HDTenEightyP/NetNews huggingface dataset:
From: rcm@Apple.COM (Robert Charles Monsen)
Newsgroups: rec.aviation
Subject: Re: IFR Routing in the Northeast
Date: 24 Aug 92 04:30:35 GMT
Organization: Apple Computer Inc., Cupertino, CA

In article <1684AC828.BCLEWIS@LSTC2VM.stortek.com> BCLEWIS@LSTC2VM.stortek.com (Brian Lewis) writes:
>
[description of a 'radar vectors direct' trick for getting ATC to plan
 your flight]
> 
>In accepting any IFR clearance, you are agreeing to comply with the
>regulations regarding two-way communications failure as well.
>For a "radar vectors" clearance, this means you must be able to fly
>*direct* from your current position (whatever it is) to the
>"fix, route, or airway specified in the vector clearance."
>(ref.  FAR 91.185(c)(1)(ii))
> 
>In a "radar vectors direct" routing, that "fix" would be the
>destination airport.  Only if I could fly a *direct* route to it
>(most likely implying IFR-certificated LORAN, GPS, or INS, unless the
>route is very short and there is a navaid on the field) would I
>consider accepting such a clearance.

Radar vectors direct really means direct to an IAF. They won't vector
you to the airport (unless you are using an ASR approach). Thus, since you 
can generally navigate to an IAF somehow, thats what ATC will expect you
to do. If there is more than one IAF, and they don't know which one you
are going to, they will sanitize all of them for you. 

Don't go to the airport (unless you are VFR). Nobody will expect you to do 
that. Remember, the trick in radio communications failure is to
do what they expect you to do. The rules just give you a hint about what
they expect.

Bob Monsen PPSEL-IA
Orion Network Systems

GLOSSARY:
IAF	- INITIAL APPROACH FIX
ASR	- AIRPORT SURVEILLANCE RADAR
VFR	- VISUAL FLIGHT RULES
From: lee@bluefuzz.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation
Subject: Re: Flying saves money (sic)
Date: 3 Sep 92 14:20:17 GMT
Organization: Stratus Computer, Software Engineering

In article <7243@lib.tmc.edu> jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard) writes:
>In article <1992Sep2.182621.5833@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
>[about the airlines' use (or not) of Flight Service]
>>And who do they file pilot reports with?
>
>ATC. They're just as happy to take them.

Speaking of which, does anyone know if any progress has been made on
integrating ATC and Flight Service pireps?  I want to file pireps for FS to
use, but the hassle of switching to 122.0 (especially in the busy northeast
airspace or when on a instrument plan) often keeps me from doing it.  Best
would be if a pirep to ATC were forwarded to FS, but last I heard, that wasn't
done.

-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
Newsgroups: rec.aviation
From: hchong@netcom.com (Hoi Chong)
Subject: Re: how to do a mag check?
Date: Fri, 28 Aug 92 05:05:10 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 

From article <1992Aug27.160708.12698@CSD-NewsHost.Stanford.EDU>, by ginsberg@t.Stanford.EDU (Matthew L. Ginsberg):
> 
> Can someone tell me why the mag check is done both - x - both - y - both?
> I simply do both - left - right - both.  After all, B-L-B-R-B is in
> reality B-L-B-L-R-B because of how the switch is set up.

I don't know how that is, but I found out the important of meg check 
just this Monday.

Upon doing meg check at the run up area with my instructor, the turn
to left did not show any drop in RPM, while the turn to right nearly
shut down the engine!  After a few double-checks, we taxied back to the
parking area.  I had been using the same planes for the past few lessons
(and will continue for the next few after it is fixed), so it was kind
of surprising that this happened.

