HDTenEightyP/NetNews huggingface dataset:
From: rob@cats.ucsc.edu (99708000)
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 14 Sep 1992 04:13:27 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: ucsco.ucsc.edu


In article <1992Sep5.230825.33148@pro-carolina.cts.com> gatech!pro-carolina.cts.com!delton (Don Elton) writes:
>If someone flying "air lifeline" or some other such charity flying service
>were to just donate the money they spend on these missions to the people in
>need directly they'd probably find that the money would go farther for a
>commercial flight in many cases.  Again, remember that the urgency for such
>trips isn't as great as many would have you believe.

No, Don.

The typical mission is certainly not something like JFK to LAX.
It's more like Winnemucca to Santa Monica.  Call up your travel agent
and ask about a commercial flight on that route.
We are encouraged to buy tickets for the clients when personal flying
won't work out-->if it's feasible<, but it often isn't.

-- 

-Rob Strand

   From Bitnet: rob@ucscvm  From Internet: rob@ucscvm.ucsc.edu
From: grushmel@rumrunner.Corp.Sun.COM (Steve Gruelle)
Newsgroups: rec.aviation
Subject: FAA tapes -> fplan database for airports and vors
Date: 10 Sep 1992 23:03:52 GMT
Organization: Sun Microsystems
Distribution: world
Reply-To: grushmel@rumrunner.Corp.Sun.COM
NNTP-Posting-Host: rumrunner.corp.sun.com

I have seen the 08-20-1992 data files from the FAA tapes,
and all the conversion programs etc., but in my attempts
I have been unable to complete the conversion and have
a "complete" and readable database and in the end.

Has anyone out there been success full in acomplishing this
conversion that could make the files ftp'able?

I would sure appritiate the help.

Steve Gruelle			steve.gruelle@Corp.Sun.COM
--------------------------------------------------------
Husband:  I'd rather be out dragging my knee
Wife:     But if it scares you so much, why
	  do you do it?
Husband:  Some people do drugs, I do speed...
				...FZ750!
From: hopkins@gvlf9-o.gvl.unisys.com (Bill Hopkins)
Newsgroups: rec.aviation
Subject: Re: Flying saves money (sic)
Date: 4 Sep 92 21:02:33 GMT
Reply-To: hopkins@gvl.unisys.com
Organization: Paramax Systems Corp (A Unisys Company), Great Valley Labs, PA

In article <1992Sep2.144206.11929@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
>In article <1992Sep1.215802.19821@medtron.medtronic.com>, km11480@medtronic.COM (Keith A. Meisel) writes:
>|> 
>|> How much would general aviation flying cost us if Flight Service, ATC, 
>|> were not subsidized by taxes on airline tickets.
>
>But why shouldn't ATC and Flight Service be subsidised by airline
>tickets?  Those services benefit airlines as well as GA.  And my
>understanding is that GA does pay for those services in part thru
>fuel taxes.

Aviation fuel taxes and ticket charges go into the Aviation Trust Fund,
which supports capital investment (airports, facilities, equipment,
etc.).  The trust fund was not intended to pay for operating costs,
although the budgeteers regularly try to change the rules (and may
have succeeded -- I need to review the bidding).  So GA does not pay
directly for services.  But neither do the airlines.  (Caveat: if the
rules *have* changed, this is all wrong... net.correction will apply.)

>|> A recent editorial in the Minneapolis Star Tribune pointed out
>|> that if GA pilots paid their "fair share" (their words) the cost
>|> for the GA pilot would increase tremendously.
>
>I would say that the editorialist's opinion of what GAs "fair share" is
>is way far off the mark. [...]

Not surprisingly.  The analysis probably came from some lobby group
with an axe to grind.  Anyone not in GA will figure the "fair share"
to their advantage.  Said editorialist probably read the news release
and instantly figured out how to fill his assigned space on the page.
Round up the usual suspects.

	Bill (but leave *my* lobby group alone) Hopkins

------------------------------------------------------------------------------
hopkins@GVL.Unisys.Com          Paramax Systems Corporation (A Unisys Company)
215-648-2854 or 363-7464        Great Valley Labs, PO Box 517, Paoli, PA 19301
MXE 016 radial, 8 nmi              Opening my mouth is not company policy.
From: randy@khan.gatech.edu (Randal T. Abler)
Newsgroups: rec.aviation
Subject: Re: Transponder problems / great flight
Date: 15 Sep 92 13:44:22 GMT
Organization: CERL-EE, Georgia Institue of Technology



In FAR 91.215 ATC transponder and altitude reporting equipment and use
part (d) ATC authorized deviations:
ATC may authorize deviations from paragraph (b) of this section -
(1) Immediately, to allow an aircraft with an inoperative transponder
to continue to the airport of ultimate destination, including any 
intermediate stops, or to proceed to a place where suitable repairs can 
be made or both;

Assuming the transponder actually had died - 
I would have asked Bay approach for permission to continue to Reno, 
and done the same on reaching Reno.  For the return trip, phone
Reno approach & Bay approach at least one hour before departure,  and 
tell them you had a transponder failure on the way to Reno, and wish 
to return to your home base (Palo Alto?) for repairs with an inop 
transponder.

