HDTenEightyP/NetNews huggingface dataset:
From: aharding@bach.udel.edu (Allison S Harding)
Newsgroups: rec.aviation
Subject: Solo rites
Date: 9 Oct 92 01:35:24 GMT
Article-I.D.: news.Bvtz30.IGx
Followup-To: #61367
Organization: University of Delaware

For my civillian solo flight, I lost the back section of
my shirt.

However, for AFROTC Flight Screening, we were wearing
our flight suits.  Instead of destroying an expensive
flight suit, we were lured close to and ambushed by the
aircraft wash rack with a hose.  Of course, I wasn't 
intelligent enought to tighten my boots beforehand, and 
ended up getting my boots soaked for the rest of the day.

Maybe before you solo, you could present your IP with a
large bucket of water, and thereby avoid the scissors?

- Allison


*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*%*
Allison Harding           aharding@bach.udel.edu         PP-ASEL, 95 hrs
                                                              _|_
AFROTC Det 128, U of Delaware, (302) 831-2863          o______(*)______o
U of Delaware, CNS Consulting Desk, (302) 831-1205       FLY AIR FORCE!
=========================================================================
From: jhenderson@pomona.claremont.edu
Newsgroups: rec.aviation
Subject: LCFI - Oceano Cty - Oct.24th
Date: 16 Oct 92 18:37:30 GMT
Article-I.D.: pomona.1992Oct16.113730.1
Organization: Pomona College

Hello, good people,

We're only a week away from the LCFI, and I received one more signup for it, so
here's an update. I'll probably post a final one next Wednesday, Oct.16th.

	Where:	Oceano County (L52), CA
	When :	October 24th, noon

Activities available: horse backriding, beach walks, camping (res. req.
		      through Ticketron), fishing from the shore and
		      deep sea, clam forks for rent.

Restaurants:	      many within walking distance. Also, a nearby park
		      has a picnic area available, which could be an
		      alternative to going to a restaurant.

List of attendees so far:

Les Niles		niles@parc.xerox.com			SJC
C-182			N2461G					2 seats

Alan Marcum		amm@NeXT.COM				PAO
M231			N1082Y					1 seat

Scott Dickson		scott@ontek.com				CRQ area
Passenger wannabe

Jordan Brown		jbrown@qdeck.com			SMO
Comanche		N6755P					2 seats

Bob Moragues            rym20@cd.amdahl.com                     RHV
Warrior                 N47389                                  Possibly 1 seat

Claude Goldsmith	claude@sunfse.ese.lmsc.lockheed.com	HWD
M20C			N6416U					0 seats

Mike Parker		mparker@mv.us.adobe.com			PAO
AG-5B			N11905					0 seats

Steve Schneider         schneide@scubed.com           	        SEE
Cherokee 140            8883N                                   1(?) seat

Javier Henderson	jhenderson@pomona.claremont.edu		POC
Archer II		N3837N					0 seats

Pilots: if you plan on attending, please send me email, indicating tail
number, departure airport and number of seats available.

Passengers: please send me email, indicating what area you wish to depart
from.

Incidentally, almost everyone suggested a restaurant so far instead of a picnic.

Hope to see you all there!
______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
From: langford@gems.vcu.edu
Newsgroups: rec.aviation
Subject: Re: Class III medical exam
Date: 13 Oct 92 09:34:20 GMT
Article-I.D.: gems.1992Oct13.133420.133
Organization: Medical College of Virginia

In article <1992Oct8.121223.9000@genrad.com>, dls@genrad.com (Diana L. Syriac) writes:

    [ message about breast exam during class III physical ]

