HDTenEightyP/NetNews huggingface dataset:
From: smythe@cats.ucsc.edu (Brian Matthew Aljian)
Newsgroups: rec.aviation.products
Subject: Thanks for the info on headsets!
Date: 3 Oct 92 01:39:19 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: am.ucsc.edu


I got six independent E-Mail responses to my previous post and all six of them
said, "Buy a Peltor 7004".  Now that's what I call word-of-mouth advertising
for a product!  :-)

I think I'll buy one this weekend.

Thanks to all who responded!

-- 
   Brian M. Aljian
   smythe@stallion.santa-cruz.ca.us
Newsgroups: rec.aviation.products
From: seymour@milton.u.washington.edu (Richard Seymour)
Subject: Re: Looking to buy headset...
Organization: University of Washington, Seattle
Date: Mon, 5 Oct 1992 21:07:19 GMT

In article <1992Oct2.212915.21273@news.arc.nasa.gov> doshay@ursa.arc.nasa.gov (David Doshay) writes:
>Having read posts recommending Peltor 7004 and SoftCom, I will just
>quickly say that I had SoftCom C40 sets for a few years until I could not
>stand the head-clamping anymore. It left ridges in the top of my head
>that would last for weeks after a multi-hour XC flight. 

for those of us who can't at the moment spring the cost of comfortable Peltors,
allow me to recommend Oregon Aero's  "Sheep" headband cushions... 
they make two sizes "Dave Clark" and "other",... i managed to see some at
 an FBO and ascertained that they'd fit my Sigtronics P30's (??)

they completely cured the "one-hour headband headache" problem.
 They are about $20/headset.

>I bought a pair of Peltors and I truly love them. Very comfortable.
I am going to try some of these soon and may well switch (my wife's ears
 don't fit inside the Sigtronics' ear cups...)

--dick
From: hchong@netcom.com (Hoi Chong)
Newsgroups: rec.aviation.products
Subject: Handheld GPS
Date: 5 Oct 92 15:33:49 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

Does anyone has the above?  How does it perform?  I thought the $1200 or
so in magazine ad was quite reasonable.

Also, are the GPS satellites turned on all the time?  I heard that they
were turned off during the Gulf war for fear of Iraqi using it to guide
their missiles.
From: berry@athos.pei.com (Berry Kercheval)
Newsgroups: rec.aviation.products
Subject: Re: Handheld GPS
Date: 5 Oct 92 16:33:55 GMT
Reply-To: berry@pei.com
Organization: Protocol Engines, Inc., Mt. View, California

>>>>> On 5 Oct 92 15:33:49 GMT, hchong@netcom.com (Hoi Chong) said:

Hoi> Also, are the GPS satellites turned on all the time?  I heard that they
Hoi> were turned off during the Gulf war for fear of Iraqi using it to guide
Hoi> their missiles. 

Quite the contrary; the accuracy dithering (which degrades the
accuracy for all but fancy military GPS units) because they couldn't
get enough mil-spec GPS units and had to use civilian models.  It led
to unparalleled accuracy in movement and coordination by the coalition
troops.  GPS was very much 'on' for the entire conflict.

  --berry
--
Berry Kercheval :: berry@pei.com :: Protocol Engines, Inc.  Mt. View, CA
"Car pool fatigue: it's like shell shock, but you don't get any VA benefits.
They just fill your gas tank and send you back to the front."
Newsgroups: rec.aviation.products
From: geoff@peck.com (Geoff Peck)
Subject: CHARTER: rec.aviation.products
Followup-To: rec.aviation.misc
Reply-To: geoff@peck.com
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Tue, 6 Oct 1992 17:06:30 GMT

Welcome to rec.aviation.products.  This message, and companion messages
like it, will be posted to each of the new rec.aviation.* groups weekly
through the end of November, to allow people to view the charters of each
newsgroup and better understand where to post articles.

