HDTenEightyP/NetNews huggingface dataset:
From: willcr@bud.sos.ivy.isc.com (Will Crowder)
Newsgroups: rec.aviation
Subject: Re: LCFI - Proposal
Date: 4 Sep 92 16:59:39 GMT
Reply-To: willcr@ivy.isc.com
Organization: Interactive Systems Corp.

In article <1992Sep3.200941.1@pomona.claremont.edu>,
jhenderson@pomona.claremont.edu writes:

|> Proposed Net fly in:
|> 
|> 		Where: Oceano Co.
|> 		When:  October 10th (Saturday)
|> 		Why:   Because

This sounds good to me!  Oceano Co. (L52) is a great little airport,
complete with very friendly people, reasonably cheap gas, and, of
course, an airport dog!  It's an easy walk down to Pismo Beach, and, as
Javier says, there are plenty of good restaurants within walking
distance.  (Alternatively, we could all pile into a genuine,
honest-to-goodness 1964 Checker Cab and go to town.)

One caveat on the date...The AOPA EXPO is in Las Vegas October 11-13
(Sunday through Tuesday for some reason), and I, and perhaps some other
netters, have tentative plans to attend.  I don't know if I'm going to
make it to Las Vegas for the whole weekend, but maybe we should have
the LCFI a week earlier or later to avoid that possible conflict.

About the only problem with Oceano Co. is its position right on the
coast [and its relatively short runway if you're planning on coming in
a Citation :) :)].  We should definitely agree upon an alternate date
in case coastal scud keeps us from getting in.  (There is no instrument
approach there.)  Or we could use San Luis Obispo Co. (SBP) as an
alternate, but it's not nearly as interesting an airport (IMHO).

Count me in (with the AOPA EXPO caveat)...My first net fly in!
I can't wait!

Will
PP-ASEL-IA
-- 
Will Crowder                        | "Any airplane you can't roll ain't
Senior Member of Technical Staff    |    no damn good!"
(willcr@ivy.isc.com)                |       -- Tex Johnston
INTERACTIVE Systems Corp.           |
From: kerry@Ingres.COM (Kerry Kurasaki)
Newsgroups: rec.aviation
Subject: Re: PSP TRSA (was: TRSA's)
Date: 25 Aug 92 17:14:16 GMT
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501

In article <1992Aug24.124221.1@pomona.claremont.edu> jhenderson@pomona.claremont.edu writes:
>
>I remember reading somewhere that the PSP TRSA is due to be 'upgraded' to an
>ARSA sometime soon. Could it be that the tower is trying to get everyone used
>to contact Approach first, since you will eventually have to anyways?
>

It's been this way ever since the first time I went into PSP [as a
passenger] in 1974.  And then as a pilot in 1980.  Remember when
Group III TCAs were in the FARs?  Youza!
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: more on taxi clearances
Date: 31 Aug 92 13:34:55 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> I guess that it makes sense in that the guy going to the gas pumps doesn't
> necessarily know which runway is active yet if you are taxing to 36 you 
> certainly know that it is an active runway.

The *ACTIVITY* of the runway has no bearing on the taxi [clearance].
When you are told to taxi to someplace, that means that you can cross
anything in the path unless instructed otherwise.  In the case of a
runway where you have to cross it to get to the part you're intersted
in you must stop before it unless told otherwise as your [clearance]
only gets up to "but not on or over" the destination specified.
ATC should tell you it's OK to cross first if they don't wish to be
bothered.  The whole point of having this stuff standardized is so
you don't have a zillion exceptions.  I fly out of a field with
two parallel runways that are always both active.  If you need the
long runway and you are based on the main side of the airport, you
will need to cross both runways, but the traffic is not so heavy that
they don't just clear you across both at the same time.

Note that the word "clearance" is not supposed to be used by ATC with
regard to TAXI instructions.  Also for some reason the FAA has decided
they don't like the word backtaxi anymore (perhaps they're afraid
someone's going to back down the runway with the reversers.

