HDTenEightyP/NetNews huggingface dataset:
From: kevind@catt.ncsu.edu (Kevin J. Dunphy)
Newsgroups: rec.aviation
Subject: How to find/select an instructor?
Date: 10 Apr 92 01:44:04 GMT
Reply-To: kevind@catt.ncsu.edu (Kevin J. Dunphy)
Organization: NCSU CATT Program


Howdy gang!

I'm interested in finally getting started on a ticket soon.
To do so, of course, I'll need to retain an instructor.  I
know a few, and know where the airports 'round here are, so
I doubt I'll have trouble finding quite a few, but I'm curious
about what criterion to use for selecting one.  What suggestions
can you provide??

Any e-mailed responses will be summarized and posted.

thanxlots
kevind

Kevin J. Dunphy
kevind@catt.ncsu.edu
From: pablo@cs.washington.edu (David Cohn)
Newsgroups: rec.aviation
Subject: The Great Cross-country Aircraft Race
Keywords: anyone need a copilot?
Date: 17 Apr 92 00:08:50 GMT
Distribution: na
Organization: Computer Science & Engineering, U. of Washington, Seattle

So, as members of the AOPA and EAA have probably noticed, Aircraft
Spruce and Widget Supply is sponsoring an all-out L.A. to Chicago
air race on July 25th.

Are there any netters that are planning to take part? Dare I ask if there
are any netters who might be looking for a co-pilot? This sounds like
a bit of a return to the so-called "good old days" of air rallies; I'd
love to be a part of it.

-David Cohn
 Champ 84160 (letsee, at 75 knots, we'll be in Chicago by August...)
From: steve@netcom.com (Stephen Williams)
Newsgroups: rec.aviation
Subject: Re: ADF Receivers
Summary: ADF and NDB LOM LMM are all wonderful
Date: 17 Apr 92 05:42:55 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

In article <23043@goofy.Apple.COM> rcm@apple.com (Robert Monsen) writes:
>
>One final question is whether I need an ADF at all. I'm getting my instrument
>rating, and thus having one will simplify the training/checkride. However,
>I don't want to buy it just for that. Do you folks actually use them
>for anything other than locating the LOM and listening to the ball game?
>

Oh, gosh. When flying IFR, I find the ADF to be a wonderful luxury!
Once tuned it constantly shows your relative bearing without you
having to twist 'til your wrist gets sore.  An example:

I'm being vectored for Oakland ILS 27R. I tune NAV-1 to the ILS,
NAV-2 for step-down fixes, and the ADF to the OAK LMM.
Now the ADF needle is always pointing (roughly) at the airport, I
can see my relative bearing to the runway and can thus predict about
when the localizer needle will come alive.

In this example, I've set the radios up for the approach, but while
aproach is vectoring me around I have an idea (using the ADF) of where
I am and have a rough idea what is about to happen. I think you should
learn to love your ADF. Once you "figure it out" NDB approaches really
are not hard (certainly no harder then a VOR approach) and the ADF
helps with orientation other approaches as well.

By the way, if I'm not mistaken, you can get an IFR approved LORAN
that you can use the same way and also use to fly NDB approaches.
These are expensive, but you save on the cost of an ADF. (I have
not checked prices. I could be wildly off-base here.)

Some more evidence. I often get a departure clearence from Livermore,
CA that includes NDB navigation on departure. Also, Flying from
the S.F. Bay area to Monterey CA usually involves blahblahblah,
MUNSO (and NDB) direct. So here you are flying from just south of
San Francisco to Monterey following an NDB. Moral: have what you
need to fly around the area where you live.

--Steve Williams
steve@icarus.net.netcom.com

P.S. I rent, so must accept what I get.
P.P.S. I'm working on my multi- (with IFR). When I rent a Cessna 310,
I get quite a lot:-)
From: davea@col.hp.com (Dave Allen)
Newsgroups: rec.aviation
Subject: Re: Lighter-than-air craft?
Date: 10 Apr 92 19:03:53 GMT
Article-I.D.: col.1992Apr10.190353.3897
Organization: HP Colorado Springs Division

shankar@rss.dl.nec.com (Uday Shankar) writes:
> > Re: Lighter-than-air craft? Would this newsgroup be interested ?
> 
> I for one, would welcome discussions on any aviation topic, including
> "small lighter-than-" air craft.