The charter of rec.aviation.products is:

****************************************************************************
*   Questions, descriptions, and reviews of products useful to pilots,     *
*   such as headsets, intercoms, handhelds, flight bags, flashlights,      *
*   computers, timers, mail-order firms, etc.  In general, ".products" is  *
*   for things which a renter might buy; things which are primarily of     *
*   interest to aircraft owners should be posted to rec.aviation.owning.   *
****************************************************************************

There are now a thirteen separate subgroups on rec.aviation; if the charter
above doesn't match the content of the article you're posting (or you're
following up), please consider one of the other groups as a more
appropriate forum:

    announce (MOD)    military      piloting        soaring
    answers  (MOD)    misc          products        stories (MOD)
    homebuilt         owning        simulators      student
    ifr 

A common question is "what should I do if an article spans the charters of
two or more groups?"  The answer is cross-posting.  If you have an article
which clearly crosses the boundaries of several groups, you should post a
**single** copy of the article to **all* of the groups.  Don't post
separate copies to each group.  Most modern newsreaders will display the
article exactly once to the reader -- in the first group in which it is
encountered and read.

If you feel that the replies should be directed to a subset of the groups
to which you are submitting your post, be sure to include a line of the
form "Followup-to: groupname" in the header of your message.  See the
header of this message for an example.

If you are replying to a cross-posted article and your reply is germane to
only a subset of the original groups, please ensure that you check the
Newsgroups: line to remove unnecessary groups.  If the reply is germane to
all the groups in which the article was originally posted, try to ensure
that all the groups are listed in the Newsgroups: line.  Some older
newsreaders cause a reply to go only to the group which is currently being
read.

Use cross-posting sparingly.  If an article "90% belongs" in one group and
"10% belongs" in another, post it only to the first group.

						Geoff

Newsgroups: rec.aviation.products
From: mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman)
Subject: Re: Looking to buy headset...
Organization: University of Denver, Dept. of Math & Comp. Sci.
Date: Fri, 2 Oct 92 18:25:21 GMT

smythe@cats.ucsc.edu (Brian Matthew Aljian) writes:


>I'm a student pilot coming *very* close to getting certified, and I'd like to
>buy a headset of my own.  I've heard that David Clarks are very good, but very
>expensive.  I've also heard that SoftComms are good.

>Does anybody have any other suggestions?  I'd like to spend between $100-$150
>(*maybe* $200 AT THE MOST including tax/shipping/handling).

>Thanks in advance for any comments/suggestions!

>-- 
>   Brian M. Aljian
>   smythe@stallion.santa-cruz.ca.us

BUY a pair (well one) PELTOR 7004...that is all I am going to say.

Theya re 190 to 200 bux...and are very comfortable...and DAMN QUIET.

Just get them..
--
           Marshal Perlman <> Florida Institute of Technology 
                    ***** perlman@zach.fit.edu ***** 
               Private Pilot - Airplane Single-Engine Land
From: trljim@ubvmsb.cc.buffalo.edu (JIM SONNENMEIER)
Newsgroups: rec.aviation.products
Subject: Re: Looking for wrist-watch with altitude meter
Date: 5 Oct 92 12:22:00 GMT
Distribution: rec.aviation.products
Organization: University at Buffalo
News-Software: VAX/VMS VNEWS 1.41

In article <1992Oct5.100957.16136@lth.se>, sund@tde.lth.se (Lars Sundstr|m) writes...
> 
>Well, the subject says it all. What kind of other functions
>are available?
> 
>--
>Lars Sundstrom, Lund University, Department of Applied Electronics,
>Box 118, S-221 00 Lund, Sweden Phone: +46-46109513 Fax:+46-46129948
>Internet: sund@tde.lth.se
>--

casio sells a watch with a peak altimeter. that is it doesn't show 
current altitude, just the max that was achieved.
Newsgroups: rec.aviation
From: franks@synoptics.com (Frank Stutzman)
Subject: Re: Unfamiliar phraseologies
Reply-To: franks@synoptics.com
Organization: Synoptics Inc. Santa Clara, California.
Date: Fri, 2 Oct 1992 14:34:51 GMT

In article 1431@systech.com, ken@systech.com (Ken Brown) writes:
>A silly example, admittedly, but do you controllers on the net find
>yourselves saying 'correction' and 'negative' when talking with non
>aviation friends, neighbors, etc.?

