HDTenEightyP/NetNews huggingface dataset:
From: M21208@mwvm.mitre.org
Subject: Re: GPS -- A Potentially Dangerous Technology
Organization: The MITRE Corporation, McLean VA 22102
Date: Mon, 6 Apr 1992 08:33:56 GMT

In article <101820007@hpcvra.cv.hp.com>
randys@hpcvra.cv.hp.com (Randy Stockberger) writes:
 
>If the good old USA is in imminent danger of attack the Feds can, and
>probably will, turn off all aviation and marine navigation aids, foiling
>the plans of our evil enemies.  This is written up in the AIM, I think.
>Something to think about when you are solid IMC.
>
>Which has always made me wonder why this is such an issue with GPS.
>Since the government can turn of VORs and NDBs, why does it matter if
>they can also turn off GPS?
 
Nobody's too worried about what's going to IFR flight if there's a major
attack on the U.S. - whether the next VOR is on the air will probably not
be a prime concern.  The issue with GPS is that it is not primarily a civil
system like VORs and NDBs are, and is not under the control of civil users.
DOD could decide to shut it off tomorrow, and there isn't a thing that the
FAA, for example, could do about it.  Ditto for GLONASS.  Until the
availability and reliability of the satellite systems is permanently
guaranteed, you can understand why the FAA might be a little  reluctant to
make it the primary means of IFR navigation.
From: robg@Apple.COM (Rob Griffiths)
Newsgroups: rec.aviation
Subject: Re: Instrument Checkride Passed!
Date: 13 Apr 92 15:05:28 GMT
Organization: Apple Computer Inc., Cupertino, CA

In article <davjqjc.rkaplan@netcom.com> rkaplan@netcom.com (Richard Kaplan) writes:
>Last week, almost a year to the day since I first stepped
>foot in a GA aircraft, I passed my Instrument Checkride!

Congrats!  I hope to make that statement soon, except with "two years to the
day" instead of one...

>My instrument training was about evenly split
>between a C-150 ($16/hr dry tach), C-172 ($20/hr
>dry tach), and PA-28-161 ($19/hr dry tach).

Whoah!  Time warp.  Let's see, my training in the 152 for my private
was $47/hr wet-hobbs; the 172's run $62/hr wet-hobbs, and the Warrior
is $65/hr wet-hobbs.  I do fly out of one of the more expensive clubs
in the Bay area (simply because this is the club with which my instructor
is affiliated, and I think he's a great instructor!), but those rates
still look remarkably good!  Even if you throw in fuel for your dry-tach
rates, you come out way ahead.  Did you get these rates at a public
FBO, or is this a semi-private club with a buy-in and/or higher dues?
If none of the above, maybe I should consider moving to Minnesota!
Of course, then I'd have to get used to weather again :-).

>most of my actual instrument time was during my 
>cross-country to Florida.  Now I just have to wait

I went out this weekend, and added about 40% to my total actual
time!  The weather was very cooperative, with nice smooth clouds,
and a high freezing level.  Yesterday we got a real-to-life hold
in actual.  It was great fun!
>
>Any thoughts about other rec.aviators' first 
>solo IMC flights?  What were (are) your personal
>minimums as a low total time / low IMC time pilot?

I'd be interested in some of these responses, too.  It seems strange to
go through your entire training with a CFII "safety pilot," and then
be handed a license to go fly alone...

-rob.
-- 
Rob Griffiths    "The beatings will continue until morale improves..."
robg@apple.com   PP-ASEL, -IA nearing completion ... B52s/REM/Erasure!
From: myers@hplred.HP.COM (Tom R. Myers)
Date: Tue, 7 Apr 1992 03:30:34 GMT
Subject: Re: Motion 'Discomfort'...
Organization: Hewlett Packard Labs, Palo Alto CA
Newsgroups: rec.aviation

>  Are there any tricks (short of not flying) that might help?

I have found three things that consistantly raise the tolerance of
my akro passengers:


1) Stay well hydrated. Drink water before you go; take a water
bottle with you (if non-akro), and use it.

2) Stay cool. Light clothing and open air vents will help you to
keep your cool, and your fluids (see #1).

