HDTenEightyP/NetNews huggingface dataset:
From: tima@CFSMO.Honeywell.COM (Timothy D Aanerud)
Subject: Re: Proposed MSP Fly-in (Was uamwfi, or something like that)
To: rec.aviation, rkaplan@netcom.com
Posted-Date: Fri, 4 Sep 92 09: 22:45 cdt
Organization: Honeywell Commercial Flight Systems/Minneapolis Operations
Date: Fri, 4 Sep 1992 14:22:45 GMT
Received-Date: Fri, 4 Sep 92 09: 22:53 CDT

I've talked to ATC at Minneapolis/St Paul International.  I asked them when
their peak times where so the fly-in could avoid them.  They said it would
be easier for us to arrive when they were doing mostly departures. 
Between 9-10 am and 2-3 pm where mostly departures on Saturdays.  I
mentioned Richard Kaplan's proposed 2pm - 7pm times and dates October 10, or
17, and said we would not arrive if it was IFR, about 6 +/- 2 aircraft,
maybe one Piper Cub no electrical with radio, and they said that should
not be a problem.

The main runways at Minneapolis are 11-29 Left and Right with an
intersecting runway 4-22.  I asked if the parrallels were active, could we
expect 4-22 if the winds were light.  They said, it depends.  They're
trying to phase out intersecting runway operations.
-- 
We will get you there within       |           Timothy Aanerud
 2 NM/hr, 95% of the time...       |  Honeywell Commercial Flight Systems
                                   |      Makers of Laser Gyro IRU's
       N45 07.9  W93 16.6          |         tima@cfsmo.honeywell.com 
Newsgroups: rec.aviation
From: dab@asylum.UUCP (Dave Bridgham)
Newsgroups: rec.aviation
Subject: Re: Glass Goose
Date: 26 Aug 92 21:11:31 GMT

schinner@vcd.hp.com (Jim Schinnerer) writes:

>Just a thought...the Sea Hawker has been around a while and I can't believe
>that it is the first one built.  Have other owners had similar doggy
>performance?  If so, how come no one knows about it?

Over the last few years of reading kit plane magazines I've come
across two or three reports of doggy performance from the Sea Hawker.
I don't know why the plane and its troubles havn't seen more press but
I guess it just never became very popular (mayhap because of these
reported problems).

						Dave Bridgham
From: rice@ttd.teradyne.com
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
Date: 31 Aug 92 19:39:42 GMT
Organization: Teradyne Inc., Telecommunications Division

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.


------

 John Rice         K9IJ    |   "Did I say that?" I must have, but It was
             _|_           |    MY opinion only, no one else's...Especially
           ---X---         |    Not my Employer's....
             o o           |    ASEL, AMEL, IA         rice@ttd.teradyne.com 
Newsgroups: rec.aviation
From: jhenderson@pomona.claremont.edu
Subject: Re: CAP info
Organization: Pomona College
Date: 4 Sep 92 09:20:01 PDT

> mazanec@convex.com (Robert Mazanec) writes:
> 
>>    1.  Is a PP-ASEL-IA who doesn't own a plane useful?
> 

What about a PP-ASEL?

______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Date: Fri, 28 Aug 1992 14:57:41 GMT
Subject: Re: TAS while landing (was: Stupid Pilot Trick Awards)
Organization: Hewlett-Packard Co., Loveland, CO
Newsgroups: rec.aviation

In article <1992Aug21.173103.18615@hpcvusn.cv.hp.com>, mark@hpcvxmsr.cv.hp.com
(Mark Rowe) writes:
>[density altitude affects on ground speed stuff deleted]
>[...]      So why is does there appear to be such difficulty in
>coping with changes in groundspeed due to the altitude.  As far as
>groundspeed goes, the two circumstances seem very similar.

I think it is because pilots think about wind, but don't really think about the
ground speed change induced by density altitude.  Thus, they are surprised.

