HDTenEightyP/NetNews huggingface dataset:
From: 6329P%NAVPGS.BITNET@CORNELLC.cit.cornell.edu (Dan Knaus)
Newsgroups: rec.aviation.piloting
Subject: pilotage: any tricks/tips?
Date: 27 Jan 1993 02:03:06 -0600
Organization: UTexas Mail-to-News Gateway
NNTP-Posting-Host: cs.utexas.edu

One of the tricks they taught us at flight school during the low-level
syllabus is the importance of widening your scan as you get closer to the
checkpoint, or the time that you should be at the checkpoint.  If you're
still a good distance from the checkpoint, you can look pretty much over
the nose of the aircraft, but once you start getting close in and haven't
yet seen the point, start looking from 10-2 o'clock, and then maybe 9-3.
If you still haven't seen it, maybe you weren't cracked out to be an
A-6 type  (which is why I'm _not_ in A-6's :-\  )  In that case we were
taught to turn on time to the next heading.
  We did the trick of cutting charts into a continuous strip, and also
doing some creative folding to make it all work out in the air.  Some even
ironed their charts to get the folds in the right place.
  There are systems out (at least in the military) that allow you to view
any angle at any altitude of an area, and to get a print out of it.  It
is used for low-level attack planning.  Really neat system, probably only
a couple of million or so.  Some day . . . .

Dan
My opinions.  Noone else is stoopid enough to use them besides me.
From: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation.piloting
Subject: Re: Engine Failure Due to Cold Engine?
Date: 26 Jan 93 06:10:32 GMT
Organization: Geoffrey G. Peck, Consultant, San Jose CA

In article <C1EDEx.I8t@world.std.com> paulc@world.std.com (Paul E Cantrell)
writes:
> Well, when I was at the Robinson factory CFI course, a guy from Alaska
> asked Frank Robinson about that - seems they get something called ice
> fog when it's really cold. Frank's from Southern California and couldn't
> tell the guy what was the right thing to do in this situation, but the
> guy clearly seemed to think that carb heat would make things worse.

Ice fog is one of the most menacing things known to light aircraft.  It's
sort of like normal fog -- formed when the temperature/dewpoint spread is
low -- and it tends to be only 10 or 20 feet thick.  Ice fog typically
forms at night (it's a type of ground fog), but if it gets very thick it
may take much of the day to clear.

When ice fog comes in contact with a moving aircraft, the aircraft tends
to ice up instantaneously.  The ice typically looks like a very heavy
layer of frost.  Not only is it impossible to see through the windows once
this has happened, but a significant loss in lift and/or increase in stall
speed may be encountered.

One of the bizzare things about ice fog is that you may fly over an airport
and it will look like it's perfectly fine VFR -- the runway lights are
plainly visible from above.  When one starts a descent for the field,
things start to look a bit murky a few hundred feet up on final.  When one
lands, though, the visibility goes to zero or close to it, and moments
thereafter, the windows ice over.

Ice fog is dangerous.  Very dangerous.  Don't fly in it.  And particularly
don't take off in it.  You may have de-frosted your aircraft properly on
the ground, but as soon as you start that takeoff roll, the ice will begin
to build.  And you may just not clear those trees at the end of the runway.

						Geoff
Newsgroups: rec.aviation.piloting
From: hutton@ncrcol.ColumbiaSC.NCR.COM (Edward.Hutton)
Subject: Re: the usual meandering thread biz
Organization: NCR E&M Columbia SC.
Date: Tue, 26 Jan 93 23:29:24 GMT

In article <C1GI5o.su@dircon.co.uk> uad1221@dircon.co.uk (David Lomax) writes:
[stuff deleted]
>You should want to learn to spin for your own, your passengers 
>and the people below you's sake. 
>
>It's all a question of *you* being in control of the aeroplane 
>rather than the aeroplane being in control of you.
>
>David Lomax
>
>P.S. Let's not draw parallels with driving, I am sure none of 
>us would want our average standard of flying to be comparable 
>to that that exists for driving.

	Funny, I have the same thoughts on learning aerobatics.
I know many pilots don't know how to fly aerobatics, but I still
have this feeling that it will make me a MUCH better pilot. I
would like to think that if I roll inverted (wake encounter
maybe?) my FIRST instinctive response would be to roll up right
and not split S. I just have this gut level feeling that acro
training would do me a world of good (its on the to do list :-) ).

	Last note... I have thought how nice it would be
if the standards for auto drivers were as high as pilots. Ed
begins to daydream...

