 10?.<odd digit>0 range.  Shame on me.

greg
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Colored airways in the lo
Date: 2 Sep 92 17:26:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

99> .Let's flog this horse some more.

99> .Kit Cosper and at least one other netter claim that there
  > .is an NDB airway on the East coast.
  > .I can't find it on my FAA Flight Case Planning Chart--

It's there...  Use your microscope and check map ref H-28.  Look for
Mitchell Field on Cape Hatteras.  Just to the west, you'll find G13.

I also found it in the FAA airways database, so THEY think it's an
airway!  <~>

It's also on the Charlotte sectional...

        D/

 * OLX 2.2 * Real Pilots enjoy NDB approaches to minimums!  Inverted!!
                                                                                            
Newsgroups: rec.aviation
From: ginsberg@t.Stanford.EDU (Matthew L. Ginsberg)
Subject: Re: What do you do during long boring flights? 
Organization: Computer Science Department, Stanford University
Date: Mon, 31 Aug 1992 01:08:10 GMT

In article <j2gnm#n.hchong@netcom.com> hchong@netcom.com (Hoi Chong) writes:

>Usually, we listen to radio in the cars during long solo drive, but what do 
>you do for long solo flights (assuming FAA does not permit radio)?  Please 
>email if you think it is illegal and don't want FAA to see it. 


I watch for other airplanes.  This way, I have some chance of
continuing to make long flights.

						Matt Ginsberg

Newsgroups: rec.aviation
From: ritter@claude.ma30.bull.com (Roger Ritter)
Subject: Re: 727 IN MIA
Organization: Bull HN Informations Systems Inc.
Date: 25 Aug 92 17:57:41 GMT

wsanders@ffeine.Sun.COM (Wiley Sanders) writes:

>Pictures on the news of MIA almost made me physically ill.
>There was an aerial view of some GA hangars, and couldn't
>make out anything that looked like a complete airplane,
>just hundreds of pieces of shredded metal. 
>   Here are this morning's NOTAMs:

<lots of NOTAMS deleted>

>!MIA 08/001 HWO CTAF 128.8 OTS

How can a CTAF go out of service??  Nobody left to talk on it?!?
-- 
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

Newsgroups: rec.aviation
From: burke@tss.com (Jim Burke)
Subject: Re: Logging time for the Instrument rating
Keywords: non-faq question
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Tue, 25 Aug 1992 20:54:59 GMT

In article <1992Aug25.170359.18049@almserv.uucp>, smith@ur-guh.com (Russ Smith) writes:
|> 
|> Background -- I'm an Instrument-rating wannabe. Currently building X-Country
|> time, watching King's videos, and looking into schools/instruction for the
|> flying requirements. Got a price sheet from one of the FBO's at Manassas (the
|> one on the east side -- East Coast...). Picked myself up off the floor after
|> recovering from my faint.

Don't forget to figure the ongoing costs of remaining instrument current
into your decision on whether you can afford instrument flying.  There are
lot's of non-current instrument pilots for this reason.

-- 

	Jim Burke	"Life is uncertain - eat dessert first!"
	Teknekron Software Systems		... burke@tss.com
  	phone:(415) 617-2432			... uunet!tekbspa!burke
Newsgroups: rec.aviation
From: jeffk@dosXX.med.utah.edu (Jeff Knell)
Subject: Re: Advice for Grand Canyon Trip
Organization: Department of Genetics, University of Utah
Date: 2 Sep 92 11:04:55

Make sure you are completely familiar with the
special regulations for overflying THE Canyon.
Besides the current sectional, there is a higher
resolution chart that is very useful; also, 
there is a guide that contains photographs of
the various "crossing" points.  (If you can't
find one of these, you may be able to talk me
into getting one for you.)

As for additional sightseeing: I highly recommend 
flying over parts of Southern Utah, which contains 
an unbelieveable assortment of spectacular geography.