3) Fly the plane as much as possible during the flight. At the very
least, keep a light hand on the stick/yoke to follow along with the
pilot. This will help you to anticipate motion.


TRM   N1005E
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation
Subject: Post Mills Fly-in
Date: 16 Apr 92 16:19:09 GMT
Organization: Dartmouth College, Hanover, NH

For those who are interested and close enough, Post Mills airfield in
Post Mills Vermont. will be hosting a breakfast fly-in on May 9th,
sponsored by the local EAA club.  Be aware that the pattern requires
the downwind to be over the lake so it's right hand landing from the
South and left hand landing from the North.

Corky Scott
From: prang@ssc-vax.boeing.com (Ron Wanttaja)
Newsgroups: rec.aviation
Subject: Re: Composite landing gear
Date: 8 Apr 92 03:11:14 GMT
Organization: Boeing Defense and Space Group, Seattle WA

In article <1992Apr2.191838.18165@dartvax.dartmouth.edu>, Charles.K.Scott@dartmouth.edu (Charles K. Scott) writes:
> I'm the slightly (well maybe not slightly) crazed guy building the
> Christavia IV.  While I'm not ready to begin work on the fuselage yet,
> there are some aspects concerning the construction about which it's
> never too early to begin asking.  To this end, I'd like to ask the
> learned network if anyone understands or can sic me on someone who
> understands how composite gear legs are made.

[I'd normally Email this, but there's a point of wider interest]

Your best bet would be to contact an EZ builder.  While a lot of them
bought theirs ready-made, I'm sure the plans included instructions.  In any
case, off-the-shelf units might be available through the
Velocity/Defiant/Cozy parts networks.

The only question is *why*.  Yes, they're light.  Yeah, they probably can
absorb more shock.

But hang around Vari-eze/Long-EZ drivers for a while, and they don't look
so great.

1.  Watch what happens after the plane is parked, right before the owner
ties it down.  You'll see him/her walk to each wingtip, lift it until the
gear dangles free, and set it down again.

The gear takes a "set"... leave it in a squashed position for a while, and
it remains in that position.  The owners lift the wheel off the ground to
let it slide back in to the normal position.

2.  The gear (at least the homebuilt room-temperature cure variety) is 
temperature sensitive.  And guess where the brake heat goes?   My Long-EZ
buddy has a self-imposed minimum field length of 2500 feet... mostly to
avoid sending too much heat into his gear legs.

I'd stick with the aluminum, especially for an rough-field airplane like a
Christavia.

                                          Ron Wanttaja
					  prang@ssc-bee
					  ...rutgers!uw-beaver!ssc-bee!prang
                                          prang@ssc-bee.boeing.com
Newsgroups: rec.aviation
From: lmiller@aero.org (Lawrence H. Miller)
Subject: DUAT Plain language translation
Organization: The Aerospace Corporation, El Segundo, CA
Distribution: usa
Date: Wed, 8 Apr 1992 19:38:15 GMT


For your amusement:

********** AIRMETS ********** 
AIRMET IFR...CA
FROM 60W SBA TO 30W PSP TO 40E SAN TO SAN TO 60W SBA
OCNL CIGS BLO 10/VSBYS BLO 3F.  CONDS ENDG 19Z


Translated to:
...
occasional ceilings below 10/(variable) miles in snow,
blowing spray, and snow below 3 miles in fog.

	(Temperature at PSP at the time was 90, in snow
	and blowing spray :) )

-------------
Glossary:
	SBA	Santa Barbara, California
	SAN	San Diego, California
	PSP	Palm Springs, California
-- 
Larry Miller
The Aerospace Corporation
lmiller@aero.org
310-336-5597
Newsgroups: rec.aviation
From: raveling@Unify.com (Paul Raveling)
Subject: Is carnage infectious?
Organization: Unify Corporation (Sacramento)
Date: Thu, 16 Apr 92 21:03:17 GMT


	Within the last week there's been an unusual burst of
	aviation carnage in the general area around Sacramento...
	cases in point:

	  Last Saturday:  Cessna 210 crashed near Blue Canyon,
	  apparently enroute from Truckee to Oakland.  It was already
	  in pieces when it dropped vertically out of the clouds...
	  sounds like a classic Graveyard Spiral.  5 dead.
	  (They thought only the pilot was aboard until they dug the
	  wreckage out the next day.)