"Okay Mr. Smith I have a brake on my side of the car. I'd like
you to smoothly accelerate up to 65 MPH and then with out warning
I'm going to lock up the brakes."

Screeeeeeeeeeee! 

"Very good Mr. Smith. The next maneuver will be maximal performance
cornering followed by high speed merging. You only have 15 more
maneuvers and an oral exam left. You're doing well. I'd like you
to explain the operation of the ABS braking system please."


	Sorry... I'm back. Perhaps complex ratings to use the 
inter-state highway system? Nah!

Ed



-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)    
Newsgroups: rec.aviation.piloting
From: jcmorris@mwunix.mitre.org (Joe Morris)
Subject: Re: a GPO book called "Contractions"?
Organization: The MITRE Corporation
Date: Wed, 27 Jan 1993 16:08:52 GMT

wpalmer@oasys.dt.navy.mil (William Palmer) writes:

>	      The book referenced in the subject line is something I've
>been searching for for a long time. Does it exist? If so, how do I purchase
>it? By the way, GPO stands for Government Printing Office, and I think
>that's where I can get it. I understand that the book is an invaluable
>resource for decrypting any ATC or meteorology contraction you can think
>of.

Yes it exists.  It's an FAA publication, sold by GPO at its usual
outrageous price.  The title is "Contractions Handbook".

I don't recall the exact FAA order number, but the easiest way to get
it (the order number, not the book itself) would be to check with your
nearest FAA (or DOD flight ops) facility.

The best key to finding interesting FAA publications is a booklet
titled, not unreasonably, "Guide to FAA Publications" (or something like
that) which lists the pubs commonly asked for, with information about
how to order the free ones or purchase the ones you gotta pay for.  If
you're near an FAA FSDO or FSS you might check with the staff there
to see if they have a copy you can swipe.  (The Guide itself is free.)

As to how useful the contractions handbook is: twenty-odd years ago when
I was working on my instrument ticket I bought it (along with a subscription
to the complete AIM, but that was before the prices went out of sight).
I haven't bought one since then and don't see any reason why I should.  The
book is a good reference, but vast majority of the contractions you'll
encounter are easy to work out based on context and your training; in
almost all circumstances where you'll be encountering others you can
ask your local^H^H^H^H^H regional FSS to decode them for you. 

(The above is an editorial comment.  There's a NOTAM out announcing
that the TYS FSS will be decommissioned tomorrow afternoon...your
wonderful FSS "improvement" plan at work.)

If you still are considering the purchase of a copy of the book,
at least look at it before you buy.  Your instructor may have a copy
(unlikely), and if you are near a DoD air base (where *is* dt.navy.mil?)
I would expect that flight ops could let you see their copy.

Joe Morris / MITRE
From: randy@cerl.gatech.edu (Randal T. Abler)
Newsgroups: rec.aviation.piloting
Subject: Re: Engine Failure Due to Cold Engine?
Summary: Cold Weather Kits
Date: 22 Jan 93 15:09:32 GMT
Organization: CERL/EE, Georgia Tech, Atlanta


On various trips up north, I've seen cold weather kits installed on 
planes - basically a restriction on the cooling air intake.  (I've
even seen one plane with duct tape covering part of the intake!)
Does anyone on the net use these?  What temperatures are they recommended for?
-- 
Randal  Abler   	randy@cerl.gatech.edu		 
CERL/EE Georgia Tech     
Newsgroups: rec.aviation.piloting
From: raveling@Unify.com (Paul Raveling)
Newsgroups: rec.aviation.piloting
Subject: Re: Engine Failure Due to Cold Engine?
Date: 21 Jan 93 21:05:16 GMT
Organization: Unify Corporation (Sacramento)

In article <1993Jan19.044113.6485@netcom.com>, rkaplan@netcom.com (Richard Kaplan) writes:
> The temperature this past sunny Minnesota weekend
> was a balmy 2 degrees ...

> Everything went normally and I applied carb heat as
> I began my descent.  The engine appeared to respond 
> normally to sequential power reductions, including
> a drop to idle over the fence.  Then just after 
> touchdown the prop stopped entirely and it took
> a minute or so dead on the runway before I could
> start the engine again.
> ...
> 
> Any thoughts on the cause of this and how to prevent
> a repeat occurence?

	My suspicion is that it would help to keep partial throttle on
	at all times and never quite go to idle.  That's based on this
	guess about 2 problems:

	One is a density altitude problem, reversed from the usual summer
	situation.  When it's very cold it may be difficult for the carb
	to produce a burnable fuel/air ratio even with the mixture control
	set to full rich.