-Ron
From: davea@col.hp.com (Dave Allen)
Newsgroups: rec.aviation
Subject: Re: umwaufi report
Date: 3 Sep 92 17:58:30 GMT
Article-I.D.: col.1992Sep3.175830.26149
Organization: HP Colorado Springs Division

phil@eecs.nwu.edu (William LeFebvre) writes:
> And I'll only go on one condition:  NO WASPS!

I know what kind you're talking about, but it would be a honor, of course,
to have a Women's Air Service Pilot attend (or whatever it stands for).
They're the lucky ones who got to fly all the bombers and fighters in WW-II.

dave allen - Fly because you love it.
From: Sally.Guthrie@bbs.oit.unc.edu (Sally Guthrie)
Newsgroups: rec.aviation
Subject: Re: "Singin' in the Plane"
Date: 30 Aug 92 19:24:39 GMT
Followup-To: guthries@utkvx.utk.edu
Distribution: usa
Organization: Extended Bulletin Board Service

I am sorry for the error in the previous posting. The first
paragraph said: According to an article in Parade magazine's
Personality Parade for August 30, 1992, Robyn Astaire the
47-year-old widow of Fred (the old time dancer) "lives quietly
in Fred's Beverly Hills mansion, jogs daily and pilots helicopters
and jets for fun."

And I repeat, "Yes, it would be fun . . ."
Sally


--
   The opinions expressed are not necessarily those of the University of
     North Carolina at Chapel Hill, the Campus Office for Information
        Technology, or the Experimental Bulletin Board Service.
           internet:  bbs.oit.unc.edu or 152.2.22.80
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: Low-cost GPS receivers ??
Date: 20 Aug 92 14:13:48 GMT
Organization: U. S. Naval Academy

In article <714259845.F00001@tdkt.kksys.com> Scott.Sinks@f47.n282.z1.tdkt.kksys.com (Scott Sinks) writes:
!While at Oshkosh, I tried out both the Sony and Garmin GPS (along with numerous
!others) and I share the opinion to stay away from the Sony.

!I ordered the Garmin 55AVD with the US database after I got home (a little talk
!over the phone got me the "special" Oshkosh price.  Hasn't been delivered yet
!but I'm eagerly peering out the window waiting for UPS to arrive.

Please let the net know about the box after you use it a bit.
I'm personnally interested in one as I want GPS for the far north
but literally have no room in the panel and Foster is not planning
on updating the F14 (ala Northstar M2) to include GPS for a couple
of years.

Dave Rogers
From: jac@mentor.cc.purdue.edu (John Clear)
Newsgroups: rec.aviation
Subject: Re: Proposed MSP Fly-in (Was uamwfi, or something like that)
Keywords: MSP fly-in
Date: 3 Sep 92 16:38:01 GMT
Distribution: usa
Organization: occasional on alternate Tuesdays

In article <255@csinc.UUCP> jon@csinc.UUCP (Jon Barber) writes:
[...]
>It seems that the smaller fields (Flying Cloud, Holman, Crystal, etc.)
>would be less hassle, and still offer the services of the main Inter-
>national airport.  Maybe youse guys are a bit masochistic, or something?
>

	Fly because you love it, fly into big airports for the interesting 
experiences....