>   Also, you gotta consider
> what type of doctor it is.  The first time I got my medical I scheduled it
> with a GYN/OBY doctor.  You got it, the doctor saw the guys bright and early
> in the morning so they wouldn't be embarrassed by sitting with all those
> pregnant women with curious eyes.  
> Diana
My first FAA physical was also by an OB/GYN.  In fact, he was my Mom's doctor,
and had delivered ME!  He got a kick out of the chance for a "followup" after
20 years; something rare in obstetrics, I imagine.
-- 
+-----------------------------------------------------------------------------+
| From the electronic desk of Bob Langford          Health Sciences Computing |
| 804-786-9843   (fax: 804-786-9807)         Virginia Commonwealth University |
| e-mail:  langford@gems.vcu.edu     [or]     langford@vcuvax  (for BITNET)   |
+-----------------------------------------------------------------------------+
Newsgroups: rec.aviation
From: stephens@access.digex.com (John Stephens)
Subject: Re: Sharing Flight Expenses
Organization: Severn Companies, Inc., Lanham, MD 20706
Distribution: usa
Date: Thu, 8 Oct 1992 16:18:20 GMT

In article <1992Oct8.150436.1783@news.acns.nwu.edu> kkalan@casbah.acns.nwu.edu (Kenneth Kalan) writes:
>
>Hi Netfolks
>
>I was having a discussion with someone the other day and thought someone
>out in netland would have the correct answer.
>
>What constitutes sharing flight expenses with rental aircraft?
>
>I think FAR 61.118 (b) (I'm taking my best quess at the number) states
>that expenses can be shared, but I thought I saw or heard that only
>fuel, tiedown, oil, etc., but not the rental fee could be shared.
>
>If someone recalls reading this, could you either post or e-mail this
>to me.
>

The expenses are those COSTS to the pilot ASSOCIATED WITH THE FLIGHT.  For
an owned aircraft, this would NOT include depreciation, insurance, etc.  For
a rented aircraft, the total rental fee is the pilot's cost, and therefore
this total amount can be shared equally among the parties involved.

Note that the rules insist that the reason for taking the flight must be
"mutual and equal" -- that is a private pilot cannot receive one-half his
cost in flying a friend somewhere just because the friend wants/needs to go.
The pilot must have a mutual desire/benefit associated with the flight.

This one would be hard for the FAA to enforce, because the pilot can always
claim his benefit lies in the extra hours and/or experience, but I'm sure
that the Feds have some precedents around to use if a private pilot starts
to obviously abuse the rule.  Also, watch out for your insurance company!


Newsgroups: rec.aviation
From: rdd@cactus.org (Robert Dorsett)
Subject: Re: Can a 747 fly for 24hrs ?
Organization: Capital Area Central Texas UNIX Society, Austin, Tx
Date: Fri, 16 Oct 1992 05:49:32 GMT

In article <169@newave.newave.mn.org> john@newave.newave.mn.org (John A. Weeks III) writes:
>
>2. Even better than stainying aloft for 24 hours would be an attempt on
>a round the world without refueling trip, aka the Voyager.  You would probably
>have to start with a KC-10 or a KC-135.  Does anyone know if such a trip
>might be possible?  (Ignoring the fact that I probably could not rent a
>military tanker...but maybe I could rent a Soviet turbo prop bomber for a
>weekend.  After all, they need hard currency.)

All a KC-10 or -135 do is divert fuel from the main tanks to a specially
designed refuelling manifold.  Their range (full) is about the same (or 
shorter) than an equivalent DC-10 or 707-class airplane with no cargo or 
passengers.




---
Robert Dorsett
rdd@cactus.org
...cs.utexas.edu!cactus.org!rdd

 Vote on sci.aeronautics.airliners!   See the CFV in news.announce.newgroups,
 or send email to airliner-vote-admin@rascal.ics.utexas.edu for a copy of it.
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: gear-down check
Date: 15 Oct 92 14:00:08 GMT
Organization: U. S. Naval Academy

In article <1bi99jINNgl1@news.aero.org> lmiller@aero.org (Lawrence H. Miller) writes:
!In article <2262@usna.NAVY.MIL! dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
!!After starting this question I've stayed out of the discussion to see
!!what develops.
!!
!!The military uses this technique. To all those who say pilots would
!!rely on it and thus accidents would increase I ask do the military
!!have a higher incidence of inadvertent gear up landings.  The answer
!!is NO.