Bill Standerfer
Newsgroups: rec.aviation
From: drmax@casbah.acns.nwu.edu (Marianna Max)
Subject: Re: playing with jackals
Organization: Northwestern University, Evanston Illinois.
Date: Thu, 27 Aug 1992 14:53:47 GMT

In article <BtM8B8.6t5.2@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:

>
>* I would happily assist in the photographic documentation of illegal
>  logging practices, the way Margaret does.
>
Okay I was going to stay out of this because I'm not a pilot and this isn't
a flying story but I am one of the people who "silently" had some
misgivings about M Puckett's TV logging stories. First of all I don't remeber
anything in her story talking about the logging practices that she was
involved in documenting being illegal. Clear cutting by itself is certainly
not illegal in areas that have been earmarked for clear cutting. Were these
practices actually illegal or was the documentary simply showing clear cuts
with the aim of swaying public opinion against the OR logging industry?

M Puckett talked not only about flying in those articles, she
also presented a very one-sided view of the logging industry in the NW. She
didn't mention for example that Douglas Fir trees (the primary tree species
logged in the NW) will only regrow in areas where there are no other trees
growing, ie they won't grow in the shade. You can't simply log by thinning
out trees because new trees will not grow in the shade of old ones. Before
logging came to the NW the only regrowth of these trees would come after a
massive burn of old growth Hemlock climax forest. Clear cutting is ugly but
laws do exist that limit the amount of damage to streams and errosion 
sensitive areas. Perhaps more laws are needed but simplistic polarizing
propaganded is almost never helpful in solving a problem that has many facets.

Anyway I really don't want to give a lesson about the logging industry in
the NW or forest culture in general (or the many lives that would be
effected if clear cutting was completely banned). All I wanted to point out
is that if one uses ones position of authority to post something here or
anywhere I think it would be a service to all if one would actually find
out more than just a surface understanding of the problems one is talking
about. Please keep posting M Puckett but I for one would very much
appreciate it if you could take the time to go a bit deeper into the clear
cutting issue before you sound so sure that you know what is right and what
is wrong in the way it is now being handled. You might want to do that for
your own piece of mind as well since you are being used by the media group
to present what apparently is their view of the problem.
M Max

Anyway I apologize for not including any flying experiences in this post.
From: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation
Subject: Re: how to do a mag check?
Date: 31 Aug 92 08:34:13 GMT
Organization: Geoffrey G. Peck, Consultant, San Jose CA

In article <JKF.92Aug29082226@frisky.Franz.COM> jkf@Franz.COM (Sean Foderaro)
writes about an in-flight magneto failure:
> I've experienced this.  In my case the engine rpm dropped a 
> bit (constant pitch prop), the tach needle oscillated about +-100rpm, 
> and the engine just felt rougher (I'd had a lot of hours in this plane
> so I could tell).   It's kind of like you're getting carb ice 
> except that pulling the carb heat has no effect.   

The severity of the result depends on quite a few variables.  In the case
of a mag failure which happened to me, the engine went from 2700rpm (full
takeoff power) to 1500rpm (not enough to maintain altitude)
instantaneously.  The best after-the-fact guess was that the mag which had
failed was firing out of sequence.

						Geoff
From: barney@sol.usc.edu (Barney Lum)
Newsgroups: rec.aviation
Subject: Re: PSP TRSA (was: TRSA's)
Date: 25 Aug 1992 11:47:39 -0700
Organization: USC University Computing Services, Los Angeles
NNTP-Posting-Host: sol.usc.edu

According to that person I spoke to up in the tower (gosh, a year 
ago), PSP's "ARSA" has been in the works for "awhile", but hasn't 
materialized (yet) because their radar coverage doesn't go out the 
required 20 miles to the NW, eg the Banning Pass.  I don't know
how they're going to work around that if at all.