John
-- 
John A Clear -- jac@mentor.cc.purdue.edu, clearja@sage.cc.purdue.edu
PP-ASEL   C/LTC, CAP-NYW                                 
'The best way to accelerate an IBM is at 9.8m/s^2' 
'Hard work may not kill me, but why take the chance?'
Newsgroups: rec.aviation
From: sloubtin@dsg.cs.tcd.ie (Sylvain Louboutin)
Subject: Re: bird damage
Organization: DSG, Dept. of Computer Science, Trinity College Dublin
Date: Fri, 28 Aug 1992 20:52:26 GMT

In <1992Aug28.174859.18503@brtph560.bnr.ca> rlarsen@bnr.ca (Richard Larsen P220) writes:

>I don't mean white spots on the canopy.
>When I am working a thermal sometimes I am flying close to large
>soaring birds. This is not a problem because of the slow speeds at
>termaling. However in a dive at 100 kts. or at high speed on the ridge
>i would thing there could be a danger. While flying the ridge at high
>speed seems like a risky proposition because the soaring birds work the
>ridge too.  >Has anyone out there had any close encounters of the bird
>kind?

I heard of quite a few horror stories about glider pilots actually
killed by eagles during the nesting season in the Alps (eagles' nesting
season, not gliders' :-).  These stupid birds seem to be particularly
jealous and concerned about potential competition and can actually
*attack* gliders (killing themselves in the process)...  I remember
that pilots flying the Alps are told to be aware of nesting season and
areas.

However I don't have any reference to any actual story (although I
remember having read a couple of papers about it);   would anyone have
some pointers?

One of the member of the club (in Montricher, VD, Switzerland where I
used to fly) made a very nice picture of his right wing, in flight,  in
the Val d'Aosta (Italy);  the bird was not visible anymore,  but it
managed to take away a significant chunk off the wing... quite scary.

-- 
//Sylvain R.Y. Louboutin, fax: (+353-1)772204, e-mail: Louboutin@dsg.cs.tcd.ie
//Distributed System Group, O'Reilly Institute, room F.35, (+353-1)7021539 ...
//Department of Computer Science, Trinity College, Dublin 2, -Ireland-  ASK-18
From: merlyn@ora.com (Randal L. Schwartz)
Newsgroups: rec.aviation
Subject: Re: Two planes collide over Santa Paula Airport
Date: 1 Sep 92 20:57:28 GMT
Article-I.D.: romulus.MERLYN.92Sep1135724
Organization: Stonehenge Consulting Services; Portland, Oregon, USA

In article <6816@tekig7.PEN.TEK.COM> drchambe@tekig5.pen.tek.com (Dennis Chamberlin) writes:
   In article <1992Sep1.151634.16989@news.acns.nwu.edu> drmax@casbah.acns.nwu.edu (Marianna Max) writes:
   >
   >
   >The news report stressed that the
   >problem was the uncoordinated airport in a residential neighborhood.

   Sounds like another journalists' freshly minted contribution to our vocabulary.

Nope... it was just all those airport ground vehicles forgetting to use
the proper amount of rudder in their turns. :-)

"Step on the ball!"

Randal L. Schwartz, PP-ASEL-IA, 270+ hours and waiting for my ship to come in...
--
Randal L. Schwartz / Stonehenge Consulting Services (503)777-0095
merlyn@reed.edu (guest account) merlyn@ora.com (better for permanent record)
cute quote: "Welcome to Portland, Oregon -- home of the California Raisins!"
From: jcs@zoo.bt.co.uk (John C Sager)
Newsgroups: rec.aviation
Subject: Re: Principle of VOR
Date: 28 Aug 92 09:42:02 GMT
Organization: British Telecommunications plc

In <1992Aug28.022140.18106@ntuix.ntu.ac.sg>,
escmar@ntuix.ntu.ac.sg (Mar Siew Cheong) writes:

>	No, the directional antenna which produces the 30Hz AM is
>  rotated at a speed of 1,800 rpm and also, antenna is not physically
>  spun around but rather, a figure-8 pattern is rotated by having
>  output of transmitter fed to antenna thru' a goniometer.