"small???" He's not talking lawn chairs here, is he??? :-)

dave allen - Fly because you love it.
From: jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard)
Newsgroups: rec.aviation
Subject: Re: N5457E Squawks Hijack
Keywords: Kidnapping Confinement Shotguns Dirty Airplanes
Date: 15 Apr 1992 16:27:07 GMT
Organization: UT Health Science Center Houston


One comment from reading the account (and I would have been petrified,
too...): I thought that ATC's procedure was to verify the 7500 squawk _once_,
and thence act acordingly. I even remember reading words to that effect in the
AIM (yes, I know it's a netiquette violation, but consider this a request for
a pointer). Did they explain why they did it the way they did?
-- 
Jay Maynard, EMT-P, K5ZC, PP-ASEL | Never ascribe to malice that which can
jmaynard@oac.hsc.uth.tmc.edu      | adequately be explained by a .sig virus.
   "While we liked developing Windows applications, we never inhaled." --
              Philippe Kahn, in Infoworld, 13 Apr 1992
From: delton@pro-carolina.cts.com (Don Elton)
Newsgroups: rec.aviation
Subject: Re: First Airshow Accident Of The Season
Date: 6 Apr 92 11:16:40 GMT
Article-I.D.: crash.1992Apr06.111640.26277
Organization: Crash TimeSharing, El Cajon, CA

The TICO warbird show was at the Space Center Executive Airport
(Titusville) and was scheduled right before the EAA airshow this year.

Don Elton

ProLine:  delton@pro-carolina            GEnie, MCI, AOL:    delton
Internet: delton@pro-carolina.cts.com                CIS:    72010,37
UUCP:     crash!pro-carolina!delton                  FAX:    803-776-3936
                                        pro-carolina BBS:    803-776-3936
Newsgroups: rec.aviation
From: micjoh@auto-trol.com (Michael Johnson)
Subject: Re: St. Elmo's Fire
Organization: Auto-trol Technology Corporation -- Denver, Colorado
Date: Mon, 6 Apr 1992 22:54:47 GMT

robg@Apple.COM (Rob Griffiths) writes:
: 
: I'd like to know more about exactly what caused this phenomena:  Is it
: understood?  Also, is it dangerous?  Was this St. Elmo's Fire?  Does
: anyone else have any stories about encounters such as this one?
: 
St. Elmo's Fire is simply static electricity.  It is a charge that is produced
when electrons are knocked off of the molecules in the skin of the plane by
friction with the ice crystals in the clouds.  It is essentially the same
mechanism by which thunderstorms produce the charges that are released as
lightening.



From: jle@hpfcso.FC.HP.COM (Jer/ Eberhard)
Date: Tue, 7 Apr 1992 22:37:17 GMT
Subject: Re: (naive?) Buyer enters used plane market
Organization: Hewlett-Packard, Fort Collins, CO, USA
From: billg@bony1.bony.com (Bill Gripp)
Subject: Re: Old 737-130 (was Re: Comet at Ohare)
Organization: LA&W RR
Distribution: rec.aviation
Date: Mon, 6 Apr 92 16:00:49 GMT

In article <1992Apr5.001613.6580@ohare.Chicago.COM> kls@ohare.Chicago.COM (Karl Swartz) writes:

>BTW, a neat thing about Boeing model numbers is that they indicate
>which airline the aircraft was built for.  Specifically, the last two
>digits (or letters, these days) in the series number are the customer
>code.  Since Lufthansa's customer code is 30, a 737-130 was built for
>Lufthansa.

So can someone post the complete list of codes???
From: rcm@apple.com (Robert Monsen)
Newsgroups: rec.aviation
Subject: ADF Receivers
Date: 14 Apr 92 22:56:38 GMT
Organization: Apple Computer

I'm in the market for an ADF, and would like to take advantage of your 
collective wisdom on the subject. Are there any ADF receivers you would NOT
recommend? How about those reconditioned KING KR 85/86/87s? Good value?