	The second problem aggravates the first:  It's harder to vaporize
	liquids at low temperatures than at high temperatures.  The
	mixture entering the cylinders could be relatively more like
	air containing little droplets of liquid gasoline than like the
	appropriately homogeneous mix of hydrocarbon vapors and air.

	Keeping a bit of extra power should keep gas velocity up a bit
	through the carburetor and intake manifold, helping to mix
	the fuel/air mixture.  It should also increase the the chance that
	there'll be enough of it in each cylinder to propagate a flame
	adequately.


	Vaguely related question:

	I don't **think** this is possible, but is it ever possible to get
	carburetor ice by APPLYING carb heat when the air's too cold?
	This would depend on how much heat the carburetor heat supplies,
	but I'd guess that heating intake air to about freezing (or thawing)
	would only happen when the OAT is too low to support much of any
	humidity in the air.


------------------
Paul Raveling
Raveling@Unify.com
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.piloting
Subject: Re: Charts in-flight (was
Date: 24 Jan 93 12:22:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

BL> .As for marking my charts, I use a pink highligter to mark "enroute"
  > .courses on a sectional.  I'll re-use a lot of those paths so the chart
  > .doesn't get *too* messy.

You don't do much flying at night, do you?  Those highlighters are
totally invisible at night under the red light.  _Almost_ invisible
under the white light, if it's turned down dim enough to maintain your
night-vision.

        D/
---
 . QMPro 1.0 41-3345 . Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
                
Newsgroups: rec.aviation.piloting
From: Robert Noel
Subject: Re: Charts in-flight (was: pilotage: any tricks/tips?)
Organization: The MITRE Corporation
Date: Thu, 21 Jan 1993 20:26:54 GMT

In article <1299@galileo.rtn.ca.boeing.com> rfh3273@galileo.rtn.ca.boeing.com
(Dick Harrigill) writes:
>Several people mentioned in this thread about marking their charts.
>I also think this is a good practice.  However, it significantly reduces
>the life and readability.
>
>I have alway thought that the concept of a plexiglass type chart holder
>with grease pen markings could be a good idea. However, I have yet to
>see anything that looks reasonable.  For example Sporty's has such a
>device in their catalog, and I've seen similar things in local stores,
>but they seem way overpriced and very awkward.  A pad with a two dimensional
>scroll capability would be ideal.
>
>Has anyone had good experiences with these types of chart holders?
>

I know you asked for good experiences but....

I've tried the plexiglass thing a couple of times, but it's
a pain, especially if you have to refold the map.

bottomline, the plexiglass thing isn't worth it for me.
I write on the charts, and buy as many as I
need as often as necessary.  Sometimes I use two copies
to save me the hassle of refolding the sectional.

Bob Noel
my views are my own, not MITRE's


Newsgroups: rec.aviation.piloting
From: jav@crash.cts.com (Javier Henderson)
Subject: Re: pilotage: any tricks/tips?
Organization: CTS Network Services (crash, ctsnet), El Cajon, CA
Date: 27 Jan 93 15:01:31 PST

Geoff Peck (geoff@peck.com) wrote:
: 
: Simple Pilot Hint #29:
: 
:     On the east coast, the ocean is generally east.
: 
:     On the west coast, the ocean is generally west.

Then again, around Santa Barbara, the ocean is south! ;-) ;-) ;-)

--
Javier Henderson
jav@crash.cts.com
From: craigb@sdd.hp.com (Craig Bosworth)
Newsgroups: rec.aviation.piloting
Subject: Re: Book on Florence "Pancho" Barnes?????
Date: 25 Jan 1993 10:25:17 -0800
Organization: Hewlett Packard, San Diego Division
NNTP-Posting-Host: hpsdl136.sdd.hp.com

In article <1jvidfINN27p@digex.digex.com> stephens@access.digex.com (John Stephens) writes:
>Check out the references to her in "The Right Stuff".

Pancho Barnes is also mentioned in Tex Johnston's autobiography, _Tex
Johnston:  Jet Age Test Pilot_.