Ah! After rather a lot of confused explanations, now we get somewhere near
the truth. The antenna pattern generated by the original (non Doppler)
VOR is a cardioid, not a figure of 8. If you walk around an antenna
radiating a cardioid pattern with a field strength meter, you would
get a sinusoidal modulation curve, with one cycle of modulation as
you went round the whole 360 degrees. The really old VORs generated
this by rotating the cardioid antenna, as a previous poster said. He
said 600 rpm, so the antenna must have had a 3-lobed pattern, rather than
just a cardioid (single lobe).
The later ones used a goniometer to a pair of fixed antennas, as said above,
and the latest, Doppler, VORs use an entirely different principle, which
I endeavoured to explain in a post a few days ago (sorry, don't know
the Message-ID).

John C Sager					Mail:	B67 G18, BT Labs
Email:	jcs@zoo.bt.co.uk				Martlesham Heath
Tel:	+44 473 642623					IPSWICH  IP5 7RE
Fax:	+44 473 637614					England
From: rob@cats.ucsc.edu (99708000)
Newsgroups: rec.aviation
Subject: Re: when to file "Lifeguard"
Date: 30 Aug 92 07:42:34 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: ucsco.ucsc.edu


In article <BtM4nA.2Io.2@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:

...

>Flying patients is *not* emergency medical transportation.  If a person
>is ill enough to merit use of the Lifeguard callsign, then we Part 91
>pilots shouldn't be flying them; they should be transported by a Part 135
>air ambulance service with appropriate equipment and medical personnel
>on board.

I guess I agree... but Airlifeline recently presented me with a standby
for a liver transplant with timing so tight I would have had to declare
an emergency, let alone lifeguard treatment, at the slightest delay.
I turned it down--I'm sure it was the right thing to do---well, I
think I'm sure--it's disheartening not to be able to help such
a desperately ill person (of course, he/she could not afford the
incredible expense of even a short air ambulance ride).


-- 

-Rob Strand

   From Bitnet: rob@ucscvm  From Internet: rob@ucscvm.ucsc.edu
From: phil@eecs.nwu.edu (William LeFebvre)
Newsgroups: rec.aviation
Subject: any currently scheduled fly-ins?
Date: 2 Sep 92 17:28:52 GMT
Organization: EECS Department, Northwestern University

I want to add an area to the rec.aviation gopher which contains
announcements for scheduled air usenet flyins.  Are there any currently
scheduled?  I haven't seen any announcements here since I started the
gopher service.  If you are organizing one, please mail the announcement
to me and I'll add it to the gopher.  For future announcement, I'll just
extract them from the list when I see them posted.

Also, a note to gopher users:  the "Current Weather" section contains GIF
files of the current satellite and weather map (well, only a few hours old
anyway).  Each GIF is now viewable with both "binary" type and "gif" type
(altho with different names).  Those clients who don't understand the
not-yet-standard "gif" type can still retrieve the images as a binary type,
then view them locally.

The rec.aviation gopher is available on "av.eecs.nwu.edu" (port 70).

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
Newsgroups: rec.aviation
From: mmr47784@uxa.cso.uiuc.edu (Mark Rogers        )
Subject: Re: Locked on the Controls (was GLiding instruction)
Organization: University of Illinois at Urbana
Date: Fri, 28 Aug 1992 04:38:06 GMT

  The first time my father taught spins as an air force instructor
(in T-37's), the student froze on the controls.  Yelling didnt't work, 
and  when he grabbed the controls, he says it was like they were in 
cement.  Since they were sitting side by side, he then hit the student
full in the chest, producing no effect.  Finally, he grabbed his oxygen
mask and ripped it off of the student's face; the student let go, and
my father recovered from the spin.... Once on the ground, the student
asked what would have happened if he hadn't let go at that point.  My
father said he would have ejected him, in order to save both the student
and the airplane.... this statement caused the student to turn white :)
... hope it never happens to me....

(standar disclaimer)
Mark
From: rab@ariel.its.unimelb.EDU.AU (Richard Alan Brown)
Newsgroups: rec.aviation
Subject: hang glider varios
Keywords: a comment
Date: 29 Aug 92 03:11:14 GMT
Organization: School of Physics, University of Melbourne


I posted this to rlarsen@bnr.ca but it was bounced... 