If I had deep pockets, I would go with the newest King receiver. However,
our limit seems to be about $2,000, including install. That is the maximum, 
and frankly, I would like to pay quite a bit less. However, I don't want
to get one that doesn't work, or one that makes NDB approaches any more
difficult than they already are :-)

I will post a summary of replies to the network.

One final question is whether I need an ADF at all. I'm getting my instrument
rating, and thus having one will simplify the training/checkride. However,
I don't want to buy it just for that. Do you folks actually use them
for anything other than locating the LOM and listening to the ball game?

Thanks
   Bob Monsen
   Orion Network Systems
   Skyhawk N35644
   REPLY TO -> rcm@apple.com
From: jlo@gomez.intel.com (Jeffrey Lo)
Newsgroups: rec.aviation
Subject: Rentals in Phoenix, AZ?
Keywords: rentals Phoenix Arrow Cessna 182
Date: 8 Apr 92 00:03:46 GMT
Distribution: usa
Organization: Software Technology, Intel Corp, Santa Clara, CA

I will be travelling to Phoenix, AZ this weekend and staying through
most of next week.  Can someone recommend a good place to rent a plane
for a flight up to Sedona?  Or maybe there's a rec.aviator in Phoenix
who would like to share expenses for some sightseeing one day while I'm
there...  I've mostly been flying C182's and Arrows lately, so I'd prefer
one of those, but would also consider a C172, or maybe a Cherokee (but
the only Piper I have any time in at this point is the Arrow).

Thanks!

Jeff Lo, PP-ASEL
Jeffrey_Lo@ccm.hf.intel.com
408-765-6196
From: rkaplan@netcom.com (Richard Kaplan)
Newsgroups: rec.aviation
Subject: Rental Rates (was Re: Instrument Checkride Passed!)
Date: 14 Apr 92 04:47:24 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest)


In article <65320@apple.Apple.COM> robg@Apple.COM (Rob Griffiths) writes:

>>My instrument training was about evenly split
>>between a C-150 ($16/hr dry tach), C-172 ($20/hr
>>dry tach), and PA-28-161 ($19/hr dry tach).

>Whoah!  Time warp.  Let's see, my training in the 152 for my private

>rates, you come out way ahead.  Did you get these rates at a public
>FBO, or is this a semi-private club with a buy-in and/or higher dues?

Buy-in is $350, of which $250 is refundable when you leave the
club.  Dues are $36/month.  100LL is $1.75.  You need
to pull the plane out yourself (manual doors on the hangars) and
fuel the plane yourself when you are done... but at those 
rates, it's worth it.  

Also, all the planes (including the $16/hr dry tach 150) are
IFR certified, including ILS localizer/glideslope.   All
but the 150 also have DME and autopilot.

But as you say, the catch is that you have to live
in Minnesota (-:  

By the way, the local airport here (RST) is terrific 
for learning to fly.  The population of Rochester
is only 70,000, but the Mayo Clinic recognizes the 
tremendous need for commercial jet service and 
jet air ambulance service.  So the airport has
two runways (largest 7500 X 150) and multiple ILS
approaches, as well as a control tower open until
midnight local time.  I doubt that the volume of 
traffic warrants a tower (certainly not a tower open
that late), but who am I to argue (-:.  The
result is that it is not at all unusual to be able
to go out for some practice vectored ILS or ASR approaches at night
and be the only aircraft using the airport (OK,
maybe that's a bit of an exaggeration.. but it's sure
different from what I've heard about California 
airports).

-- 
Richard Kaplan M.D.           Medical Software Exchange BBS
806 2nd St. SW # 104          (507) 281-1989 14,400 HST
Rochester, MN  55902          (507) 281-1689 Voice
PP-ASEL-IA     N4VRB          rkaplan@mayo.edu|netcom.netcom.com
From: niles@parc.xerox.com (Les Niles)
Newsgroups: rec.aviation
Subject: Re: Wringing out the Written
Date: 15 Apr 92 19:15:17 GMT
	<NILES.92Apr13195151@pizzicato.parc.xerox.com>
	<WOLFGANG.92Apr14114527@sam.first.gmd.de>
Organization: Xerox PARC, Palo Alto, CA