On several occasions, I've called Atlanta approach before taking off 
because somebody had squawked 'bad transponder?', and I needed to test
fly it and/or take the plane to the avionics shop to have it fixed. They
have never refused a waiver.  But this has always been VFR, outside the
TCA, although under the TCA limits and within the 30 mile radius.  
Yes, Atlanta's TCA is big enough that you can be under (or in) the TCA 
and outside the 30 mile radius.  Sigh.


-- 
Randal T. Abler   	randy@cerl.gatech.edu		 
CERL/EE Georgia Tech
From: dsnyder@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation
Subject: Re: How realistic are simulators?
Date: 8 Sep 92 10:51:23 EST
Organization: USAF AL/CFH, WPAFB, Dayton, OH

In article <1992Sep4.194937.3178@access.usask.ca>, choy@skorpio.usask.ca writes:
> I've got a very basic flight simulator. On average, how realistic
> are simulators?
> 
> Henry Choy
  How does $3000.00 an hour for a B2 sound.  Now that's realistic.  David-- 

---------------------------------------------------------------------
David B. Snyder                     Logicon Technical Services Inc.
dsnyder@falcon.aamrl.wpafb.af.mil   Wright-Patterson Air Force Base
513-255-7557                        Dayton, Ohio USA
---------------------------------------------------------------------
It is said that GOD doesn't subtract from ones' time on earth, those
hours spent flying.
---------------------------------------------------------------------
1946 Cessna 140 N76234 "The lady in waiting" Owner/Operator
---------------------------------------------------------------------
Opinions expressed are my own and not those of Logicon or the USAF.
---------------------------------------------------------------------
Newsgroups: rec.aviation
From: jcmorris@mwunix.mitre.org (Joe Morris)
Subject: Re: Hinckley Crash
Keywords: twin engine aircraft on tkof
Organization: The MITRE Corporation
Date: Mon, 14 Sep 1992 14:44:59 GMT

karl@ddsw1.mcs.com (Karl Denninger) writes:

>It seems insane that at some three miles from the field, which represents
>a time greater than one minute from take-off, that the pilot would not have 
>retracted the gear in the face of a known energy management problem (engine 
>out condition).  He certainly wasn't going to need the gear to land in a 
>soybean field!  

I've got exactly zero time in a D-18 (as either pilot or pax) but in many
birds which can tuck their legs up the gear causes much more drag while it
is in transit than while it's down and locked.  If this is true of a D-18
then the pilot might have deliberately chosen not to degrade the already
critical performance problems by adding drag (however transient) from
gear-in-transit.

A pilot I knew several years ago routinely demonstrated this by pulling
up the gear on his F7F Bearcat immediately after the wheels came off the
runway.  The bird *always* lost enough altitude that observers would lay
bets on how long it would be before he had a prop strike.  (He never did:
one day he flew too close to a TB and took a lightning strike at the
wing root with the obvious result.)

Joe Morris / MITRE
Newsgroups: rec.aviation
From: drmax@casbah.acns.nwu.edu (Marianna Max)
Subject: Re: Indianapolis and Gary plane crashes
Organization: Northwestern University, Evanston Illinois.
Date: Tue, 15 Sep 1992 16:07:20 GMT

Some new information on the Indianapolis crash. The twin-engine was a 10
passenger Mitsubishi MU-2 and the single-engine was a Piper Saratoga.
Investigations are centering on an airtraffic controller who stopped
providing radar guidance to the Piper just before the collision. 


One of the investigators said that both planes were on radar being 
monitored by Indianapolis Approach Control in the control tower at 
Indianapolis International Airport.

He said that following its takeoff from Eagle Creek Airport, the
Piper had established contact with the tower and was being provided with
radar guidance.

Moments later, the controller notified the pilot that he would no
longer be tracking the plane. At aproximately the same time the controller 
was initiating communications with the pilot of the Mitsubishi aircraft, 
which had just taken off from Greenwood Airport. That pilot also requested 
radar guidance.