-------------------------------------------------------------------------- 
              >|
              >|      barney@usc.edu  Barney@USCVM
 -->  -->  --> |   =======    ---    ---    ---    ---    ---   ---    ---  
              >|      Permanent Student Pilot, On the Numbers   
              >|
--------------------------------------------------------------------------
Newsgroups: rec.aviation
From: chris@a.cs.okstate.edu (Chris Schuermann)
Subject: PLEASE HELP ME FIND A PROP!!
Organization: Oklahoma State University
Date: Sun, 23 Aug 92 18:36:25 GMT

I've tried everything I can think of, so I'm posting a plea for help
to your folks in net-land...
For over a year and a half I've been trying to get my airplane back in
the air.  I has been down due to an AD on my Hartzel props which required
replacement of the blade clamps and some of the blades.  I now have one
prop back together, but I still need two blades to finish the other.  I've
contacted every place I can think of that is parting out airplanes which
use these blades, but to no avail.  So, PLEASE, if you know where I can
get a prop blade, call or send mail.  I would be greatly indebted to any
one who can find them.  I will even consider paying for info leading to
the capture of a decent set of used blades!

Hartzel V8433-0 blades.
Used on at least: Aero Commander 520, Navion, and some older Bonanzas.

Hartzel wants outlandish prices for new blades, and delivery dates that I
don't like... (It cost more for a new prop than I gave for the plane!)

PS> I know that the Navion folks have a few of these rare blades, but the
people I have talked to will not sell me any because I'm not going to put
them on a Navion...sigh...

Chris Schuermann  a.cs.okstate.edu
phone: (918) 599-4713 (days)
(918) 241-5601 (home)
    please help me keep a beautiful airplane flying...
Newsgroups: rec.aviation
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: WX-900 Warranty Upgrade (software)
Summary: BFG makes ROM revision 1.35 available for WX-900
Keywords: ROMs Software Version
Organization: Data Parallel Systems, Inc
Date: Tue, 25 Aug 1992 18:34:48 GMT

Just thought that I would pass on some information about the BFG WX-900
stormscope...

ROM version 1.35 (I believe - don't quote me on that - it's 1.3x at least)
is now available as a free warranty upgrade for those WX-900 owners with
the version 1.21 ROMs.  All that's necessary, if you have 1.21, is to
box up your unit and send it to BFG Flight Systems @ 2001 Polaris Parkway
in Columbus, OH (sorry, I forgot the ZIP) with a note saying that you
would like the ROM upgrade.  Turnaround is supposedly 3-5 working
days.  I just sent my unit in yesterday.  I don't know what the procedure
or cost is if you have pre 1.21 ROMs.

What the ROM upgrade does:
	1.  It changes the "timeout" for a lightning strike from 2 minutes
	    to 4 minutes.
	2.  It implements what BFG calls "addots" [sic].  Normally, a
	    lightning strike in location X is represented by a single
	    plus sign.  There is no way to determine if the StormScope
	    has sensed 1 or 1000 strikes in that position.  With "addots"
	    each successive strike in the SAME location will fill in one
	    quadrant of the plus sign.  So, five strikes in location X
	    will give you a black square instead of the plus.

	    I don't know EXACTLY how useful this will be, since a good storm
	    will cause so many plus' to show up that they'll overlap - it's
	    been my experience that a single plus NEVER means anything.
	    However, it may be of use in the 100 mile range where a single
	    plus covers much more territory than it would in 25 mile range.

	    I would much rather see locations that have received multiple
	    strikes start FLASHING, but that may be difficult with the
	    LCD display.
	3.  It extends the range of the WX-100, slightly.  Strikes that
	    the WX-900 detects out of its maximum 100NM display range
	    will be represented by having the pixels at the maximum range
	    and appropriate azimuth turned on.  In other words, if the
	    unit detects a storm at your 12 O'Clock and 140NM out, the
	    pixels/plus' at the top of the screen will come on - just one
	    set deep though.
	4.  It implements a numeric counter in the upper right corner of
	    the screen.  The counter counts the number of electrical
	    discharges that the unit has detected.  This seems to be
	    of little utility, unless you have only one storm depicted,
	    since the counter is simply ALL discharges detected by the unit
	    within 360 degrees.

The upgrade does not include any enhancements to the basic detection and
ranging algorithm - at least that's what they told me.

