HDTenEightyP/NetNews huggingface dataset:
From: bdboyle@erenj.com (Bryan D. Boyle)
Newsgroups: rec.aviation
Subject: Re: CAP info
Date: 4 Sep 92 01:34:28 GMT
Organization: Exxon Research and Engineering Co., NJ
              The opinions expressed are those of the author and
              not the company.

In article <mazanec.715559921@convex.convex.com> mazanec@convex.com (Robert Mazanec) writes:
>The CAP is certainly getting a lot of `air' play these days.  Since
>we're on the subject and there seem to be numerous knowledgeable folk
>about, I'll ask some little questions that I've been carrying 'round for
>a while:
>    
>    1.  Is a PP-ASEL-IA who doesn't own a plane useful?
>
>    2.  Besides SAREXs and real SAR work, is there other flying
>	involved?  What other activities/classes/whatever are there?
>
>    3.  Should I forget the whole thing if I don't want to give up
>	my past-shoulder-length ponytail?
>
>bob
>--
>Robert L. Mazanec @ Convex Computer Corp.
>mazanec@convex.com
Bob: all interested citizens are welcome to help CAP carry out its 
defined missions of search and rescue, cadet development, and aerospace
education.  All you need is the interest to contribute time and some
effort.

1. Yes, (at least in NJ) all interested pilots are welcome.  Our 
squadron has 9 certificated pilots and (until today when I sold my 
cherokee...sniff...) only 2 private planes.  We do have a wing-provided
plane tied down outside our squadron hq.

2. There is (in NJ wing...and nationally...) cadet orientation flights
to provide, coast patrol, organ and blood flights, training,
proficiency, competition (sarex), and the list goes on...training is the
purview of the wing director of training, but, as a minimum, count on at
least one general flight review seminar per year, and 3 or 4 sarex
events.  Classes are held before flight checks, and so forth.  Just
think of the bureaucracy involved, and the liability concerns.  CAP is
relatively strict as to who can fly their airplanes...
 
3.  Hair length: it it isn't to Air Force standard (unfortunate, but 
true...) then the af-derived uniform can not be worn.  However, there 
is a blue blazer/grey trousers/white shirt/red tie combination and a 
blue jumpsuit that can be substituted.  So, the answer is: the choice
is up to you...
 
Investigate the options-it is a respected organization with its own 
quirks from time to time, but definately one of the more useful 
things you can do with your license, as well as the warm and fuzzy 
stuff from volunteering your time to help people in distress...

Bryan D. Boyle
Raritan Valley Composite Squadron, CAP
Flight Operations Officer....
From: lihan@ccwf.cc.utexas.edu (Bruce G. Bostwick)
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
Date: 1 Sep 92 13:36:17 GMT
Organization: The University of Texas at Austin, Austin TX

In article <j2gnm#n.hchong@netcom.com> hchong@netcom.com (Hoi Chong) writes:
>Usually, we listen to radio in the cars during long solo drive, but what do 
>you do for long solo flights (assuming FAA does not permit radio)?  Please 
>email if you think it is illegal and don't want FAA to see it. 

I don't think it's illegal.  Dangerous, perhaps, in dense traffic
areas, but not illegal.

_Flying_ had an article one time about a Beech Bonanza (forget which
model) owned by Jon Bongiovi, whose fame stems from a band with a
similar-sounding name.  Apparently he had had the firewall and
interior paneling thoroughly sound-insulated and all the squeak
sources traced and removed, then had an EXTREMELY efficient and quiet
prop installed (rumor had it that you could get cuts on your fingers
checking the trailing edge for nicks) and the engine balanced to very
fine tolerances.  This cut the interior noise down to about 70-75 dBA.

Then he installed a 200W car stereo, converted to run on 24VDC.

I certainly hope the COMM radio can cut the stereo out during squelch
break and keydown ...

must be nice being able to live like that!
-- 
<BGB>
lihan@ccwf.cc.utexas.edu        /     "I can't complain,
(really Bruce Bostwick)        /   but sometimes I still do"
from the great state of TEXAS /         --Joe Walsh--
From: hdnea@usho92.hou281.chevron.com (David Neal)
Newsgroups: rec.aviation
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Keywords: ponds, plumes, piles, and stains
Date: 25 Aug 92 22:51:37 GMT
Organization: Chevron

>John De Armond (jgd@dixie.com) writes alot of crap


IMHO, John De Armond is an escaped AI designed to start flamewars
by making inflammatory statements and sweeping generalizations.