The Mitsubishi had just been locked into the controllers system when
the crash occurred.

Both planes remained on radar, even though the controller had broken off 
contact with the Piper's pilot.

Indianapolis traffic controllers contacted the Greenwood Airport at
about 3 p.m. Friday, asking if the Mitsubishi aircraft had returned to
that field because the plane had disappeared from their radar screen.
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Use solo to actually do something?
Date: 10 Sep 92 22:37:49 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> Can you like solo X-country down to LA and say go to Disneyland, and
> then come back?  Or maybe visit friends or something, and come back the
> next day?  Or does your instructor time your journey and actually waits
> at the airport for your final touchdown? 

I'd discuss it with your instructor, but I don't see why not, if he
endorses you off.  I certainly stopped off for lunch at one of my
stops on my long crosscountry (I had to get gas anyway).

-Ron
Newsgroups: rec.aviation
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: Twin Beechcraft crashed in Hinckley, IL
Organization: Technical University of Berlin, Germany
	<1992Sep9.143422.6700@eecs.nwu.edu>
Date: Thu, 10 Sep 1992 12:20:52 GMT

In article <1992Sep9.143422.6700@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:

> More news on the Hinckley crash:

On the same matter: We even had media coverage on this crash
in our local Berlin newspaper. It's always interesting :-( how
widely GA - or aviation  for that matter - news are spread
all over the world (bad news I mean), while we didn't see anything
on the car accidents last weekend.
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de
From: ted@swrinde.nde.swri.edu (Ted Mueller)
Newsgroups: rec.aviation
Subject: FAA - Believe it or not
Keywords: FAA
Date: 15 Sep 92 20:24:56 GMT
Organization: Southwest Research Institute, San Antonio, Texas


Taken from the Last Page, Motorcyclist, September 1991
(The article is accompanied by a photo of a bike in the background.  In the
foreground we have a man in leathers w/ helmet holding a large bird from
one wingtip.  The wingspan is roughly as wide as he is tall...)
---
 
Perils of Road Testing No. 23
 
   Staffer Lance Holst recently set a record by claiming the largest confirmed
road kill ever recorded during _Motorcyclist_ testing.  In fact, due to the
size of the bird and the circumstances surrounding its demise, Holst was
required to submit to interrogation by the FAA, as well as the NTSB, AAA, the
National Audubon Society and the Guinness Book of Records. We quote the official
FAA report.  
  "During a routine evaluation session at _Motorcyclist's_ desert test complex, 
staffer Holst was traveling at a necessarily elevated rate of speed whilst 
quantifying dynamic stability criteria of a test unit.  Operating under Visual 
Riding Rules, Holst sighted an unauthorized buzzard on the road surface ahead,
eating an unidentified dead thing (UDT).  Apparently distracted by a 
particularly recalcitrant piece of viscera, said buzzard failed to initiate its 
take-off roll expeditiously and was still in the early phases of a full-power 
climb-out when Holst (traveling at approximately 200 ft./sec.) realized a 
collision was imminent.  Holst's helmet contacted the buzzard just aft of the 
right wing root, resulting in instantaneous and catastrophic failure of the 
bird's flight-control system.  Staffer Holst blacked out momentarily 
immediately after impact but maintained control of his vehicle.  Later 
examination of his Kiwi helmet revealed substantial damage to its energy-
absorbing liner, indicating the severity of the impact.
  "Eyewitness accounts of the incident indicate the buzzard was not developing
power after the initial collision and traveled in a ballistic arc of substantial
height, eventually impacting the ground in a steep nose-down attitude.  There
was no fire after impact.  The bird was not transponder equipped and had not
filed a flight plan.
   "CAUSE OF ACCIDENT: BUZZARD ERROR"
From: jac@mentor.cc.purdue.edu (John Clear)
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 13 Sep 92 00:28:32 GMT
Organization: occasional on alternate Tuesdays

In article <1992Sep5.230825.33148@pro-carolina.cts.com> gatech!pro-carolina.cts.com!delton (Don Elton) writes:
>If someone flying "air lifeline" or some other such charity flying service
>were to just donate the money they spend on these missions to the people in
>need directly they'd probably find that the money would go farther for a
>commercial flight in many cases.  Again, remember that the urgency for such
>trips isn't as great as many would have you believe.

	This may or may not be true, I'm not going to argue it.  The reason
people want to do charity flights is to use their gift/skill/etc of flying
to help people.  Donating money is very different then actaully getting 
involved and directly helping the person.  Someone else can argue which way
your money goes further...

