HDTenEightyP/NetNews huggingface dataset:
From: brent@telebit.com (Brent Chapman)
Subject: Re: What do you do during long boring flights?
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Tue, 8 Sep 1992 22:48:52 GMT

joell@hpgrla.gr.hp.com (Joel Larner) writes:

>2. If something happens to your aircraft and you unfortunately have to
>   make an off airport arrival with the earth, center knows right where
>   you are.  We know you are in trouble immediately and where you are,
>   thus search and rescue efforts are now hours ahead of where they
>   would be with just a flight plan (and days ahead if you did not
>   file a flight plan, hint-hint).

This is true IF you talk to Center on the way down and tell them you're
in trouble.  If you simply "drop off" flight following, and they don't
notice your departure, they'll often assume you just switched
frequencies without bothering to say goodbye, and think nothing more of
it.  They won't call in us SAR folks UNLESS they hear you transmit a
mayday, or notice you winding down on their scopes in what they
consider to be an "unusual" way.

Now, all that said...  If you're already on frequency with flight
following, getting help is as simple as keying up the mic and letting
the controller know what's going on.  If you're not on frequency, you
probably won't know the frequency for the local area is, and probably
won't be able to find it in a hurry; you'll have to take your chances
with 121.5.  Assuming you _do_ get ahold of somebody on 121.5 (not a
bad bet, from what I hear; the folks I've talked to who've squawked on
121.5 all report that they had a half-dozen instantaneous responses,
ranging from Center and FSS to a USAFR HC-130 on patrol), you still
have to tell them where you are.  Lots of workload in what's already
a high-workload situation...


-Brent
Newsgroups: rec.aviation
From: reece@eco.twg.com (Reece R. Pollack)
Subject: Re: go/no go
Reply-To: reece@eco.twg.com (Reece R. Pollack)
Organization: The Wollongong Group (East Coast Operations)
Distribution: rec
Date: Thu, 10 Sep 92 22:55:20 GMT


In article <1992Sep10.212918.24646@bradley.bradley.edu>, maverick@buhub.bradley.edu (Darin Petersen) writes:
|>This decision has been bugging me for quite a while and I'd like to hear 
|>the opinions of fellow netters.......
|>
|>After planning a fun flight, like today I was going to pick my friend up at
|>at ARR (aurora,IL from Peoria), I am confronted with winds that made decide
|>to cancel.  He was excited about going flying again (mostly to avoid a long
|>bus ride, 4 hrs) and I was excited about getting up in the air again, as
|>well.  The prediction was CLR 2907.  I thought, GREAT!!!!.   Then it
|>changed to 2911 after my departure time and clouds in the Chicago area.
|>The winds are consistently higher than predicted at my departure airport
|>(3MY) so this put my right on the line between go/no go.  
|>
|>I'd like to hear what someone else would have done in this situation.  I've
|>flown in winds 20G25 and done fine, but 11-15 makes me uncomfortable.  So
|>should I have gone anyway?  BTW I'm a 110 hr PP.

My student solo limits were 25kts (12kts X-wind component) so I may not be
the norm, but I have trouble resisting when someone asks for my opinion. :-)

You didn't mention either the orientation of the runways you planned to
use, or the type of airplane you were planning to fly. I probably wouldn't
think too hard about taking off into an 11kt headwind, but I'd think good
and hard about an 11kt crosswind.

Different airplanes also handle differently. The Cherokees I learned to
fly in have a demonstrated crosswind component of 17 kts, and are fairly
stable on the ground even in gusts. A high wing taildragger may not be
as stable.

You also don't mention your level of experience with wind. I did most of
my training in the gusty winter, and often flew with my instructor in 25
to 28kt surface winds. Your decision might depend a lot on whether you've
maintained proficiency in windy conditions.

Another important factor is the weather trend. It's one thing if the wind
is expected to remain straight down the runway, and another thing entirely
if you're expecting a front to move through when you might be taking off
or landing.

|>I can never justify watching a beautiful day pass when I had originally
|>planned to fly, and cancelled.  arghhhhh!    

Never attempt to justify a decision not to fly. The only decision you
need to justify is the one you make when you leave the ground.

My second favorite saying:

	"Better to be on the ground wishing you were in the air
	 than to be in the air wishing you were on the ground."

