HDTenEightyP/NetNews huggingface dataset:
Subject: Re: Conversion of Ratings
Organization: Crucible Computers Ltd.
Date: Sat, 9 Jan 1993 08:32:00 +0000


> 
> Anyone know how to convert a CAA private license (Britain) over to a US one? 

If you're interested in flying whilstr on holiday all you have to do 
is take you UK PPL + medical into an FAA office and they will isue you 
with a "temporary airman's certificate", this is valid on the 
privilidges of the uk one obviously IMC is a *not* an IR ;-) , but 
night is ok and so is twin. This should suffice in any 'professional' 
hiring outfit.

As for a more permanent affair then I think its the written and a 
check ride, but you'd be better checking with the FAA, BTW their now 
based in the UK at the CAA's HQ at Gatwick, mainly to enforce FAR's on 
N reg'd a/c here in the UK, if they can't help then try the FAA office 
at the US embassy (Grovensor Square), they were most helpful and can 
tell you the issuing FAA office.


=
David Black             49 Woodgrange Drive     dblack@ccla.demon.co.uk
Crucible Computers      Southend On Sea         dblack@cix.compulink.co.uk    
Networking Consultant   Essex UK SS1 2SD        Flies AA5B G-NGBI
                                
Newsgroups: rec.aviation.misc
From: dblack@ccla.demon.co.uk (David Black)
Subject: Re: Conversion of Ratings
Organization: Crucible Computers Ltd.
Date: Sun, 10 Jan 1993 16:25:03 +0000


> Gee, I wish it were as simple as this going the other way, i.e., from
> U.S. to U.K. temporary airman's certificate. The CAA is rather
> bloody minded about this.


They don't call the CAA the Campaign Against Aviation for nothing !


=
David Black             49 Woodgrange Drive     dblack@ccla.demon.co.uk
Crucible Computers      Southend On Sea         dblack@cix.compulink.co.uk    
Networking Consultant   Essex UK SS1 2SD        Flies AA5B G-NGBI
                                
Newsgroups: rec.aviation.misc
From: al@qiclab.scn.rain.com (Alan Peterman)
Subject: Re: "Jumpy" Static System
Organization: SCN Research/Qic Laboratories of Tigard, Oregon.
Date: Thu, 7 Jan 1993 05:44:34 GMT

In article <1993Jan6.202305.5169@macc.wisc.edu> campbell@vms.macc.wisc.edu writes:
> It had been relatively moist since then but the
>control surfaces, static ports, and other preflight items came through
>fine last night.
>
>On my initial climbout, I was a little surprised to see all three static 
>involved instruments appear to stick and then "jump" to a new, higher
>reading.  I flipped on the pitot heat immediately and the airspeed
>indicator never bothered me again.  Once level, the remainder of the
>circuit showed no signs of "jumpiness".  However, on the ensuing
>climbouts, both the VSI and Alt. displayed the same jumping motion.
>This continued for the 30 minute duration of my time in the plane.
>
>Now, I'm no idiot - IMHO :-).  It's clear that I had some kind of 
>blockage in my static system.  However, if there was some constriction 
>in flow to the static system, why didn't the indications just "lag" 
>instead of jump?  Further, why might I have seen nice smooth behavior 
>on descent instead of the behavior observed on climbout?

Some ideas...and I've had to fix a bunch of static system problems..

You probably had (or may still have) a bit of water trapped in a low
point in the static lines.  When the pressure needs to move air through
that line, it "bubbles" and moves in discrete jumps which are caused
by this fluid blockage.

Another possibility is some stickiness in the instruments, but since you
are seeing this simultaneously in multiple instruments, I'd rule this
out.  That is fortunate since you don't want to see instrument overhaul
bills..

There also are water trap bottles for the static system (only one on
early 172's with the single static port).  They tend to crack and
leak, which should have nothing to do with this problem, but it
COULD be possible to have a frozen static port, and be getting
static air from through a cracked water trap bottle which has
some water in it...and again bubbles..