FROM afs@pion.ph.unimelb.edu.au NOT rab@ariel...

Date: Sat, 29 Aug 92 12:55:23 +1000 
From: afs@pion.ph.unimelb.edu.au 
Message-Id: <9208290255.AA04338@pion.ph.unimelb.edu.au> 
To: rlarsen@bnr.ca 
Subject: Hang glider varios... 

I know a little about h/g variometers. I designed and built a couple last year.

If you are a sailplane pilot I think they would work quite well. The main 
differences are, that hang gliders do tend to climb faster than sailplanes
(yep, they do!) and can core *much* smaller thermals than your average
glider. From my experience, I designed my varios to be extremely sensitive,
more than an average sailplane vario.  The scales were 
switchable from -500 to +500 / -1200 to +1200 ft/min. On a good day down here
1000 f/min climb rates are not unusual, and an average useful range
is the 500 f/min range when coring lift. Most h/g varios have audio,
because the 
instrument is often not in front of you, and, as in a glider, you want to be 
looking out for other aircraft in a gaggle. I built a vario/altimeter combi
unit with temperature compensation and threshold settings for sink alarm, and 
zero set. It worked pretty well, and a friend and I tested it a few times 
in various types of light aircraft. In fact I flew with it once in a commercial
flight, and indeed the cabin was pressurised to ~7000ft. Mike also flew with 
it in a Macchi, to see how it would handle very fast altitude changes and rapid
climbs/descents. All in all, hang gliding varios are pretty good, the only 
disadvantage I could see might be the requirement to fiddle with the damping
in the amplifier cicuit. A hang glider tends to go through extremes of lift/sink
at quite different rates to a sailplane, something to do with an airspeed of 
25mph and an extremely low wing loading (!), and I would vary the time
constant in the pressure sensor circuit if I 
was to fly with it in a sailplane. The only other thing you'd find is that 
a h/g vario is probably(certainly?) not certified for
documented flights (comps, records etc
in sailplanes). But for a cheap option, they're worth looking at.

We are building a solid state barograph right now for hang gliders/sailplanes,
and it works perfectly, and for ~$150, not a bad unit.

I hope this answers your question. BTW, flying with sailplanes is fun 
but frustrating, they're easy to outclimb, but a hang glider flies like
a pig in a straight line. A hang-glider competition is akin to competing in
a bus race, (or the Americas cup *yawn*).

Pls excuse any typos, this post comes from the depths of final PhD thesis
writing... and to quote HAL9000 "...dave, my mind is going..."

cheers

Alistair Scott

afs@tauon.ph.unimelb.edu.au
af@pion.ph.unimelb.edu.au

Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: Assembling gliders
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden
Date: Thu, 27 Aug 1992 08:06:20 GMT

In article <1992Aug26.183338.29823@pony.Ingres.COM>, kerry@Ingres (Kerry Kurasaki) writes:
>In article <1992Aug26.140558.3912@brtph560.bnr.ca> rlarsen@bnr.ca (Richard Larsen P220) writes:
>[Story of SGS 1-35 accident deleted]
>>
>>He had forgotten to hookup the ailerons. How often is assembly a problem
>>or cause of accidents? Has anyone ever had a wing come off?
>
>Looks like improper pre-flight procedures.  Glider pilots should perform
>a 'positive control check' before flight after assembling a glider.
>The procedure is essentially having a helper go to each control surface,
>and hold it each direction while the pilot moves the stick or rudder
>pedals in the correct direction.  Both directions (up/down) or (left/right)
>should be checked as some aircraft might be rigged with cables instead
>of pushrods.
>
>This check should also verify that not only are the control surfaces
>connected, but connected in the correct direction.