Here's what I recommend, if your time is limited:
- Glen Canyon Damn (sic)
- NE along NW side of Lake Powell
  - Escalante Canyon
  - Hite, at the N end of the lake
    (small strip, rated top 10 dangerous, not recommended)
- NE along NW side of the Colorado River
  - confluence of the Green and Colorado Rivers
  - the Maze, NW of the confluence
- to Moab, over Dead Horse Point (Garfield Co. airport, if needed)
- SW along SE side of the Colorado River
  - Monument Basin, NE of confluence
  - The Needles, ESE of confluence
  - Dark Canyon, S of Needles
- return along SE side of Lake Powell
  - Rainbow Bridge
  - San Juan arm of the lake
- continue S along E side of the Colorado, below the dam
  - the Orange Cliffs, SE of the damn
  - Marble Canyon, Colorado River below the dam
    (I can't recall how much of this is restricted)
  - confluence of the Little Colorado and the Colorado
    (not offically inside The Canyon, but may be restricted)
  - now you're back to the E end of The Canyon

This route is more-or-less a straight shot NE to
Moab, and NW back to Marble Canyon; should take 
from three to five hours in a 182, depending on
your oggle factor.

If you recall the story on the net last year by the
pilot who just about hit the mountains; it was the
11,000 ft+ Abajos Mountains just E of Dark Canyon
that he luckly missed.  Very beautiful area: high
mountains and deep canyons.

Have fuuuuuuuuuuuun!


jeff

feitctaj

Newsgroups: rec.aviation
From: jcmorris@mwunix.mitre.org (Joe Morris)
Subject: Re: Airway designators (Was Re: Colored airways in the lower 48)
Organization: The MITRE Corporation
Date: Fri, 28 Aug 1992 17:06:55 GMT

lhe@sics.se (Lars-Henrik Eriksson) writes:

>In article <17kd28INN3n5@darkstar.UCSC.EDU>, rob@cats (99708000) writes:

>>Kit Cosper and at least one other netter claim that there
>>is an NDB airway on the East coast.
>>I can't find it on my FAA Flight Case Planning Chart--
>>AND I just got a Jeppesen revision of the introduction
>>pages--check page 55 about halfway down; seez the fat green line
>>means "LF Airway (Canada & Alaska only)".

>The Jeppesen editions in Europe (and probably the world) use the same
>introduction pages as the U.S. edition, so we have this page, too.
>Since "LF airways" are charted in the same way as any other airway in
>Europe Jepp charts, I have assumed that the comment means that green
>lines are used for LF airways in Canada and Alaska and ordinary blue
>lines everywhere else.

I keep an out-of-date set of Jepp enroutes in the office.  Pulling them
out after reading this posting proved interesting...

There are several East Coast NDB-based airways, not all of which carry
color names.  (Primarily the Gulf Routes such as GR26 between Grand Isle
and Egmont Key and Atlantic Routes such as AR1 from Biscane Bay to
Wilmington, NC.)  These routes appear on the planning chart (in blue).

Looking at the #30 chart there are a few colored airways (some charted
in blue, some in green) in southern Florida.  A509 goes SE from near Miami
(predicated on Cook NDB); R875 (with an MEA of 24000'!) goes west from
Picny NDB near Tampa.

I can't find any inland NDB airways, but my memory says that not too
many years ago (maybe 10-15?) there were some short inland segments
with end points defined by an NDB somewhere in the southern part
of Florida.

Joe Morris
Newsgroups: rec.aviation
From: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation
Subject: Re: There I was - ears on auto
Date: 27 Aug 92 00:32:31 GMT
Organization: Geoffrey G. Peck, Consultant, San Jose CA

In article <1992Aug25.072918.17566@peck.com>, I wrote:
> General pilot warning:  not all towers have radar!  Repeat:
> 		    NOT ALL TOWERS HAVE RADAR!
> Indeed, if my memory serves, the majority of air traffic control towers
> in the U.S. are NON-RADAR TOWERS.

In article <Aug.25.09.30.15.1992.13521@pilot.njin.net> ron@pilot.njin.net
(Ron Natalie) writes:
> Yep, and even if they do, doesn't do them a lot of good with VFR
> arrivals.

Actually, radar does help a tower controller handle VFR traffic.  Most of the
general aviation towers in the San Francisco Bay Area (except Livermore) have
BRITE displays (which would better be called DUMB displays, that's Dingy
Undecipherable Monochrome Boxes) -- essentially large Conrac monitors with a
green-and-white smeary television-quality image showing what is on a nearby
"full service" tower's "real" radar scope.