	  Last Sunday:	Piper Cherokee crashed near Coloma on a very
	  rainy day, enroute from Marysville to Mammoth.  Quoting the
	  newspaper's quote of a witness:'"...saw it dropping out of
	  the sky, straight down.  It was kind of spinning...  It was
	  so quite outside", [the witness] said, as he heard the engine
	  continuing to run."  2 dead.

	  Yesterday (Wednesday):  A Cessna 150 hit power lines near
	  Elk Grove.  News media offer few clues, though a caption
	  under a photo in the paper alluded to "sprang a fuel leak".
	  Only the pilot was aboard -- he's still alive, but is in
	  critical condition at the UC Davis Med Center.

	Obviously there are no accident investigation results here,
	but it makes me wonder if we have a minor epidemic of pilots
	being too casual about flying, especially in adverse weather.


------------------
Paul Raveling
Raveling@Unify.com
From: dsnyder@falcon.aamrl.wpafb.af.mil
Newsgroups: rec.aviation
Subject: Grimes/Urbana Airport Cafe Open
Date: 14 Apr 92 14:18:42 EST
Organization: USAF AL/CFH, WPAFB, Dayton, OH

  Just wanted everyone to know that the Grimes/Urbana Airport Cafe is back
in operation and open for business.  The Cafe was closed last year at this 
time due to the previous operators inability to pay his rent ( It's a long
story I soon be telling about the turn around of the airport).  The Cafe has
a new roof and the city and the new operator have redone the banquet room and
regular seating area.  We still don't have any fuel tanks on the airport but I
invite you all to fly in and enjoy a piece of homemade pie.  I find it so nice 
to be able to fly to an airport for a nice dinner.  David -- 

---------------------------------------------------------------------
David B. Snyder                     Logicon Technical Services Inc.
dsnyder@falcon.aamrl.wpafb.af.mil   Wright-Patterson Air Force Base
513-255-7557                        Dayton, Ohio USA
---------------------------------------------------------------------
It is said that GOD doesn't subtract from ones' time on earth, those
hours spent flying.
---------------------------------------------------------------------
1946 Cessna 140 "The lady in waiting" Owner/Operator
N76234
---------------------------------------------------------------------
Opinions expressed are my own and not those of Logicon or the USAF.
---------------------------------------------------------------------
Newsgroups: rec.aviation
From: doug@seas.smu.edu (Doug Davis)
Subject: Re: Shorts 360 doing a 360
Organization: SMU School Of Engineering and Applied Science
Date: Sun, 5 Apr 1992 05:45:02 GMT

In article <1992Apr3.201737.1@wharton.upenn.edu> baran04@wharton.upenn.edu (Dave Baran) writes:
>In article <1888@transfer.stratus.com>, spenny@sw.stratus.com (Steve Pennypacker) writes:
>>> Twr: Mooney 56V, extend your downwind -- I'll call your base.  Traffic
>>> is a Shorts doing a 360 on final.
>>>      ^^^^^^^^^^^^^^^^^^
>> Was that really a "Shorts doing a 360" or was it a Shorts-360 on final?
>It was a Shorts (the high wing, boxcar-like commuter airliner) doing
>a 360 turn.

This reminds me of a converstation I heard during my long cross country
as a student. I was flying into a controled field. It went something like this:


Shorts xxxx: Shorts xxxx VFR at 3500 over Scurry (local vor-dme) inbound
             for landing

Tower: Enter left down wind for 18 (pause) I don't think I've ever seen
       a shorts what does one look like.

Shorts xxxx: Did you every see the movie Spaceballs?

Tower: Can't say that I have.

Shorts xxxx: Oh, then you haven't seen a flying winniebago(sp?) 

Tower: No I haven't.

Shorts xxxx: get out your field glasses you are about to see one enter
             left downwind.