Now why this would be just on ascent, and not on descent..I'm
guessing that the line with the water in it has a bend that is
not symetrical in the vertical  axis..and it passes aire easier
when the flow in inbound to the system, and bubbles when outbound to
the atmosphere.

BTW - these thoughts are worth EXACTLY what you paid for them..if I'm
right it's nice, if I'm wrong, I tried..


-- 
Alan L. Peterman                                 (503)-684-1984 hm & work
                       al@qiclab.scn.rain.com
It's odd how as I get older, the days are longer, but the years are shorter!
Newsgroups: rec.aviation.misc
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: Conversion of Ratings
Organization: Technical University of Berlin, Germany
Date: Mon, 11 Jan 1993 09:46:12 GMT

In article <1993Jan09.092707.1@ccla.demon.co.uk> dblack@ccla.demon.co.uk (David Black) writes:
> > 
> > Anyone know how to convert a CAA private license (Britain) over to a US one? 
> 
> If you're interested in flying whilstr on holiday all you have to do 
> is take you UK PPL + medical into an FAA office and they will isue you 
> with a "temporary airman's certificate", this is valid on the 
> privilidges of the uk one obviously IMC is a *not* an IR ;-) , but 
> night is ok and so is twin. This should suffice in any 'professional' 
> hiring outfit.
> 
> As for a more permanent affair then I think its the written and a 
> check ride, but you'd be better checking with the FAA, BTW their now 
> based in the UK at the CAA's HQ at Gatwick, mainly to enforce FAR's on 
> N reg'd a/c here in the UK, if they can't help then try the FAA office 
> at the US embassy (Grovensor Square), they were most helpful and can 
> tell you the issuing FAA office.

It's better than that: You go to any FAA office, present your license
and medical (*), convince them that you speak English (otherwise you'll
have a restriction: 'valid only for flights where English is not required)
and instantly get a temporary license, good for 6 weeks I think. After
about this time, you'll receive a permanent license at your home adress.
The whole thing cost me nothing.
Your license will state that it is 'based on and only valid when accompanied
by' <license # of state>, and that 'same restrictions apply', and also
that it is 'not valid for agricultural use'. But generally you won't
have any problems.
And yes, as Dave Rogers says, I do regret that the European authorities
don't do the same for US licenses.


(*) The medical thing seems to be a bit complicated: there are obviously
some FAA offices that don't require one at all, some accept a copy of
the foreign medical, whereas some actually require a US medical (I was
in the second case in Houston); anyway, you have to bring a copy of your
medical when you fly, as opposed to e.g. Germany, where the license is only
valid as long as your medical is, so you never care to have a medical
with you.
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de

Newsgroups: rec.aviation.misc
From: jaap@cs.ruu.nl (Jaap Romers)
Subject: freq's wanted for Tampa Area
Date: Thu, 7 Jan 1993 12:18:56 GMT
Organization: Utrecht University, Dept. of Computer Science


Hi,

I will visit Florida end of this month and I am looking for frequencies
(Tower/Approach) of airports in the Tampa area.
I am interested in Tampa Int Airport, St. Petersburg Int. Airport
and the USAF Airbase (is it McDill ??).

Thanks in advance.

jaap
From: jeffg@loki.esd.sgi.com (Jeff C. Glover)
Newsgroups: rec.aviation.misc
Subject: SGI Pilots Ground School - UPDATE
Date: 11 Jan 93 19:14:49 GMT
Distribution: ba
Organization: Silicon Graphics, Inc., Mountain View, CA
NNTP-Posting-Host: loki.esd.sgi.com

[Apologies in advance to those outside the San Francisco Bay Area that
receive this post - if you note the Distribution: line, I have
restricted the posting to 'ba', and some feeds do not seem to honor
that distribution.]

Changes to my last posting are preceded by '!'.