I generally don't even acknowledge his postings other than
to pass along this warning. Eventually he may just take his toys
and go home.


-- 
--
David Neal -- hdnea@hou281.chevron.com 
Conserve water, California's deserts need more cotton farms.
Newsgroups: rec.aviation
From: cstone@nodecg.ncc.telecomwa.oz.au (Charlie Stone 4915162)
Subject: Re: High or low tow normal?
Organization: Network Computer Centre, Telecom, Perth
Date: Mon, 24 Aug 1992 02:31:42 GMT

In article <1992Aug22.134447.8450@uniwa.uwa.edu.au> kaye@uniwa.uwa.edu.au (Kaye Stott) writes:
>
>dinsdale@berlioz.nsc.com (Steve McRobert) writes:
>>
>>BTW, in camden australia the take off straight into low tow.  I can't
>>remember whether we climbed to normal high tow position before releasing
>>can anyone in aus enlighten me?
>>
>In Western Australia, and, as far as I know, in the rest of the country,
>low tow is the standard position these days. We practice high tow as
>students, but never use it except for hook-ups.
>
I haven't flown gliders for some years, but we were taught to fly low tow 
all the way up and then move into high tow for the release.  I was also
taught to soft release, but about mid 1970s that practice was stopped.
This was also in Western Australia (Narrogin GC).  Perhaps Kaye can enlighten
me,  do you actually release while still in the low tow position? or do you
move up through the slipstream before release and starting the clearing turn?

Charlie Stone.
 *******************************************************************
  											 
      My next trick is impossible;  Therefore I shan't attempt it.  
  											 
     C.Stone.    							 
     Perth, Australia.						      	
 *******************************************************************
														
Newsgroups: rec.aviation
From: jkr@cray.com (John Renwick)
Subject: Re: umwaufi report
Organization: Cray Research, Inc.
Date: 2 Sep 92 22:37:03 CDT

In article <1992Sep2.222109.13205@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
>. . . . 
>But I would also recommend that we not schedule it any time soon, since
>we all just recovered from the Ottumwa fly-in.  Perhaps October or
>November?  . . . . 
>And I'll only go on one condition:  NO WASPS!

Don't worry, the wasps are all in hibernation during November.
There is a down side, though--it gets *cold* up here!  In
October, however, you might get lucky with a crisp, clear
Saturday right out of a Norman Rockwell painting.  Also, if you
want to do the megamall, do it quick while Macy's and Bloomie's
are still in business! :-}

-- 
- John Renwick
J-3 Cub N62088
jkr@cray.com
From: peggy.bbs@cybernet.cse.fau.edu
Newsgroups: rec.aviation
Subject: 727 MIA and other Andrew related Stuff
Date: 31 Aug 92 15:01:40 GMT
Organization: Florida Atlantic University, Boca Raton

Braniff operated last year as a point-to-point
carrier serving the midwest and east coast with
daily service at very good fares. Unfortunately
the May farewar undid them and they bankrupted
yet again. So, that red plane was indeed another
casualty of the commercial aviation turmoil and,
of course, Andrew.
If you want to help with Andrew relief efforts
(and it is a disaster of unbelievable proportions),
there is a staging area at the West Palm Beach
fairgrounds immediately to the west of PBI and just 
north of Palm Beach County/Lantana airports. If
you have a helicopter or multiengine plane that
you can fly to Homestead, they probably can use
you assistance.
Peggy Golden  Warrior N38897
Newsgroups: rec.aviation
From: jbrown@qdeck.com (Jordan Brown)
Subject: Re: What do you do during long boring flights?
Organization: Quarterdeck Office Systems, Santa Monica CA
Date: Wed, 02 Sep 1992 05:33:37 GMT

In article <j2gnm#n.hchong@netcom.com> hchong@netcom.com (Hoi Chong) writes:
>Usually, we listen to radio in the cars during long solo drive, but what do 
>you do for long solo flights (assuming FAA does not permit radio)?  Please 
>email if you think it is illegal and don't want FAA to see it. 

On a VFR flight, FAA doesn't care if you use a radio, listen to CDs, etc.
On an IFR flight, you're probably too busy to do anything else, but if you
weren't (or if it was for your passengers), you are required to ensure that
the device does not interfere with the safe operation of the airplane.

Of course, on any flight safe operation of the airplane comes first; it
would be stupid (and probably illegal) to indulge in any entertainment
which detracted from your ability to watch for traffic, communicate with
ATC, etc.