It figures because that morning was the only time we needed to hand-crack
the engine.  I don't really know how serious one meg failure is in the air,
and I don't really care to find out with my life!  Anybody knows? 
Xref: sparky rec.aviation:14640 sci.aeronautics:1909 news.groups:17428
From: gdw@po.CWRU.Edu (Gary D. Wright)
Subject: Best sunglass color
Reply-To: gdw@po.CWRU.Edu (Gary D. Wright)
Organization: Case Western Reserve University, Cleveland, OH (USA)
Date: Mon, 24 Aug 92 01:46:56 GMT


I just spent an obscene amount on prescription RayBans, with
polarizing lenses, as I've always used for driving and found
to be terrific at reducing glare.  Now my flight instructor tells
me that Brown-3 is the way to go for aviation.  I've heard someone
else swear by grey-15 I think.  

I'd be interested to hear opinions as to best color.  Or, as I'm
new to the net, if this has been hashed to death already could someone
please post me a summary, or direct to an old FAQ.  Thanks!
-- 
Gary D. Wright                       "Somewhere, back in the 60's, we got
Dir., Ctr for Music & Tech               Art confused with Entertainment."
CWRU Music Department                         American composer Donald Erb
gdw@po.cwru.edu
Newsgroups: rec.aviation
From: petri@venus.iucf.indiana.edu (HOWARD PETRI)
Subject: Re: Lost Arc:  Flying Wing
News-Software: VAX/VMS VNEWS 1.3-4   
Reply-To: petri@venus.iucf.indiana.edu
Organization: INDIANA U. CYCLOTRON FACILITY, BLOOMINGTON, IN
Distribution:  world
Date: Tue, 1 Sep 1992 21:15:57 GMT

In article <2365@unet.UUCP>, rmt@pioneer.uucp (Richard Tweedie) writes...
>The flying wing in "raiders" was made up IHMO, it did not really
>resemble the german Horton designs.  In fact, with the anhedral
>wing tips and pusher props, it more closely resembled one of the
>early Northrop twin engine proof of concept machines.
> 
>Rich Tweedie
     I visited MGM studios at Disneyworld about 3 weeks ago and this
"aircraft" is being used in one of their demonstrations. They have
an Indiana Jones "how to film a scene" sequence where they actually
reproduce this scene for the audience. The plane taxis out, the fight
ensues between Indy and the bad guy, the plane begins its circular
perigrination with the heroine inside, and finally it gets set on fire.
From where I was sitting I couldn't tell if it was a real plane but
I really doubt that they would set it on fire 10 times a day if it 
was. It's all just Hollywood glitz.

Howard Petri
Pegasus N599JH
Newsgroups: rec.aviation
Newsgroups: rec.aviation

Eric Niedrauer writes:

> About a year ago I remember reading rework instructions to disconnect
> the clock on the STS handheld radios to increase battery life.
> I knew I should have saved those because I now have an STS7600.
> 
> Could someone please e-mail those instructions, and the  information 
> on the supplier of replacement battery packs.

Actually, could you please (re-)post the instructions to the net?  I own
a STS7600VOR transceiver also and would be interested.  Thanks.

--
 Mike Myshatyn    Bonanza N4896J           Hewlett-Packard Company
   ASEL/AMEL COMM, INSTR, CFI-IA           User-Interface Technology Division
 ...!hplabs!fc.hp.com!myshatyn             Ft. Collins, CO  80525
 or ... myshatyn@fc.hp.com                 (303) 229-4067

Newsgroups: rec.aviation
From: rosema@blacks.jpl.nasa.gov (Keith Rosema)
Subject: Re: Headset/intercom incompatibilities
Organization: Image Analysis Systems Group, JPL
Date: Tue, 1 Sep 1992 18:48:43 GMT

willcr@bud.sos.ivy.isc.com (Will Crowder) writes:

>In article <Aug.31.19.10.18.1992.3417@pilot.njin.net>,
>ron@pilot.njin.net (Ron Natalie) writes:

>|> > [quote regarding type of headset/intercom deleted]
>|> 
>|> This is not an uncommon problem with mismatched microphones.
>|> Fortuately, my Dave Clark's seem to be compatible with all of
>|> the other headsets I've tried.  The intercom only has one vox and
>|> volume control and there's no good way to get it to work properly.

>It seems that there might be a market for some sort of adjustable
>impedance/level matching device.

>Has anyone heard of such a beast?  Anyone want to design one?