! For purely logistical reasons, the deadline and starting date for the
! SGI Pilots Ground School is being moved back three weeks to February
! 1st and 16th, respectively.

  SGI Pilots, an informal group of people who are interested in aviation,
  will be sponsoring a Private Pilot Ground School.  If you've ever thought
  about learning to fly, this is an excellent, economical, and fun way to
  start.  This Ground School will prepare you to take the FAA written
  examination for the Private Pilot Certificate.

! A common misconception that became apparent after my last posting
! is that you have to take the flight training portion at the same
! time as you take the ground school.  NOT TRUE!  You have two years
! from the time you pass the test to the date of the flight examination.

! The Ground School will be held on Tuesday evenings, starting about 6 PM,
! beginning February 16th, 1993, and running through mid April.  Classes
  will run around 3 hours, and will be held at a location to be announced on
  the SGI campus, near Shoreline Amphitheater in Mountain View, California.

  The class will be taught by Geoff Peck, an experienced flight and
  ground instructor.

  As part of the course fee, attendees will receive a complete set of
  student pilot materials, including textbook, Federal Aviation
  Regulations, workbook, log book, flight case, charts, a complete course
  notebook, and a host of other goodies.

  You need not be an SGI employee to attend, but you do need to have
  access such that information may be sent to you in a timely fashion by
  e-mail.

  Registration will proceed on a first-come, first-served basis when full
  payment is received.  If the class fills up or is cancelled due to
  insufficient interest, your check will be returned.  Registration
! closes on February 1st, since materials must be ordered before the
! class begins.  Sorry, no refunds of any deposit after February 1st
  (we'll have already ordered the materials).

  If you have any questions, please send e-mail to jeffg@sgi.com with
  the subject line "SGI Pilots Ground School".
--
Jeff Glover, Silicon Graphics, Inc.                     ------+------
jeffg@sgi.com                                                {*}
(415) 390-5421 [work], (408) 749-1815 [home]                o   o
From: stephens@access.digex.com (John Stephens)
Newsgroups: rec.aviation.misc
Subject: Re: Cuba rescue flight
Date: 6 Jan 1993 14:49:55 GMT
Organization: Severn Companies, Inc., Lanham, MD 20706
NNTP-Posting-Host: access.digex.com

In article <1993Jan5.192204.13553@nlm.nih.gov> masys@nlm.nih.gov (Dr. Daniel R. Masys) writes:
>landing unannounced and seeking refuge will be treated with greater
>respect and protection than a US citizen landing unannounced.  Congress
>passed specific legislation protecting Cubans seeking asylum, whereas
>a US citizen will likely be presumed to be a criminal, subject to broad
>authorities of search and seizure.  Go figure.
>
>Congress apparently agrees with Pogo that they have met the enemy and
>they is us.

I just read in the most recent issue of "AOPA Pilot" that the AOPA
is trying to get Customs to adopt a more reasonable attitude to GA
pilots that arrive a little early or late, based on unanticipated
rountings/winds/etc.  A $5000 fine for arriving a few minutes
early or late at the Port of Entry is ridiculous -- can you
imagine ATC' response to you request for a 15 minute hold in busy
airspace so that you won't be early, or to your MAYDAY requesting
priority to get down on time due to ATC delays.  [Yes, some people
might consider the loss of $5000 to be "life-threatening"  :-) ]

Perhaps we should all add our voice to this effort!!!

Newsgroups: rec.aviation.misc
From: len@Tandem.com (Len Fishler)
Subject: Contel(GTE FSD) DUAT Unreachable from the Internet?
Organization: Tandem Computers
Distribution: usa
Date: Sat, 9 Jan 1993 02:57:46 GMT

Can anyone explain what's been going on lately with DUAT access from the
Internet?  More often than not, I get timeouts when I try to telnet to 
duat.gtefsd.com.  For the last two days, I haven't been successful at
connecting at all.  When I "ping" the address, I get no response.  When
I did a traceroute, I got to 131.131.10.2, then no further.  What's the
story?  Since I don't have reasonable access to a dial-out at work, my
preferred source for weather briefings during work hours is via the 
internet access, which I have found to be quite valuable.  Can someone
from GTE FSD explain what's going on?  I WANT MY DUAT BACK (please)!