There was a nasty accident in Sweden a few years back when a Norwegian
pilot was killed at a competition. He had verified correct movement of
all control surface before takeoff, but not done a positive control
check. Apparently doing that was not standard procedure i Norway (it
was in Sweden). The elevator was not connected and immediately after
takeoff the glider climbed uncontrollably, stalled and crashed.

Fortunately the towrope snapped or the tow pilot would be dead, too.
-- 
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: jerrys@btree.uucp (Jerry Samsen)
Date: Fri, 28 Aug 92 16:33:21 GMT
Organization: Brooktree Corporation
Subject: Re: Overloaded Cherokee Crash comments
Summary: 
Followup-To: 
Organization: Brooktree Corporation, San Diego
Keywords: 

In article <1992Aug28.001840.10143@tfs.com> davew@tfs.com (Dave Whitlock) writes:
>This brings up a question.  How does a CFI handle a student that does
>not seem "sensable."  Have any CFIs out there had a student that you
>had to say "You a not mature enough to be a pilot" ?
>

I have heard of students like this, but fortunately never as my
own student.  

If an instructor encounters a student who he considers an endangerment
to persons in the air or on the ground due to psychological instability,
he is to inform his local FSDO.  What the FSDO does with this
information is unknown to me.  Any netters know?  

Personally, if I had such a situation, I would tell the student exactly
why I will no longer fly with him and if the case was extreme, I would
pass the word to as many local flight schools as possible what my
experiences were.  

Jerry Samsen, CFII
San Diego, CA
Newsgroups: rec.aviation
From: flamm@email.tuwien.ac.at (Hartwig FLAMM)
Subject: accident information V102
Organization: Technical University of Vienna
Distribution: world 
Date: Tue, 1 Sep 1992 09:37:59 GMT

Source:
Accident Information V102
FLUGUNFALLUNTERSUCHUNGSSTELLE
Luftfahrt-Bundesamt, Braunschweig

Safetydistance to heavy Jets - while taxiing

A singleengine highwing landed on an airport after an local flight and
left the runway via some taxiways in direction to the appron. The PIC 
was familiar with the airport, so he resigned to use the Follow-Me car.
About 1000 ft from the appron he crossed a taxiway, following the 
yellow line, with a twoengine heavy jet on the holdingpoint about 150 ft 
(50 m) away. Just in that moment the jet started to move and the highwing 
was hit by the jetblast. It tiped over damaging the the wing and the Prop.

This was an accident like 3 others in the last few month, causing severe
damage.

This accumulation seems to be caused by vagueness about the power and the
range of the jetblast of heavy jets. First indikation for a jetblast is a
activated beacon. Jetplanes standing on the runway or holdingpoint require
extra care since they use higher power to start moving again. The 
taxiclearance doesn't provide seperation to jetliners. The PIC is 
responsible for the required safetydistance. This distance depends on a lot
of different factors, therefore it is not possibile to give exact value.

The FUS recommeds:
    - Think about the following diagramm when choosing your distance.

The speed of the jetblast is still -- 40 KNOTS -- in the given distance 

           +-idle---> 100ft (30m)
Boeing 737 |
           +-max.power----------> 330ft (100m)

           +-idle----> 120ft (40m)
Airbus 300 |
           +-max.power-------------------------> 800ft (250m)

           +-idle-----> 160ft (50m)
DC - 10    |
           +-max.power------------------------------------> 1200ft (370m)

           +-idle----------> 330ft (100m)
Boeing 747 |
           +-max.power----------------------------------------------> 1500ft
                                                                      (460m)
Distribution with acknowledgements desired.
---------------------------------------------------------------
Translated by the sender, comments on grammar and spelling are desired via
email flamm@edvz.tuwien.ac.at.
-- 
--------------------------#>  Nec Aspera Terrent  <#------------------------
Hartwig FLAMM                                        flamm@edvz.tuwien.ac.at
Dep. Supercomputing                                       (+43) 1 58801 5823
Academic Computing Services                           Wiedner Hauptstr. 8-10