-- 
Craig Bosworth  (619) 592-8609
Hewlett-Packard, San Diego Division
craigb@sdd.hp.com
Newsgroups: rec.aviation.piloting
From: weissen@lem.ee.ethz.ch (Thierry Weissen)
Subject: Re: Radio procedures at controlled airports
Organization: Swiss Federal Institute of Technology, Zurich
Date: Wed, 27 Jan 1993 13:48:03 GMT

In article <WD.93Jan27123341@sam.cs.tu-berlin.de>, wd@cs.tu-berlin.de (Wolfgang Diestelkamp) writes:
|> [...]
|> 
|> 
|> Are you actually supposed to say "ready for *takeoff* ?
|> I understand that ICAO banned the use of the word "takeoff" except
|> for the actual clearence to avoid any possible confusion. I think
|> the same happened to "cleared into position" instead of "line-up",
|> after the accident on the Canary Islands a couple of years ago
|> involving two 747's.
|> ICAO standard phrase is "ready for departure".
|> 
|> -- 


I fully agree with Wolfgang Diestelkamp. I am currently attending 
a voice course. The word takeoff is only used for the actual 
takeoff. So when lined up you get a "cleared for takeoff", but 
in the holding bay you are "ready for departure" or you may hear 
"after departure right turn" and so on.

Thierry Weissen
weissen@lem.ee.ethz.ch


Newsgroups: rec.aviation.piloting
From: phil@pex.eecs.nwu.edu (William LeFebvre)
Subject: Re: Charts in-flight (was: pilotage: any tricks/tips?)
Organization: EECS Department, Northwestern University
Date: Mon, 25 Jan 1993 15:56:20 GMT

In article <1jpkk2INNgnk@sol.usc.edu> barney@sol.usc.edu (Barney Lum) writes:
>
>>In article <1299@galileo.rtn.ca.boeing.com> rfh3273@galileo.rtn.ca.boeing.com (Dick Harrigill) writes:
>>> [ ..marking charts is good, but significantly reduces its life and 
>       readability ...]
>
>In article <1993Jan22.161520.7178@eecs.nwu.edu> phil@pex.eecs.nwu.edu (William LeFebvre) writes:
>> [...need to replace them every 6 mos anyway (we ARE all using
>>current charts, aren't we?)  ...the $5.50 to get a replacement.  :-)
>                                      
>Hmmm.. Hey, Bill.. are *you* using current charts?  I've been dishing out
>SIX BUCKS for my sectionals since Oct. (and $3.75 for TAC's)!  :}

I stopped counting pennies in my flying expenses about the second month
of training.  :-)  I also have a subscription direct from NOS.  Nothing
hides an object's actual price better than a subscription!  :-)  :-)  :-)

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
Newsgroups: rec.aviation.piloting
From: serafin@epcot.spdc.ti.com (Mike Serafin)
Subject: Re: more imc
Organization: TI Semiconductor Process and Design Center
Distribution: rec
Date: Tue, 26 Jan 1993 05:42:04 GMT

In article <maverick.727996968@camelot> maverick@camelot.bradley.edu (Darin Petersen) writes:
>    Since we're all talking about VFR pilots is IMC, I have a question of
>my own.  I'm planning on getting my instrument ticket this summer.  What I
>want to know is how my flight sim 4 experience will transfer over.  I know
>fs4 is not a real plane and doesn't fly exactly like a real plane and
>nothing ever fails and the air is usually smooth.  I have gotten proficient
>with all types of approaches (NDB,ILS,VOR) and  have even done some partial
>panel work.  Will the spacial ability I have improved upon with this apply
>to real flight?  
>

I think the only real advantage you may have is with respect to procedural type
things, what to do when and that kind of thing. Flight sims, as you point out,
are not real planes, and as such no amount of flying a computer will prepare
you for the onslaught of sensory inputs that you must learn to deal with in
real IFR flight.  

Mike Serafin    serafin@epcot.spdc.ti.com
PPASMEL-Inst
C310I N48WM
Newsgroups: rec.aviation.piloting
From: maverick@camelot.bradley.edu (Darin Petersen)
Subject: more imc
Organization: Bradley University
Distribution: rec
Date: 25 Jan 93 21:22:48 GMT

    Since we're all talking about VFR pilots is IMC, I have a question of
my own.  I'm planning on getting my instrument ticket this summer.  What I
want to know is how my flight sim 4 experience will transfer over.  I know
fs4 is not a real plane and doesn't fly exactly like a real plane and
nothing ever fails and the air is usually smooth.  I have gotten proficient
with all types of approaches (NDB,ILS,VOR) and  have even done some partial
panel work.  Will the spacial ability I have improved upon with this apply
to real flight?  