- Len Fishler -
fishler_len@tandem.com
PP-ASEL-IA
Centurion N3784Y RHV
From: stephens@access.digex.com (John Stephens)
Newsgroups: rec.aviation.misc
Subject: Re: Cuba rescue flight
Date: 5 Jan 1993 15:54:24 GMT
Organization: Severn Companies, Inc., Lanham, MD 20706
NNTP-Posting-Host: access.digex.com

In article <1993Jan5.030516.4723@arbi.Informatik.Uni-Oldenburg.DE> Christian.Kuehnke@arbi.informatik.uni-oldenburg.de (Christian Kuehnke) writes:
>
>Faking? According to what you said, the copilot has been hijacked,
>definitly! No tanks on the runway? No police investigation? Strange
>world!
>
 Whatever happened to the concept of PIC?  The captain was
presumably PIC, and therefore has the authority (???) not the
copilot.

One can argue that all sorts of rules were broken on this flight,
as well as the one where the pilot "rescued" his family from Cuba
in a small twin.  However, I'm sure that no "sanctions" will hit
either pilot.  The Cuban airline pilot was not flying a
US-registerd aircraft, and therefore not subject to ALL FAA rules,
just those involved in flying within US airspace.

Now, CUSTOMS, that's another story!!! Just you try and land
without a 2-hour advance notification!!!!!
From: georged@astro.ocis.temple.edu (MR.BREEZE)
Newsgroups: rec.aviation.misc
Subject: **HELICOPTER LESSONS NEEDED**
Date: 10 Jan 93 13:08:14 GMT
Organization: Temple University
X-Newsreader: TIN [version 1.1 PL8]

PLEASE SEND ME INFO FOR HELICOPTER PILOTING COURSES IN THE TRISTATE AREA:
PA-DE-NJ......
From: Larry.Mc.Donald@ofa123.fidonet.org
Newsgroups: rec.aviation.misc
Subject: Re:Good a&p schools n ca
X-Sender: newtout 0.06 Jan  3 1993
Date: 05 Jan 93  11:26:16

 jscherer@db 
   (John Scherer)

 > am looking for a good A&P school in CA..

   Mount San Antonio College.



... Larry.Mc.Donald, N6ZMB, Fullerton, California!  <cough, cough>
___ Blue Wave/QWK v2.10

--- Maximus 2.01wb
Newsgroups: rec.aviation.misc
From: glennw@cbnewsm.cb.att.com (glenn.r.wesley)
Subject: Re: Well, it was bound to happen to me eventually...
Organization: AT&T
Date: Thu, 7 Jan 1993 20:43:17 GMT

>> 
>> Yup, I can't tell you how many times I have been taxiing with someone behind
>> me, and I look up for the rear-view-mirror.
>> 

I recall the Israelies outfitted one of their fighters, I think it was
the Phantom, with rear view mirrors.  It apparently gave them an edge
in dogfighting.  (Just like me in the Cessna :-))
=========================================================================
Glenn Wesley			PP-ASEL
glennw@mhcnet.att.com		230 hrs and climbing...
AT&T Bell Laboratories		Lehigh Valley Flying Club
Allentown, PA			Warrior 30LV, Charger 40LV, Cessna 49740
From: nickd@protocol.zycad.com (Nick DeMarco - Protocol/Zycad)
Newsgroups: rec.aviation.misc
Subject: Flying clubs
Date: 11 Jan 1993 14:29:20 -0500
Organization: Protocol A Division of Zycad Corp
Distribution: world
NNTP-Posting-Host: kirk.protocol.zycad.com


I have written some software that will help flying clubs
schedule planes for there club members by phone.
Does anyone know where I can get a list of flying clubs, so
I can mail them info.