Gack!  Another pilot hear at work pointed out certain words had 
dropped out of my vocabulary since I became a pilot.  "yes", "no"
being examples that I can think of.  I also am unable to spell anything
like a normal person, but have to say "Charlie Alpha Tango".

And I've only got a PP-SEL...


Frank Stutzman
SynOptics Communications
franks@synoptics.com
"Work is for people who don't fly"
Newsgroups: rec.aviation
From: phil@eecs.nwu.edu (William LeFebvre)
Subject: Re: aviation.gif files
Organization: EECS Department, Northwestern University
Date: Fri, 2 Oct 1992 14:35:44 GMT

In article <1605@curly.UUCP>, rdj@adpgate.UUCP (Richard Johnson) writes:
|> I don't know about any archive sites for aviation art.  Anyone else
|> actually know something?  (And no, I didn't see this in the FAQ fro some
|> reason.  -- Hint, Geoff.) :=)

I have started archiving pictures on the gopher at "av.eecs.nwu.edu"
(the semi-official rec.aviation gopher) under "Pictures".  These are
mostly GIF files and show up with the recently-adopted gopher type "I".

I adopted a basic rule of thumb to prevent overwhelming myself with
tons of pictures:  the picture should be related somehow to a
rec.aviator (either taken by one or of one or of one's plane, etc.)
I've just been storing what I find on alt.binaries.pictures.misc.
There's only three there right now (including the Air Usenet patch).
If I ever get around to digitizing the Dayton fly-in picture, that
will go there too.

No these are not (yet) available via anonymous FTP.

Suggestions are welcome.

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
Newsgroups: rec.aviation
From: cep@taligent.com (Christophe Pettus)
Subject: Re: Stay off the rudder!
Organization: Taligent, a little subsidiary of two really big companies.
Date: Thu, 1 Oct 1992 22:09:06 GMT

In article <1992Oct1.210914.14254@odin.corp.sgi.com> lmcgee@sgi.com writes:
>Actually, I have read that it is possible to do a spin entry with 
>your feet flat on the floor.

Absolutely.  After all, rudder is not required for a spin; what is
required is yaw, and yaw can be produced just as easily with your feet
off of the rudders as on them.  For example, a power-on stall with no
rudder (and thus no correction for the left-turning tendency one gets
in such a situation) will cause many aircraft to enter a spin very
nicely.
--
-- Christophe

"Black is the color of non-conformity.  Everyone has to have it."
	T-shirt company executive
Xref: sparky rec.aviation:16390 rec.aviation.student:27
From: root@uniwa.uwa.edu.au (System PRIVILEGED Account)
Newsgroups: rec.aviation,rec.aviation.student
Subject: Re: Solo Rites
Date: 5 Oct 1992 14:05:01 +0800
Organization: The University of Westrn Australia
NNTP-Posting-Host: uniwa.uwa.edu.au
X-Newsreader: Tin 1.1 PL5

Ron Gaynier (gaynier@elec.uq.oz.au) wrote:
: 
: At my gliding club it is customary to shout everyone a 
: drink at the club house bar after soloing.

I think this is pretty standard for any Australian soaring club!

I must admit I'd have been a bit unhappy if someone started cutting
my clothes into pieces.