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: kolin@unislc.uucp (Kolin Vance)
Subject: Re: Twin Engine Club Plane
X-Newsreader: Tin 1.1 PL5
Organization: Unisys Corporation SLC
Date: Tue, 15 Sep 1992 19:58:24 GMT

Keith A. Meisel (km11480@medtronic.COM) wrote:
: Some of the more career-minded members of a flying club
: to which I belong are lobbying for the club to
:  buy a twin .  As background, we have 60 members, and the club
: aircraft consist of two Warriors, two Archer II's, an Arrow (201)
: and a Cherokee six.  Is a twin-engine an appropriate aircraft
: for a club situation?  Is it potentially too dangerous for weekend
: flyers?  Also, could the costs associated with owning a twin
: become a financial burden on the rest of the club operations?
: 
: I'd like to get some feedback either by posting or e-mail.  I 
: would share your opinions with my fellow club members.  Thanks
: in advance for your help. 
: 

I'm the Treasurer of a club here in Ogden Utah.  We also have 60 members
and this kind of discussion has been raised.  Please send me the comments
and conclusions that arise from this thread, I would like to know the 
drawbacks and advantages.

		thanks, kolin

-----
Kolin Vance
Unisys, SLC
kolin@unislc.slc.unisys.com
From: brianh@pongo.Eng.Sun.COM (Brian Horn)
Newsgroups: rec.aviation
Subject: Re: Use solo to actually do something?
Date: 11 Sep 1992 17:34:05 GMT
Organization: Sun Microsystems, Mt. View, Ca.
NNTP-Posting-Host: pongo

In article <1992Sep10.235822.1@pomona.claremont.edu> jhenderson@pomona.claremont.edu writes:
>Hm....I thought that students couldn't fly solo "in the furtherance of
>business"?

This is not clearly a case of flying in the furtherance of busisness.
If it were, shouldn't the IRS allow one to deduct the cost of transportation
to and from your place of business?  Since it does not, this is arguably
*not* furthering a business (my personal opinion notwithstanding).
Now, of course, just becase the IRS treats it one way doesn't mean the FAA
wouldn't treat it another :-(
From: zap@ucscb.UCSC.EDU (ZaP!)
Newsgroups: rec.aviation
Subject: Museums in the U.K.
Date: 10 Sep 1992 17:45:54 GMT
Organization: The UCSC Irregular Rocketeers
Distribution: world
NNTP-Posting-Host: ucscb.ucsc.edu
Summary: where?



I am going to be travelling to the U.K. this October, and would be
remiss if I didnt visit an air museum or two.  Unfortunately, the only
name that sticks out in my mind is Duxford, which I believe is the
home of the Old Flying Machine Company.  (Though I am unsure.)

Do any of you have a favorite museum that you could recommend?  I'm
especially insterested in the London, Norwich and southern Scotland
regions.

Also, on a different note, does anyone know how a U.S. PPSEL transfers
to the U.K.?  I'm curious to know if I could fly while I'm there.

I'm about seven hundred messages behind in this group, so please email
a response to me, but dont deprive the net of valuabale information.

Thanks,

-Ford					Internet: zap@ucscb.ucsc.edu
					UUCP    : zap@armory.com

[Insert tautology here.]
Newsgroups: rec.aviation
From: zari@math.ethz.ch (Alain Zarinelli)
Subject: Pilot Age and Aviation Accidents
Organization: Swiss Federal Institute of Technology, Zurich
Date: Wed, 9 Sep 1992 13:03:28 GMT


   Some time ago I think I read a question on the relationship between age 
and accidents in aviation. Browsing in the ETH library I found a publication
of the "Flight Safety Foundation" entitled


                       Aviation Safety in the '90s

                             Proceedings
                               of the
                        36th Corporate Aviation
                            Safety Seminar

                          April 17-19, 1991
                      Westchester Marriott Hotel
                        White Plains, New York


   Among other intersting articles there's one by Karen H. Baker called 
"Neuropsychological Testing of Pilots" in which a statistics is presented.
I cite from the article:

    "Accident Rate (per 100,000 hours of flight time) for pilots holding"
    "Class III medical certificates and reporting flight time of 401 or"
    "more hours per year (Golasziewski)."
   
    "    Age Group                   Accident Rate

         17-19                          7.2
         20-29                          9.0
         30-39                          7.6
         40-49                          6.7
         50-59                          3.3
         60-69                          3.1
         70+                            9.2          "

   The given reference "Golasziewski" seems to hold more information but I
couldn't find it in the ETH lib. Perhaps someone out there has the opportunity
to look into it; so here the complete title:

    "Golasziewski, R."
    "The Influence of Total Flight Time, Recent Flight Time"
    "and Age on Pilot Accident Rates."
    "Prepared for Transportation Systems Center, DOT, Cambridge MA,"
    "by Acumenics Researc, June 1983."