--
Reece R. Pollack
PP-ASEL -- Octopus Flying Club (based GAI)
"You don't so much fly an airplane as you make suggestions to it"
From: wisch@Apple.COM (Ed Wischmeyer)
Newsgroups: rec.aviation
Subject: Son of ARSA Fighter bought
Date: 13 Sep 92 23:51:18 GMT
Organization: Apple Computer Inc., Cupertino, CA


You don't find an airplane, it finds you, saith net.wisdom. Well, the 
Son of ARSA Fighter has come to stay. It is an RV-3, more or less a 
single seat version of the RV-4 ARSA Fighter. It is, however, missing 
a few things, like: engine; propeller; all of the cockpit instrumentation 
and avionics; paint; and, ahem, assembly. It is, in fact, not assembled. 
In fact, it is not even a complete kit. It is a lot of parts, more than 
a kit's worth of some, less than a kit's worth of others. The price 
reflects this confusion.

The wing spars are already built, which is a big chunk of work already 
done. however, I'm planning on designing and building my own tapered wing, 
so I'll have some leftover parts. Watch this space to see if that turns 
out to be proud accomplishment or wishful thinking.

Which brings us to point #2. On Thursday night, I will be having an 
airplane party to welcome the new arrival. Those who wish to gawk are 
welcome. Those who wish to preserve their tastebuds are invited to bring 
snacks. Those who wish to join in a novel treasure hunt are especially 
welcome. This treasure hunt consists of looking through all of the stuff 
that is part of the kit and marking, and marking down, what I've got. 
This will be a good way to learn about airplane parts, what they're made 
of, and why your IQ is best expressed as an imaginary number should you 
choose to undertake such a project. Categories of parts are: sheet metal 
parts, with subdivisions into wing, tail, and fuselage; stock (raw material); 
and hardware (nuts, bolts, and rivets, for those who wish a more limited 
search range). Please E-mail or call me at 408 974-7381 or 732-9832 (home). 
First prize is one of my resumes. Second prize is two resumes.

I should have plenty of time to work on the RV-3, because, according to 
the rumor mill and some clear hints, I will not survive the next annual 
Apple layoff. Since job hunting is a low duty cycle activity, I intend to 
have some useful activities to do around the house. On that same topic, 
if anybody knows of a good job for a PhD/ATP with good customer skills, 
please let me know. I'm also offering a $250 finder's fee for sale of the 
ARSA Fighter: the only rule is that the referrer must be mentioned in the 
first contact, ie, no after the fact "finding." Trades for the ARSA Fighter 
will be considered right after I get my first job offer in hand.

By the way, the RV-3 needs a name. "Son of ARSA Fighter" is, well, a bit
dated. The ARSA Fight is over, and it's time to move on to new things.

That's the news from Lake Wobegon, where all the women are strong, the men 
are good looking, and just about everything at work these days is well below
average, except for some really exciting prospects!

Ed Wischmeyer
wischmeyer1@applelink.apple.com
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: Low lvl prog question
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 15 Sep 92 21:47:54 GMT

In article <9209152005.AA09935@etec.com> stivers@etec.com (Robert Stivers) writes:
>    I'm currently a student pilot (1st solo last week). I spent 4 years in the
>Air Force as a weather observer. As soon as my CFI found this out he started
>asking all kinds of wx related questions. I was able to answer most but got
>stumped on the actual meaning of the 3 digit numbers, ending with a close
>bracket, associated with each frontal system on the low level 12 & 24 hour sfc
>depiction charts.
>    I do seem to recall the first number designating the frontal type (warm, 
>cold, accluded). The remaining two digits I'd guess to be intensity but am 
>not sure. Does anyone out there know the exact meanings?

The publication you want is AC 00-54C, "Aviation Weather Services".
It explains most of the abbreviations that you only seem to use on
the writtens.  It's still worth having and reading.