I do not work for or have any interest in BFG as a company, I'm just an
owner of one of their products.

greg
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
Newsgroups: rec.aviation
From: lin@juneau.inel.gov (L Linn Hower)
Subject: Re: Information wanted on CA Clear Lake Fly in.
Summary: Clear Lake Splash-in is Sept. 25-27
Organization: Idaho National Engineering Laboratory, Idaho Falls, Idaho
Distribution: ca
Date: Mon, 31 Aug 92 16:02:02 GMT

  lfdavi1@pbhye.PacBell.COM (Larry F. Davis) inquired about the
West Coast SPA splash-in.  The following information is from the spring
1992 _Water Flying_:

	Sept. 12:  3rd annual Float Fly-In, Eagle River, WI.
		Contact Phil Hartman, 715-276-6476.  Rain date
		Sept. 13.

	Sept. 12-13:  Greenville, Maine Fly-In.  Call Moosehead Lake
		Region Chamber of Commerce, 207-695-2702.

	Sept. 13:  Columbia Seaplane Pilots Association Fly-In,
		Devil's Lake, Lincoln City, OR, 503-285-1420 Ken
		Heuvel.

	Sept. 25-27:  West Coast Splash-In, Clear Lake, CA.  Contact
		Stan and Betty Sinn, 408-246-5674.

--
  Linn Hower	lin@INEL.GOV		Phone: 208-526-9231
		at the Idaho National Engineering Laboratory, Idaho Falls, ID

========== long legal disclaimer follows, press n to skip ===========

Neither the United States Government or the Idaho National Engineering
Laboratory or any of their employees, makes any warranty, whatsoever,
implied, or assumes any legal liability or responsibility regarding any
information, disclosed, or represents that its use would not infringe
privately owned rights.  No specific reference constitutes or implies
endorsement, recommendation, or favoring by the United States
Government or the Idaho National Engineering Laboratory.  The views and
opinions expressed herein do not necessarily reflect those of the
United States Government or the Idaho National Engineering Laboratory,
and shall not be used for advertising or product endorsement purposes.
Newsgroups: rec.aviation
From: jhenderson@pomona.claremont.edu
Subject: FBO's reimbursing renters for gas expenses
Organization: Pomona College
Date: 2 Sep 92 13:44:44 PDT

In regards to the ongoing discussion about incentives for renters to buy
cheaper gas...

One of the FBO's from which I rent only reimburses the renters up to whatever
they pay for gas, in their case, $1.90 (CableAir, at Cable Airport, CCB).

The other FBO I sometimes use will reimburse the renter for whatever he pays.

Guess who has higher rental rates for similar aricraft...
______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
Newsgroups: rec.aviation
From: mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman)
Subject: Re: "Aero-car" from 1940's/1950's
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Thu, 3 Sep 92 23:20:08 GMT

The aerocar was at SNA a few weeks ago..that thing took off just as I was
doing my preflight...it is LOUD! <I mean REALLY LOUD>
--
Marshal Perlman - Huntington Beach - California - USA - Earth - Milky Way 
                 Private Pilot - Airplane Single-Engine Land
Newsgroups: rec.aviation
From: rkaplan@netcom.com (Richard Kaplan)
Subject: Re: Air Lifeline experience
Date: Fri, 04 Sep 92 03:07:42 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 

In article <1992Sep02.032446.4421@qdeck.com> jbrown@qdeck.com
 (Jordan Brown) writes:

>I think this will have to be a point on which reasonable people
>can disagree.  I think that it is perfectly valid and appropriate
>for a volunteer to risk his life to save the life of another.

But whenever you fly you risk many other innocent lives.
Such as those of the people living in the apartment buildling
you may crash into if you lose control in a thunderstorm.

Also, I can tell you that several of the "life saving"
missions described to me in private e-mail are only
marginally so.  

Is AirLifeline useful and laudable?
Absolutely.  

Does (or at least should) it save lives? 
No, at least not in a time-critical sense.  Let THOSE
critical decisions be made by an air ambulance/air cargo
service with the proper background to judge both 
aviation and medical risks. 

>Or, more generally, I think it is appropriate to have different
>risk acceptability levels for missions of different urgency levels.

Absolutely not, at least not for a Part 91 operator.  
For a police helicopter chasing down a criminal for
the public good?  Perhaps.  For aviation fire equipment
fighting an active fire?  Certainly.  For a private
pilot on a charity medical mission of which he knows 
only sketchy details?  No.