Kaye
From: system@gnd1.wtp.contel.com (Marty Anilane)
Subject: Re: GTE CONTEL DUAT new features
News-Software: VAX/VMS VNEWS 1.3-4   
Reply-To: system@gnd1.wtp.contel.com
Organization: GTE Government Systems, Federal Systems Division, Chantilly, VA
Date: Tue, 6 Oct 1992 21:43:48 GMT

In article <1af55mINN3ov@topaz.bds.com>, ron@topaz.bds.com (Ron Natalie) writes...
>It's a good thing CONTEL DUAT is available on the INTERNET, because
>I'd never use it otherwise.  Certainly not with the stupid Golden Eagle
>diskette, I got.  It is the most attrocious communications program
>I've seen in a long time, ...
You don't have to have Golden Eagle software to use CONTEL DUAT and you
don't need it for Golden Eagle value-added services unless you want to get
the graphic products. 

The main purpose of the GE software was to efficiently receive, display, 
and store graphic products, not as a communication front end. It has an 
user interface that is geared to novice computer users, (as the majority 
of DUAT users are).

The GE software's forte, and why it has been chosen, is its ability 
to receive and display graphics over 1200 and 2400 baud connections,
which is the user community which was specified by the FAA DUAT contract.
(Currently, more then 50% of the pilots log in at 1200 baud.) At a 
plain 2400 baud connection most Golden Eagle Maps/Products can be received,
displayed and stored under 30 seconds. (This does not include satellite
images which are closer to 2 minutes). For a pilot who needs several maps
during a briefing, this can be a considable time and cost savings. (Cost
savings are realized through decreased connect time charges.)

>and it doesn't handle my modem properly
>(surely Telebits aren't that odd of a modem, I use it with half a dozen
>other programs.  

I checked with our help line and they have received no complaints about
Telebit modems not working with GE software. GE software has been set up to
default with Hayes commands, although it can be customized. GE software
currently works with a multitude of modems, so if can call the help line
at 1-800-345-3828, I'm sure they can find out what the problem is.

>Why don't you guys take a look at something like TAPCIS).  
>When getting weather, it's about the same as kermit (though it doesn't work as
>well).
> 
There currently are no plans to develop a program like TAPCIS.
The DUAT contract does not require one and that is not our primary
business. Most users have their favorite comm. software which they
would prefer to use for interactive services anyway. 

What we will be looking at is alternative ways to deliver graphics.
Right now you can use GE software or any other software which decodes
NAPLPS.

>Also, how about a mailbox inside of DUAT for customer comments?
> 
>-Ron "Your lack of input has caused a timeout" Natalie

This is scheduled for implementation later in the year.
----------------
 Marty Anilane, GTE Contel Federal Systems, P.O. Box 10814, Chantilly VA. 22021
 Internet: "system@gnd1.wtp.gtefsd.com"    (703) 818-4413
----------------
From: lihan@ccwf.cc.utexas.edu (Bruce G. Bostwick)
Newsgroups: rec.aviation
Subject: Re: Stay off the rudder!
Date: 4 Oct 92 19:50:19 GMT
Organization: The University of Texas at Austin, Austin TX

In article <92266.215322VPN1@psuvm.psu.edu> VPN1@psuvm.psu.edu writes:
>I just read a new idea (to me), passed along by
>Greg Travis:  If you get into strong turbulence,
>IFR, stay off the rudder and you won't get into a spin.
>I had never heard that, but it makes some prima facie sense.
[technical description deleted]
>      We weren't told to keep our feet off the rudder pedals,
>but that sounds like good advice, and I thank Greg for posting
>it.  It's a bit analogous to the rule, the airplane won't stall
>at zero Gs:  the airplane won't spin at zero rudder.

One question:  What if you're pulling lots of power at the moment (say
on climbout) and your bird has no rudder trim?  Do you just maintain
whatever rudder bias you were holding or do you reduce power and ease
off the pedals?

I don't expect to be hitting bumps in a Tomahawk in IMC anytime soon,
but just in case I end up in such a situation ...