Kerry
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: AM I CRAZY OR WAS THERE A 'SCREW UP' YESTERDAY
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden
Date: Sat, 5 Sep 1992 18:09:29 GMT

In article <1992Sep4.211332.8787@gvl.unisys.com>, hopkins@gvlf9-o (Bill Hopkins) writes:
>In article <1992Sep3.200425.6718@tera.com> erik@tera.com (Erik Hedberg)
>cites a TV news story:
>>
>>	According to a report in Aviation Week, there was a near miss 
>>	reported by a United 747 leaving Los Angeles for London on Aug
>>	5.  ALPA is said to be investigating.  The 747 pilots reported
>>	a near miss with something flying 1000 feet below them [...]
>
>Is this a new definition?  I thought 1000 feet vertically was normal
>separation.
>

That depends. Above FL310 standard separation is 2000 feet. The reason
is the growing inaccuracies of pressure altimeters with increasing
altitude, as the pressure difference for a given altitude difference
decreases with altitude.
-- 
-- 
Lars-Henrik Eriksson                            Internet: lhe@sics.se
Swedish Institute of Computer Science           Phone (intn'l): +46 8 752 15 09
Box 1263                                        Telefon (nat'l): 08 - 752 15 09
S-164 28  KISTA, SWEDEN                         Fax: +46 8 751 72 30
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: crossing a runway, and instructor relations
Date: 10 Sep 92 22:16:58 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

I noticed that the NOS aiprort diagrams have an admonition to be
careful crossing runways, readback all runway holding instructions.
This is particularly amusing at IAD which has a lot of taxiways but
none actually cross a runway (everything at IAD is inside the runways,
if you cross a runway you fall into the weeds).
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: Canard Pros -n- Cons,   Tail lift.
Organization: Swedish Institute of Computer Science, Kista
	<BuG8zz.2D3@chinet.chi.il.us>
Date: Sun, 13 Sep 1992 12:21:20 GMT

In article <BuG8zz.2D3@chinet.chi.il.us> harlow@chinet.chi.il.us (Steven A Harlow) writes:
> From: braner@theory.TC.Cornell.EDU (Moshe Braner)
>> Date: Fri, 11 Sep 1992 01:47:28 GMT
>> 
>> i.e., be efficient.  The horiz stab of a standard plane does NOT
>> need to generate negative lift for stability.  That's a common
>> myth...  Typically it generates negative lift at high speeds and
>> positive lift at low speeds.
>Explain that, please.

When the angle of attack increases, the center of lift moves forward.
This is the reason you need a stabiliser in the first place. A wing is
inherently unstable.

So, at low speed, the centre of lift is further forward than at high
speed. This means that at low speeds the stabiliser must give higher
upward (or smaller downward) lift than at high speeds.
--
Lars-Henrik Eriksson                            Internet: lhe@sics.se
Swedish Institute of Computer Science           Phone (intn'l): +46 8 752 15 09
Box 1263                                        Telefon (nat'l): 08 - 752 15 09
S-164 28  KISTA, SWEDEN                         Fax: +46 8 751 72 30
Newsgroups: rec.aviation
From: steve@lawday.DaytonOH.NCR.COM (Steve Bridges)
Subject: Re: What do you do during long boring flights?
Organization: NCR Corporation - Law Department
Distribution: usa
Date: Thu, 3 Sep 1992 11:55:52 GMT

rice@ttd.teradyne.com writes:

>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 remember any FARs that state that listening to broadcast radio is
>illegal. ADFs usually cover the A.M broadcast band pretty well.

From discussions with my instructor, I believe that it's not legal to use a
commercial broadcast station for IFR navigation with an ADF, but as far as
I'm concerned, it's legal to use them for entertainment.

Steve
-- 
Steve Bridges, Programmer/Analyst| NCR - Law Department, WHQ-5
steve@lawday.DaytonOH.NCR.COM ___| Phone:(513)-445-4486 622-4486 (VOICEplus)
Reserve sci.military moderator| "The airplane does not recognize attitude,
providing a maneuver is conducted at one G" -- A.M. "Tex" Johnston
Newsgroups: rec.aviation
From: zari@math.ethz.ch (Alain Zarinelli)
Subject: Single man IFR
Organization: Swiss Federal Institute of Technology, Zurich
Distribution: world 
Date: Tue, 8 Sep 1992 07:19:27 GMT