!	I would conjecture, based on decades of human factors studies
!	[see last paragrah], that gear ups would not decrease
!	significantly, particularly at busy airports.  My feeling is
!	that at busy airports, "Cleared to land, check gear down"
!	becomes a mantra, part of the background noise, repeated so
!	often, as not to be attended to.  Do you really remember the
!	specific "Cleared to land" at your last tower airport?  I fly
!	out of Santa Monica and Van Nuys, two of the busiest airports
!	in the world.

Yes, I clearly remember the last cleared to land. I listen very
carefully for the cleared word. However, I agree if the check gear
down gets buried in the spiel with no pause etc. it may get lost.
But then, it may not and could just help as you point out below.

!	I've landed at military airports.  They're not very busy.
!	The "Check gear down" was emphatic, isolated from other
!	radio traffic, not part of a continuous stream of chatter.

Ahh... try a carrier during recovery ops. There is an aircraft
slamming onto the deck about every minute or less! The check
gear down is still used.

!	You can be sure we checked gear down.

!	Having said this, though, I can't see how it can hurt.  I
!	ran the Pilot's Associate program at ISI for a couple of
!	years.  Our major contribution was in an intelligent speech
!	system for communicating anomalous conditions to the pilot.
!	I ran through several years of NTSB accident reports demonstrating
!	the efficacy of appropriate speech generation methods in
!	curtailing many air carrier accidents.  Our techniques focused
!	on what to say, how to say it, when to repeat, how to prioritize,
!	and how to understand the pilot's response.

Could you summarize the results for the net. Sound interesting.

Dave Rogers
Newsgroups: rec.aviation.soaring
From: rlarsen@bnr.ca (Richard Larsen P220)
Subject: demo gliders
Organization: Bell-Northern Research, BNR-RTP
Date: Mon, 12 Oct 1992 13:08:15 GMT

Southern Souring in Jonesville N.C. (swan creek airport) presently
has a Krosno KR03A on loan from Solair for demo rides. It will be
for another week or two. Southern Souring will have a L23 super 
blanik soon for a weekend or maybe a week or two for demo rides.
Call for an appointment (sory I don't have the number with me right
now). See the soaring directory for their phone number.

I flew the krosno saturday in week lift. It sure is nice to fly a
brand new glider. Maybe someday soon I will own my own sailplane.
Newsgroups: rec.aviation.soaring
From: rbuchanan@vitalink.com (Rick Buchanan)
Subject: Re: learning to fly (Westchester New York area)
Reply-To: rbuchanan@vitalink.com (Rick Buchanan)
Organization: Vitalink Communications Corp. (Standard Disclaimer of course)
Date: Wed, 14 Oct 1992 17:36:41 GMT

In article <1992Oct13.184151.111557@watson.ibm.com>, derek@watson.ibm.com 
(Derek Lieber) writes:

> A number of years ago I spent some time as a student pilot
> (power planes) but never got my license. 
> I'd like to return to flying, and would love
> to get some experience flying sailplanes. Can anybody
> recommend clubs and/or airports in the lower Hudson valley
> (or eastern NJ / western Connecticut) offering sailplane rides and/or
> instruction? Thanks.

Wortsboro NY.   It's about an hour north of the NY-NJ border, up route 17.
I don't have the address or Phone #, but you can get them from directory 
assistance.    There are some excellent instructors and a few Schweitzer
(damn, I forgot the model # of the trainer sailplane they use...)

E-mail me if you want more info, and I'll dig up the stuff.