When you call a radar-equipped tower and say "here I am", even if they don't
or can't see you out the window, they know where most standard landmarks are
on the radar, and they can see a blip on the radar which might be you.
Frequently, the tower has a "standard" squawk code (5300 for Reid-Hillview,
4600 for San Jose, etc.) which they can issue to you so that you'll show up
on the scope as talking to that tower.  Big towers may actually give you a
unique squawk code.  Using a combination of that per-tower squawk code, the
VFR squawk code 1200, and the ident feature, a tower can easily pick your
aircraft out from a bunch of several aircraft.  And then they can offer you
radar-based traffic advisories, and even suggested headings to fly, in case
you can't see the airport.

So, when talking to a tower, if they ask you to squawk something, do so.  If
they ask you to ident, do that too.  If they DON'T ask you to ident, then
don't ident -- there may be someone else in your vicinity who is supposed to
be ident'ing, and the tower is trying to distinguish you from that other
aircraft.  Similarly, if they don't ask you to change your squawk code,
don't do it.

If I had to characterize the reactions of pilots who are used to either
radar or non-radar towers and are exposed to the other "flavor", they're
something like this:

Non-radar pilot, radar tower:
    "Gee, that tower sure does talk a lot.  Why can't they just shut up!
     I can see the airplanes!  They don't have to tell me about everything
     in the sky!"

Non-radar tower, radar pilot:
    "(Zooom!)  YEOW!  What was THAT!  Why didn't the tower tell me it was
     there?!?!  The tower must be ASLEEP!"

Of course, the prime law of generalizations (TM) applies to this one, too:
all generalizations are false.

							Geoff
Newsgroups: rec.aviation
From: lfdavi1@pbhye.PacBell.COM (Larry F. Davis)
Subject: Information wanted on CA Clear Lake Fly in.
Organization: Pacific * Bell
Distribution: ca
Date: Fri, 28 Aug 1992 19:26:04 GMT

I read a few weeks ago about an upcoming fly in to Clear Lake in
Northern California in September (week-end of the 26th I think).

Could somebody post or respond with what information they might have?

	ex: what activities are scheduled

Thanks in advance,
Larry F. Davis
Newsgroups: rec.aviation
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: Mag check random thoughts
Organization: Technical University of Berlin, Germany
	<1992Aug30.022616.1@pomona.claremont.edu>
Date: Mon, 31 Aug 1992 14:52:22 GMT

In article <1992Aug30.022616.1@pomona.claremont.edu> jhenderson@pomona.claremont.edu writes:

[ how often do people - by accident - switch off both mags ? ]

> I admit to have done it once (or twice...or thrice...). The first time I did
> it, the instructor was onboard, and he said that actually one should turn the
> ignition off every once in a while, to ensure that the magnetos are properly
> grounded. It made sense to me when he said it. What's the net.wisdowm on this?

Couldn't you catch a broken ground line by a zero RPM drop
when setting it to the other mag only ?
I had this happen once in a rented aircraft: left: 120 RPM drop,
right: no drop. At first I couldn't think of the reason,
but a broken ground line on the left mag would cause this.
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de

Newsgroups: rec.aviation
From: system@gnd1.wtp.contel.com (Marty Anilane)
Subject: Pilot registration on DUATS
News-Software: VAX/VMS VNEWS 1.3-4   
Reply-To: system@gnd1.wtp.contel.com
Organization: GTE Government Systems, Federal Systems Division, Chantilly, VA
Date: Fri, 28 Aug 1992 21:45:06 GMT

I have received many inquiries in the past several weeks about pilot
registration on the DUAT system. I am posting this form for the 
convenience of the internet users.

If you are a certificated pilot (or glider, balloon, or ultralight pilot)
and GTE CONTEL DUAT does not recognize your certificate number, please
fill out this form and send it to system@gnd1.wtp.contel.com

You should be able to log in using your certificate number within 3
business days of RECEIPT of form, assuming approval by FAA. (Social 
security number will be used if you do not have a certificate number.) 

					Marty Anilane
					GTE CONTEL DUAT

--------------------------Cut here----------------------------------------
		 DUAT Certificate Number Addition Form
		(All information will be kept confidential and is 
		 required by FFA for access authorization.)