In article <WOLFGANG.92Apr14114527@sam.first.gmd.de> wolfgang@sam.first.gmd.de (Wolfgang Diestelkamp) writes:
>>   (Roughly, "What effect does haze have on flight operations?"  Sure
>>   hope it's "Makes the runway seem further away than actual, resulting
>>   in a lower than normal approach.")
>Wait a minute ...
>If the runway *seems* further away than actual, then you *seem* to be too
>low, adjust by decreasing your ROD, resulting in a higher than normal
>approach, right ?
>--
>Wolfgang Diestelkamp
Sounds reasonable to me... but this was one of the questions that I gave
up trying to reason out, and just remembered the "correct" answer.
According to the Airman's Information Manual (para 604.b.3.e, Atmospheric
illusions):
"Rain on the windscreen can create the illusion of greater height, and
atmospheric haze the illusion of being at a greater distance from the
runway.  The pilot who does not recognize these illusions will fly a
lower approach. ..."
So that's the answer according to the FAA. [ Maybe in Europe haze does
lead to a higher than normal approach :) :) :) ]

  -les "Waiting for results"  niles@parc.xerox.com
        Skylane N2461G
From: scott@hplvec.LVLD.HP.COM (Scott Turner)
Newsgroups: rec.aviation
Subject: Re: Grand Canyon flights / SFAR
Date: 9 Apr 92 15:49:36 GMT
Organization: Hewlett-Packard Co., Loveland, CO

In rec.aviation, rickf@pmafire.inel.gov (Rick Furniss) writes:



> Dear net land;

>      Does anyone have the latest data on Grand Canyon flights in personal
>aircraft ?

The latest "AOPA Pilot" has a short blurb on the Grand Canyon SFRA.  As
I remember it, there is currently an NPRM to extend as the long term
study relating to Canyon noise isn't completed yet.  Seems the problem
has to do with the fact that the law that caused all of the changes
talks about restoring "natural quiet" which, if you think about it, is
almost impossible to define.  I mean, how much quiet is there next to a
Grand Canyon rapid?

The study has apparently proven that overflights cause measurable noise
levels (no kidding), but the next phase of the study will work to
determine how noticeable/disturbing that noise is to the average canyon
user in various locations.


Scott Turner  scott@hpisla.LVLD.HP.COM
HP VXI Systems Division
Turbo Arrow N2134N  "Baby"
From: pmagnuso@hpdmd48.boi.hp.com (Phill Magnuson)
Date: Thu, 9 Apr 1992 19:28:32 GMT
Subject: NW Soaring
Organization: Hewlett Packard - Boise, ID
Newsgroups: rec.aviation

I currently live in Boise, ID and I am looking for a place to do some 
soaring.  I need somewhere that provides instruction.
What feedback do people have on sites in this part of the
country?  I am particularly interested in information about Euphrata, WA
(sp?), Moscow-Pullman, Driggs, or others.

Thanks.
From: cep@Apple.COM (Christopher Pettus)
Newsgroups: rec.aviation
Subject: April 25 fly-in at Nut Tree
Date: 15 Apr 92 20:48:09 GMT
Article-I.D.: apple.65494
Distribution: ba
Organization: Taligent, Inc.

[I'm forwarding this for Cecilia Aragon, the Bay Area's own team member
in the US Aerobatic Team.  For more information, contact the people
listed below.]

---

One of my hangar neighbors at Nut Tree Airport, Duncan Miller, is
sponsoring a fly-in event to wish me good luck at the World Contest.
It'll start at 9am with coffee and doughnuts at hangars E1, E2, & E3,
then starting at 11am we'll have videos, talks, etc.   Duncan has
more information about it, at (707) 446-1824.
-- 
-- Christophe

"I realize that I'm generalizing here, but as is often the case when
 I generalize, I don't care." -- Dave Barry
From: pdb1@ra.msstate.edu (Philip D Bridges)
Newsgroups: rec.aviation
Subject: Re: Aircraft designators
Date: 9 Apr 92 16:30:27 GMT
Organization: Mississippi State University

dm@pnet01.cts.com (Dan Melson) writes:

>Each aircraft type has a theoretically unique designator assigned to it for
>automation purposes.  There's only so much space on a flight strip, and in a
>terminal (tower or approach control) environment, it can get to be at a
>premium *real* quick (Smaller strips, with fewer spaces on them, than Centers)
> 
>Anyway, the computer adaptation is for up to four alphanumerics for the
>aircraft type, a slant ("/"), then your transponder suffix.  
 