Thanks...
Newsgroups: rec.aviation.misc
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: Bye Bantam circuit diagram
News-Software: VAX/VMS VNEWS 1.41    
Organization: European Organization for Nuclear Research, CERN
Date: Mon, 4 Jan 1993 11:22:00 GMT

Does anyone have a circuit diagram for the Pye Bantam radio... which I need
to effect a repair ?   Help very much appreciated if possible.

Mike

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
From: dos@major.panix.com (Dave O'Shea)
Newsgroups: rec.aviation.misc
Subject: Re: Article copying.
Date: 6 Jan 93 14:42:10 GMT
Organization: Department of Redundancy Department

stephens@access.digex.com (John Stephens) writes:

> Andrew is correct -- Jason is incorrect.  The mere act of
> "publishing" establishes the copyright (according to the Berne
> convention).  Something is "published" when it is made available
> to others. This can be by writing it down on a piece of paper,
> posting it to a computer network, printing it in a newspaper, or a
> 101 other mechanisms.  The (C) or similar notice is merely
> convention -- its absense does not void the author's legal rights.

That's my understanding.. but I remember attending a seminar on
computers and copyright law, where an attorney indicated something along
the lines of, "if the author doesn't take steps to protect his work,
then it can be considered public domain".. Or did I misunderstand?

Dave the terminal buttinski
From: lmcgee@bondo.corp.sgi.com (Lee McGee)
Newsgroups: rec.aviation.misc
Subject: Re: What is a lomcovak?
Date: 5 Jan 93 21:03:04 GMT
Reply-To: lmcgee@sgi.com
Organization: Silicon Graphics

|> I have a question for all you aerobatic experts out there. There is a 
|> maneuver, or rather family of maneuvers, named lomcovak(s). 

"lomcevak" refers to a family of gyroscopic rotational maneuvers 
whith the energy provided by rotational and gyroscopic forces generated
by the engine and propeller (therefore the throttle).  The mother of them all is the "grand lomcevak" where the maneuver actually ends with the airplane tumbling end over end. 

|> From an air show last summer I remember an outstanding display by a 
|> Russian pilot flying a Su-26M where more than half of the maneuvers was 
|> referred to as lomcovaks by the speaker. The prettiest one was when the 
|> pilot pulled his aircraft a little beyond the vertical and somehow, (I want 
|> to know how he did it!), made the aircraft describe a complete circle with 
|> its nose, the fuselage centerline tracing the path of an inverted cone 
|> rather like the precession of a spinning top.

The above is a good description of the "conic lomcevak", one variant of the maneuver.  Torque provides the roll and the gyroscopic force (try to move
a spinning gyroscope around) from the prop provides the vector for the tail movement? (athat's a best guess; experts please help!)  

Lomcevaks, I have heard, require an airplane with lots of power and 
torque, and and a good sized propeller relative to the airframe to 
give the gyroscopic forces necessary.  A Citabria will not do one! 

I hope that the above information is basically correct or at least on the right track.  I have gleaned it from book study but not actual experience.  All you Pitts acro pilots help us out here!  

A really good book on the subject is "Aerobatics" by Neil Martin (sic?), which has been out for quite a while.  He describes and draws the lomcevak maneuvers in exquisite detail.  The book is still available from some aviation book suppliers.