--
SEAS Computer Operations                                   doug@seas.smu.edu
Caruth Hall -- Southern Methodist University                    214-692-3066
3145 Dyer Street  #116
Dallas Texas 75235                                         PPSEL-(IA soon!)
HI! I'm a signature mutating virus. You can't resist adding me to your .signfile
From: pressley@oac.hsc.uth.tmc.edu (Thomas A. Pressley)
Newsgroups: rec.aviation
Subject: Re: Soaring in GA, TN
Date: 13 Apr 1992 19:04:57 GMT
Organization: UT Health Science Center Houston

In article <1680021@hpdmd48.boi.hp.com> pmagnuso@hpdmd48.boi.hp.com (Phill Magnuson) writes:
>I will be visiting Atanta & Knoxville this summer.  What recommendations 
>do people have for soaring sites and instructors near those areas?  

The April issue of _Soaring_ (published by Soaring Society of America) includes
a directory of soaring sites, clubs, commercial operations, and vendors.  It
should become a valuable resource for soaring enthusiasts.

Thomas A. Pressley                       pressley@girch1.med.uth.tmc.edu
Dept. of Physiology and Cell Biology
University of Texas Medical School
P.O. Box 20708
Houston, Texas  77225
Newsgroups: rec.aviation
From: fishler_len@Tandem.com (Len Fishler)
Subject: Transition Area at Little River, CA?
Keywords: Charts, IFR, VFR
Organization: Tandem Computers
Date: Tue, 7 Apr 1992 21:27:53 GMT

This past weekend I made a very enjoyable trip to a little airport along
the California coast called Little River (O48 id.).  I noticed on the VFR
sectional chart that there was a magenta transition area, keyhole shaped,
around the airport (floor 700 ft. AGL).  I thought, oh boy, there is even
an instrument approach for this airport, what a good place for a future
rec.aviation fly-in.  The weather was beautiful No. CA VFR, 30+ mile 
visibility, so I didn't give it a second thought.  Later, when I got home,
I pulled out my Jepps, and tried to look up the approach, out of curiousity.
Lo and behold, I couldn't find it.  Is this a recently withdrawn approach?
I don't remember pulling it out, but I may have forgotten.  Why would there
be a transition area on the VFR chart without there being an approach?  If
there was an approach, that was pulled, why wouldn't the latest sectional
which just was revised (this month!) have removed the transition area?
Note, of course, that there is NOT a CZ (Control Zone) around the airport.  
Of course not all airports with instrument approaches get CZs, a good example 
nearby to Little River is Ukiah Muni, which has an FSS and several instrument 
approaches, but no CZ.

By the way, if you're looking for a nice place to fly to, fairly close to the
Bay Area, this is definitely on the list.  You get to fly along some of the
prettiest shoreline in the U.S., very low congestion, and to an airport with
a nice long asphalt runway (>5000 ft.) with fuel services.  Its about an
hour's flight in a reasonably fast aircraft, 1 1/2 hours in a Warrior/172 
type.  Once there, you can hop the shuttle van for $4 which brings you to the 
town of Mendocino, a picturesque little seaside town.  In town there is all 
manner of little shops, restaurants, etc., plus you're close to a state
park/beach.  The airport is on a ridge above the ocean, very easy to find.

- Len Fishler -
PP-ASEL-IA
fishler_len@tandem.com


Newsgroups: rec.aviation
From: czim@hume.cns.caltech.edu (Chris Ziomkowski)
Subject: Re: Motion 'Discomfort'...
Organization: caltech
Date: Mon, 6 Apr 1992 06:00:24 GMT

In article <1992Apr6.000056.12477@infonode.ingr.com>, kerl@cmack.b11.ingr.com (Dan Kerl) writes:
...
|> 3. Are there any tricks (short of not flying) that might help?  My instructor
|> also said that not concentrating on objects in the cocpit helps.  I was trying
...