There is an argument that the major use of an ADF is to listen to AM radio
stations.

There is also an excellent argument that if you find yourself bored you are
doing something wrong.  There is almost always something piloting-related
you can be doing - watching for traffic, checking your navigation,
scanning engine instruments, keeping the altitude nailed, file a PIREP, etc.
I find that between operating the airplane and dealing with ATC, I'm rarely
bored.
From: henrik@mpci.llnl.gov (Henrik Klagges)
Newsgroups: rec.aviation
Subject: Where your tax-$ goes (Michael Milken's Gulfstream 4)
Date: 4 Sep 92 18:48:41 GMT

Were you just wondering where all the money lost in junk bonds and in the 
government S&L bailout ($ 500.000.000.000) goes ? Take a look at Livermore
Airport. There is Michael Milken's 25 million Gulfstream that they usually
use to fly a single passenger around (his wife/girlfriend (?)). Makes me 
sick.

Henrik Klagges
IBM Research Division
Lawrence Livermore National Labs
From: chem4-aa@garnet.berkeley.edu (Lonnie C. Martin)
Newsgroups: rec.aviation
Subject: Re: how to do a mag check?
Date: 29 Aug 92 01:26:17 GMT
Organization: University of California, Berkeley
NNTP-Posting-Host: garnet.berkeley.edu

In article <71795@apple.Apple.COM> stearns@Apple.COM (Bryan Stearns) writes:
>ginsberg@t.Stanford.EDU (Matthew L. Ginsberg) writes:
>>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.
... etc.

In addition to the bit about recovering runup rpm before checking the "other"
mag, there is this:

Both ... 2 clicks left ... 2 clicks right (back to both) ... 1 click left
... 1 click right (to both)

I don't recall whether 2 clicks left is the right or left mag, but this
method assures that the runup is completed on two mags. Well, it improves
the chances, anyway. If the last switch requires 2 clicks, then it is
possible to inadvertantly move only one click. One less chance of an error.

Lonnie
-- 
Lonnie C. Martin    lonnie@hydrogen.cchem.berkeley.edu
From: rob@cats.ucsc.edu (99708000)
Newsgroups: rec.aviation
Subject: Re: Quebec City Trip Report (and Customs Horror Story)
Date: 30 Aug 1992 10:16:14 GMT
Organization: University of California; Santa Cruz
Distribution: na
NNTP-Posting-Host: ucsco.ucsc.edu


Oh, well, my 2 cents worth is that I have never had any unexpected
problems at all with US customs during mucho crossings from both
Canada and Mexico--I dunno whether it's been luck, or what.
(Got to pay overtime charges once, but I knew that was coming;
I was way overdue at Bellingham and had the guy sitting there
for 1:30.  He was still smiling (as he relieved me of the OT
charge..it was $25. or $35.) )

They've been polite, even--at Eagle, Ak, the guy even drove
me into town to take a look at the close in strip, and then
drove me back to the main airport (he was the postmaster, too,
so that was an exceptional situation).

The ornriest was a Canadian one--but I think I yanked him off
his lunch break (Cranbrook).
-- 

-Rob Strand

   From Bitnet: rob@ucscvm  From Internet: rob@ucscvm.ucsc.edu    

Newsgroups: rec.aviation
From: seymour@milton.u.washington.edu (Richard Seymour)
Subject: Re: Glass Goose
Organization: University of Washington, Seattle
Date: Fri, 28 Aug 1992 20:19:00 GMT

In article <1992Aug27.181329.9451@dartvax.dartmouth.edu> Charles.K.Scott@dartmouth.edu (Charles K. Scott) writes:
(as a follow-up on a request for Osprey-2 performance):

>Most amphibians are not barn burners when it comes to cruise.  They
>have too much hanging on to them to make them reasonably stable and
>safe on the water which degrades cruise.  
...
and i can agree to that... if you want something to do during a loooonnngggg
 coffee break (better still, make it lunch...): watch a Republic SeaBee
 take off from an airport and do a downwind departure...
i dearly love those beasts, but boy... is it sloooowwwww.... 
  Stately! .. that's the non-perjorative word....

--dick (yes, you DO have time to go inside for a soda pop...)
Newsgroups: rec.aviation
From: seymour@milton.u.washington.edu (Richard Seymour)
Subject: Re: crossing runways... a recent accident...
Organization: University of Washington, Seattle
Date: Thu, 3 Sep 1992 23:20:05 GMT

Harvey Field, Snohomish WA  (S43)   ...Uncontrolled, fairly busy field.