Hi there

   After the last months's "heavy flying" I -- at last -- got the required
time for the Swiss CPL/IFR (req.: 200h total/ 150h PiC, I: 225h tot/168h
PiC) and I began taking IFR lessons in a (moving) Seneca III simulator. As
it is fully accepted by the "Swiss FAA" I may log that time as simulator
time as well as as Co-pilot time; all the basic IFR-stuff will be done
in the simulator (procedure turns, holdings, ils approaches, emergency
procedures etc). Of the rquired minimum 40 h IFR instruction up to 30 h
may be done in the simulator. The remaining min. 10 h will be done in
the "real thing" (unfortunately the FBO hasn't got a Seneca III yet...)
a (not de-icing equipped) Seneca I. There will just be _real_ IFR
flights from A to B, the rest has already been done in the simulator --
real great! [Don't ever mention the costs ;-(]

   For now I've made around 5h in that simulator (pitch flying,
different configurations, steep turns, stalls, SIDs and currently
interceptions & procedure turns). It's great fun but I can't figure out
how a single person can eventually handle all that stuff in a real IFR
situation. Is this because the instructor (a SWISSAIR Fokker 100 pilot
[F/O]) doesn't want you to get some breath between the different
"exercises" or is it REALLY that much work?

						Alain.
--
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"
From: jac@dvnspc1.Dev.Unisys.COM (Judy Cadmus)
Newsgroups: rec.aviation
Subject: Re: Logging time for the Inst
Date: 11 Sep 92 17:24:48 GMT
Organization: Unisys Corporation, Devon Engineering Offices

Concerning my original post about IFR students flying as safety pilots:

I do agree with Geoff Peck that a safety pilot who spends more time watching
the instrument panel than watching for traffic should not be acting as
safety pilot. However, alot can be learned from acting as safety pilot that 
does not compromise looking for traffic.  For instance, an IFR student can 
learn about IFR communications with ATC.  Or, one can learn from the visual
references available when acting as safety pilot.  For example, a quick
glance at the CDI needle and then a look outside would illustrate how far off
the localizer centerline you really are when the CDI shows a certain
deflection.  Doing this would not require any less time looking outside than
when a VFR pilot momentarily scans the instruments during a VFR flight.

I often fly as safety pilot and have learned alot from it, without ever having
jeopardized the safety of the flight.
-- 
--------------------------------------------------------------------------------Judy Cadmus  PP-ASEL, Instrument Student
Skylane N42202                                  jac@asns.tredydev.unisys.com
From: fields-doug@CS.YALE.EDU (Doug Fields)
Newsgroups: rec.aviation
Subject: Small plane crash near East Chattam, CT (?)
Date: 14 Sep 92 22:13:30 GMT
Distribution: na
Organization: Yale University, CS, New Haven, CT, Admiral's Account

The 6 O'clock news just had a brief flash. A single engine plane went
down near East Chattam, CT (I may have this name wrong).

Plane type and pilot remain unspecified; damage and injury remain unknown.
They reported a helicopter was on it's way for rescue ops.

Anyone know anything else?

Cheers,

Doug
-- 
Doug Fields    fields-doug@yale.edu    203-436-3082 VOICE
  PP-ASEL   doug%admiral.uucp@yale.edu    661-2996 FAX
   N1NJN          fiedoup@yalevm           -2873 DATA
Newsgroups: rec.aviation
From: hgp@cbnewsj.cb.att.com (howard.page)
Subject: I just bought a Banana!! Beech Banana, that is.
Organization: AT&T
Date: Mon, 7 Sep 1992 00:14:08 GMT
Keywords: Yup, silly me.

1958 J model. 4400 TT, 150 SMOH, 150 SPOH, Century HSI,
S-Tec 3 Axes A/P, and.... KX165, KNS80, KY-97(?) and
another King digial 10 watt comm, whose number excapes me.
The layout of the panel is, however, abysmal.

Called the guy up at 10:00pm, met him at the airport at midnight,
'bought it at 3:00am.

Thanks to all Beech evangelists, especially the ones from
HP in Colorado!!

'anyone want to buy 1/3 of a real strong Archer, based in
Lakewood, NJ (N12)? It's a dream partnership, really. Write
for further information.

Howard G. Page
+1 908 949-7077
hgp@neural.att.com

Newsgroups: rec.aviation
From: dst+@cs.cmu.edu (Dave Touretzky)
Subject: FAA on the DEA
Organization: School of Computer Science, Carnegie Mellon
Date: Tue, 15 Sep 1992 00:16:50 GMT

Last week I flew 150 miles down to Charleston, WV to attend an FAA safety
seminar and listening session.  No, I'm not an FAA groupie; I needed to do
this to get my Phase V Pilot Proficiency Wings, which encourages my
insurance company to give me a break on rates.  There were no seminars in
the Pittsburgh area during the time frame I wanted to attend one.