(other question is what if you have lots of trim dialed in to
-- 
<BGB>
lihan@ccwf.cc.utexas.edu        /     "I can't complain,
(really Bruce Bostwick)        /   but sometimes I still do"
from the great state of TEXAS /         --Joe Walsh--
From: Kevin@lemoore.ati.com
Newsgroups: rec.aviation
Subject: Long Runway -- No Taxiway
Keywords: landing, taxi, aircraft
Date: 26 Sep 92 14:28:53 GMT
Reply-To: Kevin@lemoore.ati.com
X-Mailer: ReSource - Mac Release: 1.5

Sometime back I flew into a very busyairport that had a rather long runway.
I was, and am, a new pilot, it was a hot day, and I ended up at the
very end. However, I turned to discover that there was no taxiway
to take me back to the terminal. And, the pattern was full of airplanes
with no hope in sight for a break that would be long enough for me
to taxi back down the runway to the terminal. So, I pulled as far
over to the left of the runway as I could (too many bushes along the
side to pull all off onto the dirt) and taxied back to the intersecting
runway that was about half way down the one I had landed on. I guessed
I had done the right thing as the fella who landed behind me did the
same thing. However, it was rather uncomfortable watching aircraft
landing infront of me. Most had stopped and turned off onto the intersecting
runway. A few others, such as me, rolled out beside me. Question,
what is the general procedure in this case? Is there an FAA policy
that gives an answer?

If I totally blew it, don't rake me over the burners too badly ;-).
I've noticed a lot of that going on around here lately!  :-)

****************************************************************
Kevin Kurtz
Assistant Principal
Lemoore Elementary School
100 Vine St.
Lemoore, CA 93245
(209) 924 - 3479	(school voice phone)
(209) 924 - 1224  (home voice phone)
(209) 924 - 2274  (home fax phone -- on when requested)
Kevin@lemoore.ati.com
****************************************************************
Newsgroups: rec.aviation
From: stephens@access.digex.com (John Stephens)
Subject: Re: GTE CONTEL DUAT new features
Organization: Severn Companies, Inc., Lanham, MD 20706
Date: Sat, 3 Oct 1992 18:36:19 GMT

In article <1992Sep30.182012.30051@europa.asd.contel.com> system@gnd1.wtp.contel.com writes:
>In the last year, there have been several new features added to GTE
>CONTEL DUAT. Many users have missed their announcement and are unaware of 
>them. Here is a synopsis of the new features:
>
>o Extended Decode - Additional information is provided about lat/long, 
>	elevation, magnetic variation, Unicom Frequency, CTAF, associated
>	Notam identifier and active Notams status.
>
>o State Collectives - Weather briefs are now available by state or 
>	various pre-determined regions.
>
>o Fixed Radius Brief - Weather briefs up to a 500 nautical 	
>	mile radius from any airport identifier or lat/long point.
>
>o NWS contractions - Definitions of approved general aeronautical 
>	contractions and National Weather Service and aeronautical 
>	weather usage contractions.
>
>o SOCAL routes - When filing flight plans within California, if a 
>	SOCAL route exists for your dept/dest, you are presented with
>	all applicable SOCAL routes.
>
>o Stored User Flight Plans - When filing flight plans, you may store up
>	to 5 flight plans that can be used when filing in the future.
>
>
>Furthermore some "undocumented" features you may use in decode -
>
>o Enter dept/dest airport pairs (i.e JFKBOS) to get a listing of preferred
>	routes available on the system.
>
>o Enter airway identifier (i.e. A001,J001) to display the airway.
>

I am not a regular user of the CONTEL Duat -- I am much more familiar with
the competitive DTC offering, which I found "nicer" when they both started
over two years ago. It would be great to hear a "feature-for-feature"
comparison of the two. Has anyone done one? (other than the two companies)?

To comment on duats in generale: DTC offers a no-charge flight planning
program that i now use (IFR or VFR) instead of one that I wrote for my own
use.  It also will feed info directly to a flight plan.  I am surprised that
CONTEL does not offer this (or so I read in some posting).

The ONE FEATURE that i would like to see most is an immediate escape to decode
mode, so that i don't have to go back to the main menu just to decode an
identifier that i have never seen before.  I know that DTC does not have this,
and they told me that it is not planned.  Does CONTEL?