Such a beast is in the prototype stage in the company I work
for.  We are presently trying to decide if it is actually
worth building and marketing to the public.  The net would
help me greatly in determining this.  If netters out there
would be interested in buying such a device, please send me
mail.  Include features that you might like to see and a 
price you would be willing to pay.  

The device, as we have it, is very small, and plugs in
between the intercom and the headset, although we may
incorporate it into an intercom directly as well.  I'll 
answer any questions as best I can.  

Thanks for the help!

--
Keith Rosema
rosema@jpl.nasa.gov

Newsgroups: rec.aviation
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Re: be nice to your engine
Organization: Data Parallel Systems, Inc
Distribution: usa
Date: Tue, 1 Sep 1992 23:19:15 GMT

In <1SEP199217505803@ariel.lerc.nasa.gov> hanlon@ariel.lerc.nasa.gov (Casey Hanlon (SVER)) writes:

>Gregory Travis writes:
>>The only thing you're sacrificing at high power is fuel burn.

>If this were correct, then racing engines used in drag racing would last
>longer than a few seconds between overhauls.  Drag racing engines may
>be an extreme example, but they do represent a significant factor that
>has been overlooked in this discussion.  STRESS!

This IS an extreme example.  No one is saying, "hey let's go out and push
45-60 inches and 8-10,000 RPM in the Skylane" which is, essentially,
what the drag racers do.

Stress will mainfest itself in a number of ways, but when was the last
time someone came back from an engine overhaul and told you their
conrods were stretched?  Or their crankcase was warped?  Or the crankshaft
was out of true?  It just doesn't happen; stress within the normal operating
range of an aircraft recip. is not a factor.

>Even though the components are receiving lubrication
>wear still exist.  Most of us operate engines that don't have oil filters.
>This allows abrasive particles to remain suspended in the oil not to mention
>a certain amount of combustion products.  Consequently, wear is still
>occuring.

If you've got particles in your oil that are larger than your bearing
or piston<->cylinder clearance then you've got trouble.  No amount of
"babying" the engine will help you there.

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: bullock@watson.bms.com (JOAN BULLOCK)
Newsgroups: rec.aviation
Subject: Re: Certificate Change of Address
Date: 31 Aug 92 19:37:00 GMT
Distribution: usa
Organization: Bristol Myers Squibb Pharmaceutical Research Institute
News-Software: VAX/VMS VNEWS 1.4-b1

In article <1992Aug28.211142.19578@aio.jsc.nasa.gov>, gle@l42bb.jsc.nasa.gov 
(glenn ellis) writes...
>I recently moved and dutifully sent a change of address to the FAA for my 
>SEL license.  Are they going to send my a new one with my new address on 
>it?  Easy question - hopefully there's an easy answer.
> 


If you want a new certificate, you have to _pay_ for it.  I never investigated
how much, inspite of 3 - 4 moves and one name change (to that of my favorite
co-pilot ;) )  It's dog-eared but legal: all that the regs require is 
notification.


Joan Bullock
Warrior N2227Z
bullock@bms.com
Newsgroups: rec.aviation
From: erik@tera.com (Erik Hedberg)
Subject: Re: I love kids who love airplanes 
Organization: Tera Computer Company, Seattle, WA
Date: Wed, 2 Sep 1992 21:47:34 GMT

In article <1992Sep2.020629.17073@cbnewsj.cb.att.com>
isen@cbnewsj.cb.att.com (david.s.isenberg) writes:
>
>I loved it, I LOVED it, I LOVED IT -- it was the highlight of my weekend . . .
>

The first time I realized my eldest daughter was a human being capable
of deductive reasoning was in an airplane.

Background: she was about 15 months old, knew the words PAAANE
(airplane), CAAAA (car), and WAAAA (water).  Since she was very
little she had always noticed and pointed up to jets on approach
to SFO.  We told her those were planes, and after awhile she would see
one and point excitedly up saying "PAAANE!, PAAANE!"