--- Rick Buchanan (rbuchanan@vitalink.com)

        *** Don't blame me.  I'm gonna vote Libertarian  ***
Newsgroups: rec.aviation.soaring
From: pt@geovision.gvc.com (Paul Tomblin)
Subject: Summary: Two dumb questions...
Reply-To: pt@geovision.gvc.com
Organization: Not officially GeoVision Systems Inc., Ottawa, Ontario
Date: Wed, 7 Oct 1992 14:53:35 GMT

Going against a long standing Usenet tradition, I'm going to summarize what
I learnt from email as response to the questions I asked on this newsgroup.

In article <1992Oct2.181254.15223@geovision.gvc.com> I asked two questions:

1. Why do high performance sailplanes carry water ballast?

2. How much would it cost me to get a sailplane pilots license, and how much
would it cost to keep moderately active in the sport.

I recieved email replys from:
Moshe Braner <braner@TC.Cornell.EDU>
rh@craycos.com (Robert Herndon)
Guy Middleton <gamiddle@math.uwaterloo.ca>

and the first question was answered in a few postings here in the group.

1.
Sailplanes carry water ballast in order to fly faster.  Suprisingly enough,
this doesn't effect the drop/distance flown, but it does make them do both
(fly forward and drop) faster.  This allows them to fly fast earlier in the
day when the thermals are strong, and then dump the ballast and make use of
weaker thermals later.

2.
One correspondent (Robert Herndon) suggested that I find a co-op club.
He suggested that I could learn for around ~$1500 US that way.  He also
warned me about commercial operations that call themselves clubs, but are
much more expensive.  A busy weekend for him costs about $60-$80 US.  A
fellow Canadian (Guy Middleton) said that it cost him $1700 CAN to learn,
and that $1200 was _tax_deductible_!

Robert Herndon suggested I contact the Soaring Society of America, Box E,
Hobbs NM 88241.  I don't know if I will, since they may not be have a
Canadian presence.  I will definitely be in touch with the Gatineau Gliding
Club, PO Box 883, Station B, Ottawa, Ont K1P 5P9, since they seem to be the
local club.

Thanks everybody, and hope to see you in a thermal...

-- 
Paul Tomblin, pt@geovision.gvc.com or {uunet,revcan}!geovision!pt
(This is not an official opinion of GeoVision Systems Inc.)
"You can't grep dead trees" - Unknown
From: rjc@hpfcso.FC.HP.COM (Rich Carr)
Date: Fri, 9 Oct 1992 21:05:05 GMT
Subject: Re: Glider Waxing
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation.soaring

If you want to pay the price, you can get some liquid wax from Germany
that the factories supposedly approve of.  Try emailing aland@fc.hp.com
(Aland Adams), who has used it on his LS6, or call up Pik Pacific for
more leads.

I haven't had much trouble finding carnauba paste wax around here to use on
our club gliders.  I agree that it's wise to avoid any high-tech
polishes, no matter what they say on the label.  I wouldn't use a
teflon-based product for fear of it having the same effect as silicone
if repairs are needed.

Rich Carr
Newsgroups: rec.aviation.soaring
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: Re: Hunting for thermals.
Followup-To: rec.aviation.soaring
Summary: What's a rape field?
News-Software: VAX/VMS VNEWS 1.41    
Organization: European Organization for Nuclear Research, CERN
Date: Fri, 9 Oct 1992 12:49:00 GMT

In article <1992Oct8.204614.28488@tc.fluke.COM>, xcskier@tc.fluke.COM (John Gilbert) writes...
>In article <2OCT199209514603@vxcrna.cern.ch> cohler@vxcrna.cern.ch (Mike Cohler) writes:
>>....
>>cloud... these indicate sink.     As for sources of thermals.... in the UK
>>we use a variety of indicators... towns, brown fields... rape fields.....
>>....
>>Mike
>>
>Mike, what's a rape field?  Must be a colloquialism, I've never heard it.
> 
lines deleted> 
>John Gilbert

Gee, I never thought that a 'rape field' would be UK specific !!
Rape is a crop extensively grown in th UK for the oil extracted from
the seeds... used in animal feed and cooking.  The rape plants are
up to 6 feet or so high, and can rip the tail of a glider if you choose
to try a field landing in such a field.   By this time of year the crop
is mostly harvested... the flowers are a very vivid yellow, and absorb
sunlight very well, and produce good thermals (by UK standards !)
   Hope this helps ?