You're instructor makes a very good point.  Most modern theories of motion
sickness tie it to the brain receiving mixed signals from the senses. If you
concentrate on a stationary object but your inner ear tells you that you are
being jostled around, your brain decides to make your stomach upset in an
attempt to deal with the conflicting inputs. (Or so a very cute research
biologist explained to me. :-) 

While taking the controls is the best way to overcome this, looking outside
as opposed to inside the cockpit helps out alot. I've had a similar experience
myself when doing recovery from unusual attitudes in instrument training. My
instructor asked me to put my head down while he bumped the airplane all around.
I found that if I simply closed my eyes instead of looking at my lap, the
quesiness disappeared quite readily.

What ever you do, don't give up flying over this. It too will pass. Hope this
helps.

Chris.


Newsgroups: rec.aviation
From: ckd@eff.org (Christopher Davis)
Subject: Re: Icing question (Re:LGA)
Organization: Electronic Frontier Foundation Tech Central
Distribution: na
Date: Thu, 2 Apr 1992 05:08:56 GMT

 Brian> == Brian Horn <brianh@ism.isc.com> 

 Brian> Ice is insidious by its nature.  The problems it creates are as
 Brian> follows:

 Brian> 1)  It (may) distort the smooth airflow over the lifting surfaces thus
 Brian> 2) It (may) distorts the shape of the airfoil of the lifting surface
 Brian> 3) It (may) create additional drag (all types, form, induced,
 Brian> 4) It (almost certainly) adds additional weight to the aircraft

5) With rear-mounted engines (DC-9, F28) it can be sucked into an
engine, causing it to lose power (cf. SAS MD-80).
--
Christopher Davis <ckd@eff.org> |    ECONOMIC OBSERVATIONS DEPARTMENT
System Manager & Postmaster     |  "There's always something going out of
Electronic Frontier Foundation  |      business in Central Square."
+1 617 864 0665  NIC: [CKD1]    |   -Rita Marie Rouvalis <rita@eff.org>
From: randys@hpcvra.cv.hp.com (Randy Stockberger)
Date: Wed, 8 Apr 1992 20:46:50 GMT
Subject: Re: GPS -- A Potentially Dangerous Technology
Organization: Hewlett-Packard Co., Corvallis, OR, USA
Newsgroups: rec.aviation

I write:     (randys@hpcvra.cv.hp.com (Randy Stockberger))
>>If the good old USA is in imminent danger of attack the Feds can, and
>>probably will, turn off all aviation and marine navigation aids, foiling
>>the plans of our evil enemies.  This is written up in the AIM, I think.
>>Something to think about when you are solid IMC.
>>
>>Which has always made me wonder why this is such an issue with GPS.
>>Since the government can turn of VORs and NDBs, why does it matter if
>>they can also turn off GPS?
 
M21208@mwvm.mitre.org responds:
>Nobody's too worried about what's going to IFR flight if there's a major
>attack on the U.S. - whether the next VOR is on the air will probably not
>be a prime concern.  The issue with GPS is that it is not primarily a civil
>system like VORs and NDBs are, and is not under the control of civil users.
>DOD could decide to shut it off tomorrow, and there isn't a thing that the
>FAA, for example, could do about it.  Ditto for GLONASS.  Until the
>availability and reliability of the satellite systems is permanently
>guaranteed, you can understand why the FAA might be a little  reluctant to
>make it the primary means of IFR navigation.

My point is that the FAA has made two statements:
1:  During times of national crisis the DOD may turn off VORs and NDBs.
    Pilots need to be aware of this when conducting VFR and IFR flights.

2:  The DOD controls GPS and may turn the system off during times of
    national crisis.  VFR pilots need to be aware of this and IFR pilots
    can't use the system as a primary means of navigation.

Given the fact that either signal might disappear, why does the FAA
conclude that GPS is unusable for IFR and the VOR/NDB system is useable?

The availability of the GPS system will never be, and can never be
guaranteed.  Likewise the availability of the LORAN and VOR/NDB systems
is not currently and can never be guaranteed.  This is why LORAN and
VOR/NDB systems have flags that tell the pilot when the signal is not
available or not reliable.  When the flag comes up the pilot is expected
to perform a published procedure, talk to the controller for additional
instructions, etc.  Analogous procedures could and should be developed
for GPS IFR.