Event:  We piled into a 172 at Palo Alto, and she sat in her mom's lap
in the back seat with her nose just over the bottom edge of the
window.  We flew across the foothills to Half Moon Bay, crossed over
the HMB airport, then descended to 1000 (MSL&AGL) to fly up the coast.
She saw the water below and pointed down, saying "WAAAA!  WAAAA!".
As we were passing Devil's Slide (a very steep section of coast
dropping some 1500 feet to the water) she noticed the cars on Highway
1 which is cut right into the steep section.  She got even more
excited by the cars and said "CAAAA!  CAAAA!".  There was a short
pause, then she turned to her mother, pointed up at the wing out the
window and said "paaane".

She had deduced that because the cars and water were down, she must be
up ... in a plane.

Erik
Newsgroups: rec.aviation
From: rmiller@i88.isc.com (Richard J. Miller)
Subject: Re: Assembling gliders
Organization: INTERACTIVE Systems Corporation, Naperville, IL
Date: Thu, 27 Aug 1992 15:10:55 GMT

In article <1992Aug26.231126.10460@eng.umd.edu> milgram@eng.umd.edu (Judah Milgram) writes:
>In article <1992Aug26.140558.3912@brtph560.bnr.ca> rlarsen@bnr.ca (Richard Larsen P220) writes:
>>He had forgotten to hookup the ailerons. How often is assembly a
>>problem or cause of accidents?
>
>As far as control hookups go, too often.
...
>Automatic hookups are a great invention. Anyone know of any cases
>where automatic hookups didn't? 

i agree that they are great, but recall Murphy's law, sigh

an automatic hookup (as my Discus B had) essentially just funnels
(literally) the control rods to the right place. it's still EASILY
possible to misalign the wing initially and get the control rods hung up
outside of the funnel.

most of the time, you won't get the wing pins in because the control
rods will jam the wing before it reaches normal assembled position. but
i have seen Mosquitoes (full automatic hookups) put together with jammed
flaps (which also disables the spoilers and may affect ailerons due to
the interconnect), one of those times only one didn't work!

(actually, the nicest thing about automatic hookups is that you don't
have to play with a bunch of hard to reach connectors that all want to
bite your fingers off! really! that's how you have to treat them!)

use your checklists!!!!!!
i once caught a seasoned contest pilot walking a ship with no horizontal
out to the grid of a National :-(
i've also heard of a case where someone ran the spar carrythrough
through the side of the fuselage 2 feet behind where it was supposed to
go (on a brand new Speed Astir) :-((

align the wing carefully, put it together, check the pins, check the
connections, do a positive control check BEFORE heading for the takeoff
grid, do another check on the grid, make sure that controls work as part
of your takeoff checklist, ...

there's a reason for all of those checks.

Rich Miller
ex-Schempp-Hirth Discus JBX and
ex-Rolladen-Schneider LS-4 TQ
rmiller@i88.isc.com
Newsgroups: rec.aviation
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: St. Louis trip report
Organization: National Library of Medicine
Distribution: usa
Date: Tue, 1 Sep 92 12:18:40 GMT

In article <Btvyu8.FxI.2@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:
>
>One more observation:  the St. Louis TCA has a huge number of airports under
>its wedding cake.  I'm struck by the contrast with Philadelphia, where the
>only full-service choices are PHL and PNE.

Dave,
What evidence do you have that PHL actually provides "full service"? :-)
Having flown into PHL, parked the plane at Atlantic Aviation, and dealt
IFR with the dreaded PHL Approach coming and going, it seems true to its
reputation as the mid-atlantic armpit of aviation.

Ever watch AM Weather and notice how often, at 6:45 am, PHL is the only
airport in the country reporting delays?  (it's not the weather...)