   If these figures are already well-known to the audience, just ignore this
posting. If someone has newer figures or finds more interesting statistics
(e.g. in Golasziewski) I would be very (_VERY_) interested in getting them;
perhaps she could just e-mail them to me...

						Alain.

P.S.: The ISSN-# of "Aviation Safety in the '90s" is 0270-5176
      The address of the Flight Safety Foundation is (or was in 1991):
               FSF, 2200 Wilson Boulevard, Suite 500,
               Arlington, Virginia 22201-3306 U.S.
               Telephone: (703) 522-8300
               Fax: (703) 525-6047

DISCLAIMER: Any mistakes and/or typos are probably mine!
--
Alain Zarinelli                                            (PPL-CVFR/NVFR)
zari@math.ethz.ch                                                         
zari@astro.phys.ethz.ch               "If God had meant man to fly ---
zari@czheth5a.bitnet                   He would have given him more money"
Newsgroups: rec.aviation
From: burke@tss.com (Jim Burke)
Subject: Re: Use solo to actually do something?
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Fri, 11 Sep 1992 16:23:35 GMT

In article <w=vnrbm.rkaplan@netcom.com>, rkaplan@netcom.com (Richard Kaplan) writes:
|> 
|> In article <1992Sep11.000854.28339@tss.com> burke@tss.com (Jim Burke) writes:
|> 
|> 
|> >commute to work.  He got signed off to solo to his destination airport and
|> >used his solo endorsement to start before he got his license.  I don't 
|> >recommend this but it is legal.  On the other hand, a friend of mine has
|> 
|> Actually, it's not legal:
|> 
|> FAR 61.89 (a) (4)  A student pilot may not act as pilot
|> in command of an aircraft in furtherance of a business.


No, no, no, I wasn't suggesting he was engaging in a business activity.
He simply used the airplane for his own personal transportation to and from
his job.  The flying had nothing to do with "furtherance of a business", it
was simply a convenience for him to avoid driving his car.  I do not believe
this kind of thing is what FAR 61.89 is intended to cover.  I believe
FAR 61.89 would cover such things as a student pilot ferrying an
airplane for his employer.  That would be in the furtherance of a 
business.

I still think it is a very bad idea for a student to start flying for any
other reason than to learn and have fun.

-- 

	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: jhenderson@pomona.claremont.edu
Subject: Re: Got my Private!
Organization: Pomona College
Date: 9 Sep 92 15:49:52 PDT

In article 11875@mnemosyne.cs.du.edu, mperlman@nyx.cs.du.edu writes

>GOT it..Finally! The damn weather along the coast has been MVFR the
>last few days..and today it was PERFECT <well sorta>...talk about
>a major dose of STRESS! [I had my college future on the line]

Congratulations! Now, how about a checkride report? I always look forward to
read a) x-country trip reports, b) checkride reports.

______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
Newsgroups: rec.aviation
From: tim@ais.org (Tim Tyler)
Newsgroups: rec.aviation
Subject: Re: Naval Air Station Tower - Code 7 - Wazzat?
Date: 14 Sep 92 19:55:21 GMT
Organization: UMCC

In article <pdb1.716474930@Isis.MsState.Edu> pdb1@ra.msstate.edu (Philip D Bridges) writes:
>gak@n5abi.hou.tx.us (Gene A. Kennedy) writes:
>>jeffg@loki.esd.sgi.com (Jeff C. Glover) writes:
>
>>> What is code 7?
>
>> Maybe someone will correct me if I didn't remember the meaning of 
>>the number right, but I'am sure that the higher the number, the 
>>more important the VIP :-)
>
>It is just the opposite. The lower the number, the more important
>the VIP. Code 7 is a full Colonel, Code 6 a one-star, etc. Code 1
>is El Presidente.
>

  DV Code 7 = DOD )-6s, comparable ranked officers of friendly nations, 
 Counselors in Charge of Consulates of Foreign Powers, and/or government
 civillians in paygrade GS-15.



-- 
 Tim Tyler   Internet: tim@ais.org  MCI Mail: 442-5735  C$erve: 72571,1005
P.O. Box 443     Packet: KA8VIR @KA8UNZ.#SEMI.MI.USA.NA
Ypsilanti MI
48197-0443                  PADI, USPA, AFCEA, INEOA, P226, VFR700, etc.
Newsgroups: rec.aviation