User Last Name:
User First Name:
User Middle Initial:
Address:
Address:
City:
State:
Zip:
Daytime Phone Number:
Pilot Certification Number (Civilian Only):
Social Security Number:
Date of Birth:
*Date of Medical:
*Active Class (Enter I,II or III):
      *Not Applicable to balloon, glider and ultralight pilots
Type of Airman:
(Enter student, private, commercial, air transport, glider, balloon or
 ultralight for type of airmen)

Send form to system@gnd1.wtp.contel.com
----------------
 Marty Anilane, GTE Contel Federal Systems, P.O. Box 10814, Chantilly VA. 22021
 Internet: "system@gnd1.wtp.contel.com"    (703) 818-4413
----------------
Newsgroups: rec.aviation
From: shafer@rigel.dfrf.nasa.gov (Mary Shafer)
Subject: Re: Building your own (dirt) runway? 
Organization: NASA Dryden, Edwards, Cal.
Date: Wed, 26 Aug 1992 03:54:17 GMT

On Wed, 26 Aug 92 02:45:49 GMT, hchong@netcom.com (Hoi Chong) said:

Hoi> Any one has any idea/knowledge/experience of building your own (dirt)
Hoi> runway, to be used only by you (maybe a 152 or a 172)?

Hoi> Landing lights?  Home-make maybe?  (no, please no dropping flares from
Hoi> airplane, cannot do that day in and day out) 

The little box that turns the lights up when you click the mike
cost about $1,000 in 1988.  The fixtures to hold the lights were
about $50 and the lights themselves were about $12 each.  The
rig to hold the fixtures is just made from 2" pipe.

--
Mary Shafer  DoD #0362 KotFR NASA Dryden Flight Research Facility, Edwards, CA
shafer@rigel.dfrf.nasa.gov                    Of course I don't speak for NASA
 "There's no kill like a guns kill." LCDR "Hoser" Satrapa, gunnery instructor
                       "A kill is a kill."  Anonymous
From: rmiller@i88.isc.com (Richard J. Miller)
Newsgroups: rec.aviation
Subject: Re: GLIDER: stall landings (Was: Transitio
Date: 31 Aug 92 14:50:36 GMT
Article-I.D.: i88.1992Aug31.145036.21731
Organization: INTERACTIVE Systems Corporation, Naperville, IL

In article <17555@autodesk.COM> marc@autodesk.com writes:
>>2) Schweizers (and even twin Grobs) are not typical of the majority of
>>   modern glider types, in that they are "nosedraggers" intended to
>>   be flown on.  Often it is impossible to do a stall landing because
>>   the tailwheel touches down so early (e.g., SGS 1-34).
>
>In my experience with "taildraggers" (Pegasus, DG300, SZD 51-1), I've 
>become accustomed to a touch down speed (usually with about 1/2 spoilers)
>of 5 to 10 knots above stall.  If I get much slower than that, the tailwheel
>touches first, pitching the nose down, resulting in a bouncy, if not hard,
>landing.

one should also note with regard to the 1-26 and maybe the 1-34 (and
other metal ships?) that landing tail first may bend the fuselage
forward of the tail (depending on how hard you hit of course). the fuse
wasn't intended to take that kind of loading. glass ships tend to handle
this better unless there is something external that would contribute to
breaking the tail off (like a rock or a sharp change in surface grade).

you also don't want to bang the tail down AFTER you land the 1-34,
because there are some rather hefty mass balances out on each end of the
elevator that don't have a lot of structural support and might keep
moving downwards on a hard hit :-(( .

Rich Miller
ex-Schempp-Hirth Discus JBX and
ex-Rolladen-Schneider LS-4 TQ
rmiller@i88.isc.com
Newsgroups: rec.aviation
From: swkmorri@nuscc.nus.sg (Perry Morrison (Dr))
Subject: Re: Hawker Siddeley Vulcan
Organization: National University of Singapore
Date: Mon, 24 Aug 1992 03:40:05 GMT

ron@pilot.njin.net (Ron Natalie) writes:
: > The Vulcans were bombers (initially intended as nuclear  
: > bombers; their only action was in the Falklands).  They  
: > have all been retired.
: 
: Trully amazing things.  I saw one at Dulles (Transpo) years ago.

I used to watch vulcans take off from Butterworth airbase (Malaysia)
when I was a kid. At dusk with their engines blasting away, those
big flying wings were truly beautiful. 

On the other hand, watching Gloster Meteors start up with kerosene
sloshing out the back of their engines was a very different feeling!

perry morrison

Newsgroups: rec.aviation