--
            __|__          Darin Petersen - PP-ASEL
     ________(*)________  Maverick@camelot.bradley.edu
            o/ \o    
            
              
Newsgroups: rec.aviation.piloting
From: eandersn@mach1.wlu.ca (Niels Ejvind Andersen)
Subject: Re: Radio procedures at controlled airports
X-Newsreader: Tin 1.1 PL5
Organization: Wilfrid Laurier University
Date: Fri, 22 Jan 1993 16:53:56 GMT

Mark Biamonte (mjb@keps.kodak.com) wrote:
: One of the most helpful things I have found is to get a hold of a portable
: radio which receives the comm frequencies and go out to a controlled airport
: and just listen and watch.  Preferably at a fairly busy GA airport which has a
: mix student activity and transients.  Even better if you get some jets mixed
: in as well.  

This is an excellent idea.  In Canada, Radio Shack sells an inexpensive
AM/AIR radio for about $ 25.  It has a sliding-type tuner (as opposed to
the push-button digital tuners that the more expensive scanners have), but
it does the job, and you can buy one and still afford to fly!!

: If you do this for a while you will see and hear many different situations.
: Eventually you will be able to anticipate what both the controller and pilot
: are going to say.  For example the first time I heard the phrase "Cleared for
: the Option" was while I was doing just this.  My next lesson I asked my
: instructor what that phrase meant.

Mark, tell us what it means!  I have heard it too.

--
Niels Ejvind Andersen                         Internet: eandersn@mach2.wlu.ca
Information Systems                             Voice:  (519) 884-1970 x 2760 
Wilfrid Laurier University                               Fax:  (519) 886-9351 
Waterloo, ON Canada  N2L 3C5                                  CIS: 70511,2302
                                                                  ... VFR NC4
Newsgroups: rec.aviation.piloting
From: moersch@theory.TC.Cornell.EDU (Jeff Moersch)
Subject: Re: pilotage: any tricks/tips?
Organization: /home/guest/moersch/.organization
	<1993Jan18.203057.11750@CSD-NewsHost.Stanford.EDU>
	<1993Jan19.022337.7279@iqsc.COM> <C140nF.6DA@tss.com>
Date: Fri, 22 Jan 1993 13:20:48 GMT

In article <C140nF.6DA@tss.com> burke@tss.com (Jim Burke) writes:

>...I find it
>   easier to look outside and try to correlate what I see with what is
>   depicted on the map.  If I look at the map first and then try to see
>   the feature on the ground, I have much less success...

This is interesting, because it's the exact opposite of what my
instructor told me to do when I was a student.  He claimed that it
was much easier to fool yourself into thinking you were somewhere you
weren't if you went outside to map instead of the other way around.

In addition to water towers, power lines, roads, etc, another landmark
which is useful at least in getting around the LA basin (on the TAC
chart) are outdoor movie theaters - they all seem to be on the TAC.
When we did our dual x-countries, we used to play the aviation version
of "Where's Waldo" by finding drive-ins that were on the TAC along our
route and then trying to find them along our way.  Lot's of fun!

Related to the topic of pilotage is the topic of getting lost... Last
Tuesday I and a buddy were on our way from SNA (Orange County) to P06
(Laughlin, Nv).  We had cleared the San Bernardino Mtns. and were
heading out over the desert when I realized I had... um... "lost my
positional awareness".  Well, there's several restricted areas out
that way, and I was none too eager to bust anyone's airspace, so we
started hunting for landmarks on the map that were also out the
window.  While we were doing this, I spotted a Navy A-6 cruising by us
at approximately our altitude, and maybe a mile away.  Not long after,
I found where we were on the sectional - next to a little town called
"Bagdad"!  I'm pretty sure we never got into the restricted area, but
it was close...

So how many other pilots on the net can say they were intercepted by
a U.S. Navy jet while flying near the boundary of the "no-fly-zone"
over Bagdad?!?

Jeff Moersch
PP-ASEL

 
Newsgroups: rec.aviation.piloting
From: L697187@LMSC5.IS.LMSC.LOCKHEED.COM
Subject: Re: Radio procedures at controlled airports
Organization: Lockheed Missiles & Space Company, Inc.
Date: Thu, 21 Jan 93 07:47:20 PST

Let me assure you that the situation you describe is definitely NOT the case
at the uncontrolled field that I learned to fly at. (027, Oakdale, CA).
Both of my instructors (the good one and the bad one) stressed the importance
of LOOKING outside.  That was stressed even more than announcing your position
in the pattern.  We were taught not to even taxi out onto the runway if
another plane was on base or final.  Your friend's instructor does not sound
like a good pilot at all and sounds like an even worse instructor.  Maybe
I am overreacting but that CFI just sounds plain dangerous.

Scott (never afraid to voice an opinion) VanArtsdalen
PP-ASEL