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
From: ludeman@astroatc.uucp (Weekend Pilot)
Newsgroups: rec.aviation.soaring
Subject: Rico VACS vario for sale
Date: 13 Oct 92 14:42:14 GMT
Distribution: usa
Organization: Astronautics Technology Cntr, Madison, WI

Rico VACS electric vario/netto/audio/speed to fly 

* Electronic total energy compensation, no probe required
  (requires connections to pitot and static sources)

* Three range panel meter (0-500, 0-1000, 0-1500 fpm)

* Full function climb and cruise audio with adjustable deadband
  and auto volume control (volume increases slightly at high speed,
  no need to fool with the volume control in flight)

* T/E climb, T/E netto, T/E speed to fly and climb averager all
  in one box!  Repeaters can be used to access more than one
  function simultaneously.

* Identical to current production model (3000 series serial #)

* $600 includes trip to the factory for check out and recalibration
  to your sailplane polar (new cost $935).

* Selling in anticipation of buying LNAV system.

* Works equally well on 12 or 14 volts, draws 80 mA (not much).

* Includes full factory manual and two (very small) flasks, tubing.

Phone: 608/221-9001 (days)
	   608/241-4874 (eve til 10 CST)
-- 
Evan Ludeman   
astroatc!ludeman@spool.cs.wisc.edu 
Newsgroups: rec.aviation.soaring
From: gaynier@elec.uq.oz.au (Ron Gaynier)
Subject: Professional Glider Pilots?
Summary: Are there any people making a living at soaring?
Keywords: Professional Gliding
Organization: Prentice Centre, University of Queensland
Date: Thu, 8 Oct 1992 01:31:04 GMT

As a fanatical glider pilot, I've been wondering just how many 
people out there actually make a living at gliding. Besides people
who own commerical gliding operations, are there any people who
just glide for a living? Is there enough demand for instructors to
make a living at it? 

A somewhat related question, what qualifications are necessary to
become a glider A&P ("P" becoming more common all the time)? I'm 
interested in how this varies around the world.

Ron Gaynier
Newsgroups: rec.aviation.soaring
From: Michael Steckner <steckner@lri.uwo.ca>
Subject: Glider FAQ
Organization: Relayed-by-Sendmail
Date: Wed, 7 Oct 1992 22:06:22 GMT
To: rec.aviation.soaring@julian.uwo.ca

I am still looking for a few more people to help me assemble a FAQ for
gliding. Anybody interested?
Newsgroups: rec.aviation.soaring
From: xcskier@tc.fluke.COM (John Gilbert)
Subject: Re: Hunting for thermals.
Followup-To: rec.aviation.soaring
Summary: What's a rape field?
Organization: John Fluke Mfg. Co., Inc., Everett, WA
Date: Thu, 8 Oct 1992 20:46:14 GMT

In article <2OCT199209514603@vxcrna.cern.ch> cohler@vxcrna.cern.ch (Mike Cohler) writes:
>....
>cloud... these indicate sink.     As for sources of thermals.... in the UK
>we use a variety of indicators... towns, brown fields... rape fields.....
>....
>Mike
>
Mike, what's a rape field?  Must be a colloquialism, I've never heard it.

To add to the many followups, in eastern Washington (state) we often have
dry weather during soaring season.  Thermals will create a 'dust devil'
in the plowed fields, that looks like a brown tornado!  I've seen dust
devils extend to heights of 3-4000 feet agl, and that's a great indicator,
especially on blue days!  When fronts are moving through, there will be a
line of devils along the shear line of the front. 