Dan Masys
masys@nlm.nih.gov

Newsgroups: rec.aviation
From: rex@eng.umd.edu (Rex Root)
Subject: Re: Glass Goose
Date: Wed, 26 Aug 92 15:52:31 GMT
Organization: College of Engineering, University of Maryland, College Park
Keywords: Glass Goose Oshkosh

In article <1992Aug26.141213.15279@msuinfo.cl.msu.edu> yurkon@rudolf.nscl.msu.edu (John Yurkon) writes:
>While at Oshkosh I noticed a bi-wing amphibian homebuilt labeled the
>Glass Goose.  Is anyone familiar with this aircraft and the
>manufacturer?
>	Thanks,
>		John


Funny you should bring this up right now .... there's an article on the Glass
Goose in the August'92 issue of Sport Aviation .. page 64.

   - - - - - - - - - - - - - - - - - - - - - - - 
   Rex L. Root, Jr. (rex@eng.umd.edu)
   Manager, Facilities & Operations
   College of Engineering Computer Facility
   University of Maryland
   College Park, Maryland  20742
   Voice: (301) 405-3688
   FAX: (301) 314-9281
From: dst+@cs.cmu.edu (Dave Touretzky)
Newsgroups: rec.aviation
Subject: Re: crossing a runway
Date: 26 Aug 92 23:05:38 GMT
Organization: School of Computer Science, Carnegie Mellon


Christopher Stacy writes that his instructor told him:

> "When you're in this airplane, you will *always* stop and ask for permission
> to cross a runway!"

The instructor is wrong.  First, as the AIM states, it is not necessary to
ask permission to cross an inactive runway when you've been given taxi
instructions to the active.  The taxi instructions are an implicit clearance
to cross.

Second, if you do stop to ask permission, you might actually tick off ATC.
I once had a tower controller explain to me in an annoyed tone that I did
NOT have to ask for explicit permission to cross; she had cleared me to the
active and that was sufficient.

Most controllers will calmly put up with unecessary questions and requests
to confirm the obvious, but a professional pilot tries to keep these to
a minimum.

Christopher, you were doing the right thing.  A good way to resolve this
issue might be for you and your instructor to jointly visit the tower.

-- Dave Touretzky,  CFI-AIM,  Seneca N8147E (``The Beast'')
From: jac@mentor.cc.purdue.edu (John Clear)
Newsgroups: rec.aviation
Subject: Re: KIWI AIRLINES [MD-11 NOTE too]
Date: 2 Sep 92 00:39:59 GMT
Organization: occasional on alternate Tuesdays

What about Pan Am?  Nice big white 747's with that blue stripe down the side.

John

-- 
John A Clear -- jac@mentor.cc.purdue.edu, clearja@sage.cc.purdue.edu
PP-ASEL   C/LTC, CAP-NYW                                 
'The best way to accelerate an IBM is at 9.8m/s^2' 
'Hard work may not kill me, but why take the chance?'
Newsgroups: rec.aviation
From: steve@netcom.com (Stephen Williams)
Subject: Cessna-177RG Info request
Date: Tue, 25 Aug 92 21:26:45 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 
Reply-To: steve@icarus.net.netcom.com

Does anybody out there fly a Cessna 177RG and/or have the POH handy?
Specifically, I would like to know how this plane performs from
high density altitude airports. What kind of load can it carry
out of a 4200' runway that is 6500' high. How 'bout climb performance
at 9500' MSL?

The airport I have in mind doesn't get necessarily hot, but if
you have a range of numbers I can look at then great.

Also, does anybody have experiences with this plane? How easy
is it to find one for sale? Maintainance hassles? Typical costs?
Any experiences would be welcome.

-Steve Williams
PP-AMEL-IA

P.S. You guessed it, I'm thinking of buying a plane and the C177RG
looks good, if a little esoteric. I actually like how it looks,
and from what I read, it has good cruise performance and a roomy
interior. It would be nice if it could get me to my cousin's
cabin in the Sierra's, a likely common travel spot for me.
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Postscript Checklists for 150/152/172 ?
Date: 25 Aug 92 20:07:51 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

I just carry my own POH for the 152 with me for planes that don't have
convenient checklists.  It's pretty much the same for all three
planes.

But if anybody Frames the small cessna stuff let me know.


The best cheap checklist system was in the Mooney I flew to OSH in.
They put them across the sun visors across both sides of the plane.