             =============================================
              32              asphalt                   14
             ====   ===============================   ====
                 \  \                             /  /
                  \  \         grass             /  /
          31............................................ 13
                    \  \                       /  /
          -----      \  \                     /  /
               |      \  \                   /  /
     hangars   |       \  \                 /  /
               |        \  \               /  /              NOT
               |         \  \             /  /               FOR
               |          \  \           /  /            NAVIGATION!
               |           \  \         /  /
			FBO's  food fuel tiedowns

  (the "13" end of that should be closer to the "14" than shown)
 Weather: pleasant afternoon.       All patterns West of field...

Well, there were no injuries, but i lost an old friend on Monday Aug 31...
The rented 1975 Cessna 172 i did a lot of my pre-PPSEL work in...
 (i'm assuming runway directions below, since it's the usual prevailing winds)
It was taxiing from the FBO area to depart on runway 32.
The pilot didn't know that grass runway 13/31 crossed the paved taxiway.
There was a Steen Skybolt (or Stolp Starduster) in the pattern
 (West side of airport, downwind easily visible from taxiways,
  view of short final somewhat blocked by hangars)
   making all of the proper radio calls... for the Grass Runway...
The Cessna taxiied into his path and they collided.
Ripped the wing completely off of the fully-loaded Cessna.
Both aircraft appear to be a total loss.
The landing aircraft was a biplane and in landing attitude the lower
    wing severly limits some angles of view.
Somehow, no one was hurt (4 in 172, 1 in biplane).  Lots of fuel spillage
 (long range tanks in the 172).

It's been a while since i visited Harvey, but i do believe that the crossing
  point is properly marked (paint lines, signs, LOTS of suspicious
   wheel-prints across the taxiway...).  The grass strip is also pretty 
  obvious as you're on final for the asphalt.  Cessna pilot was -not-
  a recently-PP'd, but (by profession) should have been in a Bonanza...

So, after all of the net.talk about "clearance to cross intervening runways",
 remember that you may meet them in unexpected places, without a tower.
Notice clues (WHY are there lots of muddy streaks ACROSS this taxiway???)

(for those who like to Monitor the Media, this never did appear in the 
 home-delivery edition of the morning Seattle P.I.,but was reported on radio)
Newsgroups: rec.aviation
From: zardoz@rx-db (zardoz@rx-db.hf.intel.com)
Subject: Re: be nice to your engine
Organization: Intel Development Tools Operation, Hillsboro, OR
Distribution: usa
Date: Wed, 2 Sep 92 16:58:07 GMT

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

>In the end though, starting a cold
>engine probably causes more wear than any other single factor.
>

This is why I always start my C-85-12F with the throttle almost all the
way closed and then run it at minimum RPM for about 3 minutes.  This
results in a lot of clacking from the Slick magneto impulses for about
the first 30 seconds.  The old Bendix mags didn't do this, probably due
to a lower RPM impulse cutout.  Am I wearing out my impulse mechanism?
After 1-3 squirts of primer, the old Continental always fires after the
first to third turn.  After about 10 seconds its running smooth at
500 RPM or so.  I watch as the oil pressure guage ratchets up to 40 lbs.
I kinda cringe when I see the big iron boys fire up their beasts with
a mighty roar.

-- 
Fan mail may be sent to:                 | 
zardoz@rx-db.hf.intel.com                | 
Newsgroups: rec.aviation
From: dlm@unislc.uucp (Dennis McCurdy)
Subject: Homebuilt Fly-by-Wire
X-Newsreader: Tin 1.1 PL5
Organization: Unisys Corporation SLC
Date: Thu, 3 Sep 1992 17:24:13 GMT

Interesting article in the October "Kit Planes" on the possibility of
developing homebuilt fly-by-wire technology. Sounds like a fun concept,
but there are valid doubts about it actually coming to pass. The article
is part 2 of a 2 part series, with part 1 published in September.

Does anyone know of any companies/groups/individuals who may be working
on this technology? Thoughts?

-- 
Dennis L. McCurdy          |
 dlm@unislc                |
 dlm@unislc.slc.unisys.com |
 (x4103)                   |
From: ericth@i88.isc.com (Eric Thiele)
Newsgroups: rec.aviation
Subject: Re: other umwaufi locales
Date: 1 Sep 92 21:32:47 GMT
Article-I.D.: i88.1992Sep01.213247.29282
Organization: INTERACTIVE Systems Corporation, Naperville, IL

I'll vote for something along the Mississippi.  How about the Galena area?
This area'd surprise most Midwest aviators, I suspect.  VERY scenic, 1000+ ft
rolling hills, hilltop airfields.  Deep, winding valleys.  Very picturesque 
town.  And riverboat gambling nearby for those who care.