John Gilbert
From: ludeman@astroatc.uucp (Weekend Pilot)
Newsgroups: rec.aviation.soaring
Subject: Top of the bubble (was: Scratching)
Date: 7 Oct 92 15:57:00 GMT
Organization: Astronautics Technology Cntr, Madison, WI

In article <1038@esosun.UUCP> jim@fjolsvid.css.gov (Jim Wang) writes:

In a previous post I wrote:
>>Clarence See, in the course of forty or more years of flying sailplanes,
>>told me that exactly *twice* he has thermaled up in the blue to  the 
>>condensation level and had a cumulus start to form all around him  [...]

>I'm a little puzzled by this account [...]

I should have been more specific, these occurances were on days with
cumulus clouds in abundance, however Clarence was climbing in a thermal
in which a cloud had not yet formed.


-- 
Evan Ludeman   
astroatc!ludeman@spool.cs.wisc.edu
From: stirling@gu.uwa.edu.au (Stirling Hamersley)
Newsgroups: rec.aviation.soaring
Subject: Re: Ballast can improve LD reply
Date: Fri, 16 Oct 1992 04:31:25 GMT
Organization: University Computer Club --- Perth, Western Australia
NNTP-Posting-Host: mullet.gu.uwa.edu.au

I am skeptical that the LD is improved with wing loading.  I at first
ignorantly believed that wing loading (WL) would decrease the best LD
because the drag from the wings and mainly the fuse would increase faster
that the increase in lift when the air speed increases. But much discussion
with my brother who is a commercial pilot and referral to aerodynamics books 
convinced me that the best LD always says the same as long as the profile of
the whole plane stays the same.

Ah. I just had a thought.  When there is a greater wing loading on the a
glider the shape of the aircraft does change. Does it not?
The wings will flex up which should make the ends of the wings less
efficient (if you don't have anhedral wings). 

Although all this should only affect the best LD slightly either way 
gliders are weighted up so they get to where there going in the shortest
possible time.  Preferably in the strongest lift.  Of course ballest can be 
a disadvantage.  If you increase the WL you have to increase your speed
to keep the best LD. This means when thermalling your turning radius 
is also increased. Even if the thermals are very strong if you can't
turn tight enough to stay in them because they are narrow you will need to
reduce your WL.

I hate sign off's on the end of articles that are longer that the articles.
What a waste of bandwidth and time.
From: donovanh@sptekwv1.wv.tek.com (Donovan Hammer;685-2499;60-850;;sptekwv1)
Newsgroups: rec.aviation.soaring
Subject: Equipment Question
Date: 13 Oct 92 00:09:46 GMT
Reply-To: donovan.hammer@tek.com
Distribution: usa
Organization: Tektronix Inc, Wilsonville, OR

Since this is a very, very glider oriented question, I decided to
ask it here rather than rec.aviation.products.

I have very basic instrumentation in my SZD-51-1.  I want very much
to upgrade to some sort of T.E. vario/averager.  Bare in mind that
I don't do any competition flying yet (except for Sports class, it's
unlikely in this machine).

The question is, what type of T.E. vario should I buy?  If you're
going to recommend something like an S-NAV (I'm open to all
recommendations) please give me a good reason to spend 5 times as
much for one.

Somewhat related, what oxygen systems have people purchased and
why?

Please answer by e-mail so that other glider guiders won't have
to see their bandwidth used up by my blatantly selfserving
request.  8^O 

Thanks in advance.
-- 
                                       Don Hammer

 ==================================== ========================
| Donovan Hammer, Principal Engineer |                        |
| Tektronix                          | Glider Pilot's Truism: |
|        / Computer Graphics Group   | ---------------------- |
| PO Box 1000, MS 60-850             | Where there's lift,    |
| Wilsonville, Ore. 97070            |  there's sink.         |
| phone - (503) 685-2499             | Where there's sink,    |
| fax   - (503) 682-1500             |  there's more sink.    |
| email - donovan.hammer@TEK.COM     |                        |
 ==================================== ========================

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Newsgroups: rec.aviation.soaring