-Ron
From: glennh@hpmwtd.sr.hp.com (Glenn Hetchler)
Date: Wed, 2 Sep 1992 20:11:52 GMT
Subject: Re: Mag check random thoughts
Organization: HP Santa Rosa Site (NMD MTA MWTD)
Newsgroups: rec.aviation

 (David Papworth) writes...

>If you get a runup RPM drop on L and also on R, the wiring to the mags
>has been proven to be good. The only added value in trying "off"
>is to verify that the off position of the switch actually works.
>It is a pretty good idea to do this check occassionally.

>But please, folks, if you want to do this, turn the switch to "off"
>when the engine is at no more than a fast idle. DO NOT do it at
>runup RPM (typically 2000 RPM). DO NOT FOLLOW the "left, both, right,
>both, off, both" runup advice above.

I agree that it is good to check the off position occasionally.  My mag key
switch developed a poor contact in the OFF position, yet it would independantly
switch each mag off just fine.  Cleaning the contacts made it better, but
not reliable.  Now its a paper weight.  Depending on how you would wiggle the
partially removed key while in off, it would become intermittent.  I regularly
check my switch while at SLOW idle, at the end of flight.  But even then, its
only for a brief moment.  If you have any doubts and want to do more trouble-
shooting, do it with an ohm meter and your A&P.

-Glenn Hetchler
'51 C170A 5493C
From: ken@systech.com (Ken Brown)
Newsgroups: rec.aviation
Subject: Re: Principle of ILS/LOC (was Re: Principle of VOR)
Date: 28 Aug 92 16:50:02 GMT
Organization: Systech Corporation, San Diego

In article <EGDORF.92Aug27135630@zaphod.lanl.gov> egdorf@zaphod.lanl.gov (Skip Egdorf) writes:
>[Excellent description of VOR principles excised...]
>
>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 question was then raised "Does the
>ILS/LOC use the same modulation/encoding as a VOR?"
>
>I couldn't answer. No body in the room could answer. I'll bet someone
>on the net knows...
>
>1. Is the Localizer receiver different than the VOR receiver as
>   stated?
>

I just happend to be reading about this last night.  According to
"The Instrument Flight Training Manual" by Peter Dogan, [quoted
without permission]:

'The [localizer] signal is broadcast on one of 40 designated frequencies
in the 108.1 - 111.95 MHz range, the same range as terminal VOR's.
Localizer frequencies are always on "odd tenth" channels (108.1, 108.15,
108.3 108.35, etc).'

He goes on to say:

'Localizer frequencies are received by the same nav equipment as VOR
signals and although different circuits are used internally to decode
the course signal, the CDI reacts to them similarly.'

>2. What modulation and encoding is used for the ILS/LOC ?
>

Dogan is mum on this subject.


Ken Brown          (619) 453-7400 x234
Systech Corp.      ken@systech.com
San Diego, CA

"If it ain't broke, don't break it."
From: Lyon_Jim@Tandem.Com (Jim Lyon)
Newsgroups: rec.aviation
Subject: Re: Overloaded Cherokee Crash comments
Date: 27 Aug 92 17:51:08 GMT
Followup-To: rec.aviation
Organization: Tandem Computers, Inc

In article <1992Aug26.224309.7470@eecs.nwu.edu>, phil@eecs.nwu.edu (William
LeFebvre) wrote:
> One question I ask myself is:  "how well educated was he by
> his instructor?"  Did his instructor go over the rules governing student
> pilots during the first lesson?  ...

When a student pilot take off:
  1. Before receiving a solo authorization,
  2. With passengers,
  3. With more passengers than there are seats,
  4. Over gross, and
  5. In IMC,
it's hard to believe that the problem lies in an instructor failing
to let the student know the rules.  I could easily see an instructor
forgetting to mention one of the rules, but it boggles the imagination
that an instructor could forget all of them.

Instead, I think that this situation speaks volumes of a person who
believes that "rules are for *other* people".

-- Jim Lyon                          "... where the work is NonStop,
   Lyon_Jim@Tandem.Com                    and we do everything twice."