Let's hear from others what they think should be added to the FREE services
offered by the duat providers.  Maybe even the FAA will be listening (hope hope)
From: q1hl@jupiter.sun.csd.unb.ca (Nameless CS Student)
Newsgroups: rec.aviation
Subject: Logging PIC in Canada (sorry ... sigh )
Keywords: PIC, logging
Date: 1 Oct 92 13:48:29 GMT
Organization: University of New Brunswick

>>So what about it.  Do solo hours count as PIC, especially towards my
>>commercial rating?
>Unfortunately, no.
>-- Christophe

I'm glad I live in a simpler environment.  In Canada, solo and PIC
are considered to be the same.  Either you ARE the person in charge
of the aircraft, or you AREN'T.

Students log dual any time an instructor is on board.
Students log solo/PIC any time they are alone, and also
(oddly enough) when they take the examiner up for their
test-flight.
Licensed pilots log dual only if they are receiving instruction.
If two licensed pilots go flying together, they can share the
time, but the total PIC can't exceed the duration of the flight,
since only one of them SHOULD be pilot-in-control at any one time.
Instructors log solo/PIC time when teaching.

For determining further ratings, ALL PIC/solo time counts towards
the requirements of the rating, although most ratings have a minimum
number of dual hours ON THAT RATING and PIC hours on that type
of aircraft required.

Perhaps the weirdest thing about Canadian time-logging is that
time spent as PIC of another class of aircraft is included in
totals- a pilot with 100 hours PIC in glider and 50 hours PIC
in powered aircraft can legitimately say that s/he has 150 hours
PIC when it comes to meeting minimum PIC requirements for a
powered rating.
Newsgroups: rec.aviation
From: pfluegerm@gtephx.UUCP (Mike Pflueger)
Subject: Re: gear-down check
Keywords: gear-down, FAA
Organization: AG Communication Systems - Phoenix, AZ
Date: Tue, 29 Sep 1992 20:23:28 GMT

In article <1992Sep27.060444.25384@ccad.uiowa.edu>, yiannis@ccad.uiowa.edu (Yiannis Papelis) writes:
> In some article (PROF D. Rogers (EAS FAC)) writes:
> > 
> >  [Regarding the tower issuing a 'check gear-down' call along]
> >  [with 'clear to land', AOPA's Ms Hipps checked with FAA and: ]
> > 
> > Other stuff deleted
> > 
> >What does the net think? Is the gear-down check a good idea?
> 
> [Yiannis talks about initially thinking this is a good idea but
   then deciding it may result in pilots depending on it too much
   and/or hearing it too much and ignoring it]

> I think the best idea would be to have the controller visually check 
> for the gear on planes on short final and issue a warning only if
> the gear is not down.  Actually, several controllers I have talked
> to said they already do that, (of course I wouldn't depend on it but ...)
> That way people don't get used to hearing it, and each time
> a warning is issued it would be a close call, close enough to shake
> up the pilot but without any physical damage.

On a visit to the Deer Valley tower one day, I saw the controller do
exactly this.  He said he always tries to check, and time permitting,
provide "check gear" warnings.  In that particular instance, he was
using binoculars and the plane was on about a 2 mile final.  He made
it sound like they generally all try to check, but no guarantees.

I agree with Yannis, many pilots could begin to depend on such
warnings or else send them to /dev/null either of which would be worse
than where we are today.  I wonder what happened in Canada?  Did the
incidence of gear-ups change?


-- 
Mike Pflueger, AG Communication Systems, Phoenix, AZ      PP-ASEL
    UUCP: ...!{ncar!noao!enuucp | att}!gtephx!pfluegerm
INTERNET: gtephx!pfluegerm@enuucp.eas.asu.edu
  Packet: WD8KPZ @ KB7TV.AZ.USA.NA    Work: 602-582-7049    FAX: 602-582-7624