-- 
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: choy@skorpio.usask.ca
Subject: How do automatic landings work?
Organization: University of Saskatchewan, Saskatoon, Canada
Date: Fri, 4 Sep 1992 20:35:32 GMT

How does the mechanism for automatic landings work? What information
is sent to the plane from the airport?

Henry Choy
choy@cs.usask.ca
Newsgroups: rec.aviation
From: jkf@Franz.COM (Sean Foderaro)
Subject: Re: Tie-downs in east bay, questions about purchasing
Organization: Franz Inc., Berkeley, CA
Distribution: ba
Date: Fri, 28 Aug 1992 05:48:59 GMT


  At the Oakland airport a tie down rented from the Port of Oakland
costs $74/month plus you have to pay the property tax for that little
piece of land ($30/yr).   An alternative is to tie down at Flightcraft
at $75/mo.  The advantages to using Flightcraft are that you then get 
a discount on gas ($0.10/gal I think) and you can have your guests relax 
in the 'executive terminal' while you go out and do your preflight.
The disadvantages to using Flightcraft is that they will park and 
otherwise move your plane around with their tug which has been known
to damage nose wheel fairing (it put a big divot in my brand new one when I 
took my plane there for service).  Also, if you use Flightcraft then you
can't drive up and park your car in your tie down spot.

  I was told that there is a seven year waiting list for the new (small) 
T-hangars and you'll never get an old (huge) T-hangar so don't even ask, 
but if you've just had a child then now would be a good time to 
sign him or her up on the waiting list so that by the time he or she 
is middle-aged, an old T-hangar might have freed up.   

-sean
From: stearns@Apple.COM (Bryan Stearns)
Newsgroups: rec.aviation
Subject: Re: how to do a mag check?
Date: 28 Aug 92 20:41:26 GMT
Organization: Apple

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.

My experience is that the switch back to "both" between tests of the
individual mags allows the engine to restabilize at the "normal" run-up
RPM (ie, your ears are also comparing the sound changes made by switching
from both to individual mags).

One tip: I used to do B-L-B-R-(L)-B, until the day I accidently left it
on Left for takeoff (the only time I've ever aborted a takeoff; the
plane just didn't feel right, and seemed a bit sluggish. I didn't notice
the incorrect mag setting until I got back to the run-up area to try
another mag check). The instructor who gave me my last BFR suggested that
I test the right mag first (uh, B-(L)-R-(L)-B-L-B) to avoid this problem.

Now if I can only remember to switch the mags to "both" after starting
my Tiger on "left"-only!

... Bryan

 .....................................................................
Bryan Stearns                                      Apple Computer, Inc.
Apple Advanced Products Group            20525 Mariani Avenue, M/S 50-B
stearns@apple.com                                   Cupertino, CA 95014
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: There I was - mag check/Stupid Pilot Tricks
Date: 31 Aug 92 15:21:00 GMT
Organization: Stratus Computer, Inc.

In article <31AUG199207371824@mars.lerc.nasa.gov>, fskevin@mars.lerc.nasa.gov (Kevin R. Kirtley (SVER)) writes:
> 
> My greatest "not too serious" faux pas was pulling the mixture rather than
> the carb heat while landing at a crowded fly-in. It sure got people's
> attention.

I did this once in my pre-solo PP training.  After quickly shoving the 
mixture back in, my instructor didn't stop laughing until after we were on
the ground.  She never had to say a word.  Needless to say, I felt about 
1" tall, and haven't done it since.  

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
From: davea@col.hp.com (Dave Allen)
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
Date: 3 Sep 92 17:38:47 GMT
Article-I.D.: col.1992Sep3.173847.25772
Organization: HP Colorado Springs Division

wayne@schaefer.math.wisc.edu (Rick Wayne) writes:
> [trouble with connecting music through intercom is]
> that it squelches conversation.  you quickly become conditioned not to
> interrupt the music, since voice wipes it out entirely.

Try another intercom. Some (like my homemade one) only partially mute the
music. This makes for a softer interruption and maintains continuity with the
music, so conversation remains a normal activity.

dave allen - Fly because you love it.