-- 
________________________
Lee McGee lmcgee@sgi.com    "Out of a total field of fifty-six our
Silicon Graphics, Inc	     one chance of survival depends on there
	                     being a person aboard this aircraft who
PHONE (415) 390-2403	     is not only qualified to land it but who  
FAX   (415) 961-9584 	     also didn't have fish for dinner tonight."      
PAGE  (415) 807-2246			- Arthur Hailey
Newsgroups: rec.aviation.misc
From: philf@xymox.palo-alto.ca.us (Phil Fernandez)
Subject: Re: ASRS CALLBACK # 163 (December, 1992)
Organization: Jade and Jett Incorporated
Date: Thu, 7 Jan 1993 05:53:35 GMT

In article <79267@hydra.gatech.EDU> randy@khan.gatech.edu (Randal T. Abler) writes:
>Both Contact approaches and SVFR must be requested by the pilot, and cannot
>be offered by ATC. I always figured that this was done since both
>SVFR & contact approaches may be somewhat riskier than normal procedures,
>and this prevents ATC from forcing the pilot into these procedures.  ..
>I certianly wouldn't mind the controller "mentioning" a contact approach 
>in a situation were I already had my hands full and might well be too
>overloaded to think about asking for it...

While I was heading off from PAO for Christmas a couple of weeks ago,
the field dropped below VFR minimums with some low stratus floating
over the field at about 800 feet.  The surrounding area was
relatively clear.

It was a fairly busy time at PAO, and there were a number of pilots
calling up to taxi or for takeoff clearance.

The controller would respond to each call with, "the field is now
below VFR minimums, will you be requesting a Special VFR departure?".
Several pilots said, "ummmm, I'll call you back."  They each called
back about 30 seconds later saying, "sure."  Odd...

pmf


Newsgroups: rec.aviation.misc
From: jbrown@qdeck.com (Jordan Brown)
Subject: Re: Cuba rescue flight
Organization: Quarterdeck Office Systems, Santa Monica CA
Date: Tue, 05 Jan 1993 04:31:48 GMT

dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin)  writes:
>Today an airliner from Cuba landed at MIA with 57 SOBs who all requested
>political asylum.  Do you think the Captain filed a flight plan to MIA
>with Havana FSS?  <~>

And was this Air Piracy?  Seems plausible; perhaps we should return the
pilot and cohorts to Cuba for trial.
From: fred@rgtdev.Regents.PeachNet.EDU (Fred Cooper)
Newsgroups: rec.aviation.misc
Subject: AM Stations 4 ADF
Date: 12 Jan 1993 20:28:59 -0600
Organization: UTexas Mail-to-News Gateway
NNTP-Posting-Host: cs.utexas.edu

Another source of AM Station Listings may be your state government.  The
Department of Transportation in the state of Georgia publishes an
Aeronautical Chart, with a listing of all of the AM Radio Stations
printed on the back.


______________________________________________________________________
|  Fred Cooper  |  C-172 N5837A | Fred@rgtdev.regents.peachnet.edu   |
----------------------------------------------------------------------
From: martinl@torolab6.VNET.IBM.COM
Date: Thu, 7 Jan 93 11:52:01 EST
Newsgroups: rec.aviation.misc
Subject: Growing and Stretching
Disclaimer: This posting represents the poster's views, not those of IBM
News-Software: Usenet 3.0

Dr Dan Masys writes:

>Growing in the late twenties is not unheard of, but it is unusual
>enough that most internal medicine specialists suspect Acromegaly,
>a disorder of Human Growth Hormone (HGH) overproduction.

My doctor (who claims to have some knowledge in this field), said that
this would be the first thing to suspect, but saw no indications
that acromegaly was involved. He felt that -5Gs just straightened out
my spine. Remember that my hips are fixed (by a 4" wide belt) ,but my
upper body is relatively free to stretch. Still, I will be watching
this closely. (If I shrink over the winter - I don't fly when its cold -
then I'll know what happened!)

Thanx for the advice. I'll keep it in mind.
From: bmp@pollux.svale.hp.com (Brian M. Perkin)
Date: Fri, 8 Jan 1993 20:01:03 GMT
Subject: Re: Canadian Air-Ambulances
Organization: Hewlett Packard CPCD, Sunnyvale CA
Newsgroups: rec.aviation.misc

I think they were referring to radar altimeters, which are 
rare in aircraft that are not equipped for IFR Category II
approaches.
Xref: sparky rec.aviation.misc:1248 rec.aviation:17617