I don't have an AFD at hand but there's gotta be *some* public field in the
area.

Eric Thiele
Newsgroups: rec.aviation
From: mark@hpcvxmsr.cv.hp.com (Mark Rowe)
Subject: Re: Flying saves money (sic)
Keywords: money
Reply-To: mark@.cv.hp.com
Organization: UDT-CV (ITO)
Date: Thu, 27 Aug 1992 23:58:22 GMT

In article <1992Aug27.021247.2384@peck.com>, geoff@peck.com (Geoff Peck) writes:
  ...
> Automobile (owned, driven ~15K miles/year)
> 
>     Cost = $25K, residual value after 100K miles = $5K.	$0.20/mile
  ...

> Airplane (owned, 150mph class, flown a mere 100 hours/year -> 15K miles/yr)
> 
>     Cost = $40K, residual value after normal use = $40K	$0.00/mile [1]
  ...

Les Niles listed several items excluded from the list that would add to
the cost of flying (charts, currency, doodads, etc.) more so than driving,
but a more significant oversight in the above analysis in the opportunity
costs (or financing costs) associated with the two investments.  Assuming
a 10% return (high today but not over the long haul), tying up $25K in a
car will cost you about $2,500/yr in lost return on capital; whereas tying
up $40K in a plane will cost about $4,000/yr.  Thats another $1500/yr for
the plane (or $0.10/mile).  The difference is worse (for flying) if you
assume the vehicles are financed rather than owned since not only are the
rates likely to be higher, but financing on a new car can generally be
gotten at a lower rate than for a plane (new or used).

I fly mostly for recreation and in just about any analysis the plane is
going to beat a motorhome (even if you consider COMPARABLE lodging costs).

Mark Rowe             PP-SEL G I              Comanche N5943P
From: rfh3273@galileo.rtn.ca.boeing.com (Dick Harrigill)
Newsgroups: rec.aviation
Subject: Re: Flying saves money (sic)
Date: 3 Sep 92 22:24:14 GMT
Organization: Boeing Commercial Airplane Group, Seattle

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...

Remember,

The purpose of ATC is not for VFR, but for IFR and Commercial Traffic
separation.  If GA were the only planes in the sky, we would not have
much of an ATC system.  Therefore, why should GA subsidize the system 
that is not designed or built with it in mind?  Yes, GA benefits, but 
it is a "by-the-way" benefit.  


-- 
Dick Harrigill, an independent voice from:     Boeing Commercial Airplanes 
M/S 9R-49  PO BOX 3707                       Renton Avionics/Flight Systems
Seattle, WA  91824                                  Computing Support
(206) 393-9539    rfh3273@galileo.rtn.ca.boeing.com    CDP, PP-ASEL
Newsgroups: rec.aviation
From: bakc@giraffe.ru.ac.za (MR KR COMAN)
Subject: Re: Hawker Siddeley Vulcan
Organization: Rhodes University, Grahamstown, South Africa
Date: Fri, 28 Aug 1992 05:43:49 GMT

>So, come on, all you rec.aviators!  dig deep and let's collectively buy 
> a Vulcan... lots of room to camp under its wings at Oshkosh...

Aah yes, but wouldn't this end up like the problem facing the dog that 
chased the bus?   Once he caught it, he didn't know what to do with it!!

Keith
Newsgroups: rec.aviation
From: davea@col.hp.com (Dave Allen)
Subject: Re: Propping big engines
Date: Wed, 2 Sep 1992 01:00:10 GMT
Organization: HP Colorado Springs Division

In article <17v8qoINNibk@darkstar.UCSC.EDU>
rob@cats.ucsc.edu (99708000) writes:

> Who of you out there has propped an engine this big?
> Tell me about it please, if you have.

Well, I didn't get the original article here, but when I was 17 and working
at the airport, an Army Beaver came in one day. When it was time to leave,
they had a dead battery and no crank for the inertia starter. This is a 450
horse round engine, but I noticed it had nice, low compression. I asked if
I could try it, practiced a couple blades, called for contact, and it started
nicely on the first pull. The guy inside knew what he was doing and primed
it just right.

dave allen - Fly because you love it.