 There are also a few one-of-a-kind aircraft that the FAA has no
code listed for them. Our flight test laboratory has the only 
pressurized Aztec ever built. Piper built and flew it, but then 
decided not to certificate it. They gave it to use to use as a
test aircraft. Piper called it a PA-41. When we file it on a
flight plan, it often raises questions from a controller about
its type.

Philip Bridges
Dept. of Aerospace Engineering
Mississippi State University
pdb1@ra.msstate.edu
From: david@infopro.COM (David Fiedler)
Newsgroups: rec.aviation
Subject: AirLifeLine Needs Pilots (please read; regular posting)
Date: 12 Apr 92 23:30:01 GMT
Distribution: usa
Organization: InfoPro Systems


                      ATTENTION PRIVATE PILOTS

               Do *You* Want to Make a Difference???
                 A difference in someone's life?  

That is what AirLifeLine is all about.  

We are a non-profit charitable organization of almost 600 private pilots 
nationwide who donate their time, skills, fuel and aircraft to fly 
medical missions. AirLifeLine pilots have flown over 5,000 missions 
since we began in late 1979, logging over 2,000,000 air miles in service 
to humanity. Our missions include the time-critical transport of medical 
cargo such as whole blood, blood platelets, heart pacemakers, eye 
corneas, human organs for transplantation, and mother's milk -- the only 
source of nutrition that some children's digestive systems can tolerate. 

In addition to the cargo missions, the vast majority of AirLifeLine 
flights involve medical travel for ambulatory patients (no stretcher 
cases) needing treatment or diagnosis at a hospital a distance from 
home. These patients, both adults and children, are able to walk and 
must have their stable physical condition verified, in writing, by their 
doctor. The normal one-way distance for a mission is 500 miles or less. 
All AirLifeLine missions are referred by or screened through a medical 
agency. 

All expenses incurred for flying medical missions are used as itemized 
charitable tax deductions by our pilots. Each year, missions are 
verified by our national office and the pilots determine their 
individual flying costs. 

There is a CRITICAL need for private pilots in your state. The national 
office is receiving frequent calls from medical agencies, on behalf of 
local families who have been devastated by a serious illness or injury. 
Won't you please utilize your skills and love of flying to make a 
positive difference in someone's life? 

If you own or have access to an aircraft, have flown a minimum of 200 
hours and would like to help, please call or write the National 
AirLifeLine office for a pilot information packet. The benefits general 
aviation pilots give to mankind, through AirLifeLine, are impressive. 
Through the end of October 1991, 640 missions were flown so far this 
year logging 241,199 miles in humanitarian service. Contact AirLifeLine 
and become a part of our team. 

AirLifeLine, 1716 X Street, Sacramento, CA 95818, phone 916-446-0995
-- 
David Fiedler    UUCP:{ames,mrspoc,netcomsv,utoday}!infopro!david   AIR: N3717R
"The future is tekon."   Internet: david@infopro.com or david@utoday.com 
USMail:InfoPro Systems, PO Box 220 Rescue CA 95672 Phone:916/677-5870 FAX:-5873
From: chem4-aa@garnet.berkeley.edu (Lonnie C. Martin)
Newsgroups: rec.aviation
Subject: Re: Fuel Tester Problems
Date: 8 Apr 92 00:27:08 GMT
Article-I.D.: agate.rtektINNflo
Organization: University of California, Berkeley
NNTP-Posting-Host: garnet.berkeley.edu

In article <22040098@hp-ptp.ptp.hp.com> gary@hp-ptp.ptp.hp.com (Gary Gross) writes:
>The jury is still out on Ether (MTBE -?Methal Tietiary Butyl Ether?). The

methyl tertiary-butyl ether (AKA tert-butyl methyl ether)

a "potential substitute for lead alkyls as an additive in gasoline
blending."  according to Chem.Brit. 1980.