Anwyay, during the coffee break I spoke with a young FAA maintenance
inspector and asked him about the DEA breaking in to aircraft and installing
hidden transponders in a haphazard fashion.  Here is what he had to say:

1. Yes, some of the installations are very shoddy.

2. If he were approached by an A&P who had discovered such an installation
while working on an aircraft, his advice to the A&P would be:  "to protect
yourself from liability, remove the offending item before returning the
aircraft to service."  He would also report the matter to his higher ups in
the FAA, and let the matter go from there through channels to the DEA.  But
he wouldn't much care if this blew a DEA investigation as a side effect; his
concern is that the aircraft *must* be kept airworthy.

3. He didn't know if DEA was still doing these illegal installations.  He
said that even though the FAA and DEA are both federal agencies, the DEA
won't tell the FAA anything about its activities.  Even though he is an FAA
maintenance inspector specifically concerned with general aviation, he is
totally in the dark about these operations.

-- Dave Touretzky,  CFI-AIM,  Seneca N8147E (``The ONE-Transponder Beast'')
From: chandler@beagle.UUCP (Jim Chandler)
Newsgroups: rec.aviation
Subject: Re: DEA on 60 minutes
Summary: Point not made I guess
Date: 11 Sep 92 02:47:15 GMT
Organization: None

Subject: Re: DEA on 60 minutes
Newsgroups: rec.aviation

In article <1992Sep9.192349.28351@news.nd.edu>, ulick@angelico.helios.nd.edu (Ulick Stafford) writes:
> In article <1127@beagle.UUCP> chandler@beagle.UUCP (Jim Chandler) writes:
> >Let's not slam the DEA quite so hard.  Although they are probably taking
> >the law to the extreme, what they are doing is legal.  Congress passed a
> >law that stated that all assets bought by, used for transportation of, or
> >otherwise involved in drugs or drug money can be siezed by the DEA or 
> >agents when an arrest is made.
> 
> And in Nazi Germany many people probabley defended Gestapo actions as
> did the elected German government.  It is scary the number of people
> who support or defend such secret police action.
> 
> Aside from the obvious wrongness of seizures without prosceution or
> damage without compensation, what right should a government have
> to restrict the sale and consumption of substances, anyway?  Too
> many Goddamned fascists around who 'know best' how to run other
> peoples lives, and very few people willing to risk their lives
> or careers by publicly opposing such laws.
> 
> 
> +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ 
> + 'There was a  master come unto the earth, + Ulick Stafford, PP-ASEL       +
> +    born in the holy land of Indiana,      + Dept of Chemical Engineering, +
> + in the mystical hills east of Fort Wayne'.+ Notre Dame, IN 46556          +
> +      B'fhearr liom bheith ag eitilt.      +    ulick@bach.helios.nd.edu   +
> +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++

FYI,  I was not defending the DEA for what it is doing.  I was trying to
say that the problem began with a loose broad law from Congress and the
very loose interpretation of it.  I wonder if Congress knows about any of
these instances.  They are the ones that will change the law.  If they don't,
then we can always change them.
From: deragon@GROUCHO.CS.NYU.EDU (John Paul Deragon)
Newsgroups: rec.aviation
Subject: Time To Kill
Date: 8 Sep 92 01:36:43 GMT



	Howdy..

	Due to extreme bordom,  I am currently looking for an aviation 
related program to make/design/modify to kill time, and hone my programming
skills..

	What I am solicting is any ideas about small programs that you
though would be great to have, but just dont have the time to do (or 
knowhow).  I have time to work on basically anything. (Please no 
suggestions to make a New Microsoft FS ;-) ),  

It would have to be a UNIX based program, as that is the machine I have 
access to.  (It can be X or Openwindows as well).

	So... if anyone has any ideas for utilites, aids, or anything
drop me a line.  I *don't* plan on selling it, so don't worry about
the apsect of me making money of your idea, whatever I make, I will post,
and you will be credited for the idea.  


	:-)  John



---
John Deragon
deragon@groucho.cs.nyu.edu