There is no technical reason why GPS can't be used for IFR.  Those FAA
scallywags are playing politics with the safety and convenience of the
aviation public, both general and commercial.
--
  Randy Stockberger
  randys@cv.hp.com
  503-750-3589
--
From: sharakan@Think.COM (Eric Sharakan)
Newsgroups: rec.aviation
Subject: Homebuilts on display at the Nashua Mall
Followup-To: rec.aviation
Date: 15 Apr 1992 13:59:14 GMT
Organization: Thinking Machines Corporation, Cambridge MA, USA
Distribution: ne
NNTP-Posting-Host: icarus.think.com

Homebuilts on display at the Nashua Mall  -  April 24-26

EAA Chapter 336 and several local homebuilders will have a static
display of homebuilt aircraft inside the Nashua Mall, April 24-26.  I say
aircraft because I know there will be at least one Rotorway Exec mixed
in with the airplanes.  The builders will be available for questions.

The Nashua Mall is right off Exit 6 of Rt.3 in N.H., the show will be
from 9:30am-9PM 4/24,25 (Fri.,Sat.) and 12Noon-6PM on 4/26(Sun.)
For more information, call (603)432-8949

The Mall donates $500 to Chapter 336's aviation scholarship fund for
this annual event. 

-- 
Eric Sharakan, Thinking Machines Corporation, Cambridge, Ma., 02142-1264
sharakan@think.com			Direct Dial: (617) 234-2710
{uunet,harvard}!think!sharakan		Switchboard: (617) 234-1000
From: myshatyn@hpfcso.FC.HP.COM (Mike Myshatyn)
Date: Mon, 13 Apr 1992 15:20:23 GMT
Subject: Re: NEEDED:  Do's/Dont's for California trip
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation

Thanks to all who responded via email and notes  posting.  I have  received
close  to 20  'pieces  of  advice'.  Now I  need  to  sit  down  and  do an
'inclusive-OR'  of all the data  and work  out my final  itinerary.  Thanks
again.


--
 Mike Myshatyn    Bonanza N4896J           Hewlett-Packard Company
   ASEL/AMEL COMM, INSTR, CFI-IA           User-Interface Technology Division
 ...!hplabs!fc.hp.com!myshatyn             Ft. Collins, CO  80525
 or ... myshatyn@fc.hp.com                 (303) 229-4067

Newsgroups: rec.aviation
From: robg@Apple.COM (Rob Griffiths)
Newsgroups: rec.aviation
Subject: How NOT to get your IFR rating :-)
Date: 12 Apr 92 05:44:30 GMT
Organization: Apple Computer Inc., Cupertino, CA

After completing my long IFR cross-country today, I sat down to
review my logbook, and see how I was progressing on the various
requirements for the instrument rating.  Discussions here in the
past have pointed to the need to fly two or three times per week
during instrument training.  Here's what my logbook shows:

   May 25,   1991:  First intro IFR flight.
   June          :  Seven flights    (not too bad)
   July          :  One flight       (too much volleyball!)
   August        :  Two flight       (too much travel)
   September     :  Zero flights     (no excuse!)
   October       :  One flights      (learn to skydive month)
   November      :  Three flights    (getting better)
   December      :  Zero flights     (saving for christmas?)
   January       :  Four flights     (boy, getting serious now!)
   February      :  Two flights      (needed a break after January!)

For my first nine months of training, I had a grand total of 21
lessons!  If we call a month 4.333 weeks, this works out to .54 lessons
per week.  Or, to put it another way, about two weeks between flights.
Ouch!  At that pace, I was never going to finish...Luckily, I realized
this, and have dedicated more time (and money!) to the proposition.
The last two months look like:

   March         :  Six flights      (that's more like it!)
   April         :  Three flights    (through 4/11/92)

And, based on my long IFR cross-country today, things are actually
starting to make some sense :-).

-rob.  (Hoping to reach twelve flights for April!) 

-- 
Rob Griffiths    "The beatings will continue until morale improves..."
robg@apple.com   PP-ASEL, -IA nearing completion ... B52s/REM/Erasure!