Lonnie
-- 
Lonnie C. Martin    lonnie@hydrogen.cchem.berkeley.edu
From: niles@parc.xerox.com (Les Niles)
Newsgroups: rec.aviation
Subject: Re: VFR on top
Date: 8 Apr 92 17:26:08 GMT
Article-I.D.: pizzicat.NILES.92Apr8102608
Organization: Xerox PARC, Palo Alto, CA

In article <64978@apple.Apple.COM> cep@Apple.COM (Christopher Pettus) writes:
>I got about 0.1 of actual climbing through the cloud deck.  The briefer
>had said that the tops were around 6,000', my cruising altitude.  What
>he didn't tell me is that they were 5,975'!  ...  The ride was a bit
>bumpy, but the view was so spectacular that when I offered my
>passengers to climb up 500' VFR-on-top, all three insisted that I stay
>at 6,000'.

Your passengers kept you legal:
You'd have had to climb 2500 feet to be legal VFR-on-top, in order
to get the 1000-feet-above cloud clearance and a proper VFR cruising
altitude.  (I'm in the throes of studying for my instrument written
[planning to take it this Saturday], so I can't resist this mild
flame....)

Sounds like a wonderful flight! 

  -les  niles@parc.xerox.com
        Skylane N2461G
From: aboyd@quantum.on.ca (Andrew Boyd)
Newsgroups: rec.aviation
Subject: Re: Canadian airspace question, aerobatics
Date: 17 Apr 92 13:32:39 GMT
Organization: Quantum Software Systems, Ltd.

In article <1992Apr15.214115.15463@watmath.waterloo.edu> 
gamiddle@watmath.waterloo.edu (Guy Middleton) writes:
>As far as I can tell, aerobatics is allowed only in uncontrolled airspace.
>Aerobatics is (I assume) always VFR, and VFR is uncontrolled in Class D
>airspace.
>
>So, is aerobatics allowed in Class D airspace, or only in Class E?
>

Get out your AIP RAC Annex 1-2, reg 517 (assuming you have a PPL)

	No a/c shall be flown in any acrobatic flight
		(a) so as to endanger or be likely to endanger air traffic
			in the vicinity of the a/c
		(b) over any urban or other populous area
		(c) in controlled airspace or within any air route designated
			as such by the Minister except in accordance with the written
			authorization of the Minister.

Since Class D is controlled airspace, the answer is class E only unless
you've got an exemption from the DOT.  

(as they used to say in the tea ads, this is "Only in Canada" :-)
From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Date: Mon, 6 Apr 1992 14:58:43 GMT
Subject: Re: Bogus localizer indication experience
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

In article <64646@apple.Apple.COM>, wisch@Apple.COM (Ed Wischmeyer) writes:
>Regarding my posting on bogus localizer signals received in flight,
>one poster writes
>>Could this have been caused by one of the side-"lobes" of the ILS antenna
>>on the ground?
>
>Side lobes on the localizer are, in my amateurish opinion, unlikely because
>there are so many radiating elements and a relatively wide aperture.

If this were only the case...

Unfortunately, it is (dare I say it?) virtually impossible to build an antenna
that has no unwanted side lobes.  You can make them quite small, but they will
be there in any practical antenna array.  That's why it is so important to
crosscheck things when you do an ILS/LOC/BC approach to make sure you get on
the correct main lobe.  Make sure that the altitude is where you expect it to
be when intercepting the glide slope.  Make sure you use the lead in radials if
available or crosscheck with the NDB or some other navaid when intercepting
the localizer.  Fortunately, instrument procedures and ATC guidance should
minimize the chances of trying to fly down the wrong "beam", but I guess it
could happen that a pilot gets *real* disoriented and tries to do so.  I don't
think I ever heard of any accident caused by such a pilot error.

Bill

Bill Standerfer - KF0DJ - Baron N1746W - CFI-A, II, MEI
bills@hpisla.lvld.hp.com
Hewlett Packard Measurement Software Division
PO Box 301, Loveland, CO  80539 -- 303-679-2378