HDTenEightyP/NetNews huggingface dataset:
From: zari@math.ethz.ch (Alain Zarinelli)
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Organization: Swiss Federal Institute of Technology (ETH), Zurich, CH
Date: Thu, 3 Sep 1992 15:17:37 GMT

rfinch@water.ca.gov (Ralph Finch) writes:

>>>>>> On 1 Sep 92 20:22:32 GMT, kevinq@Ingres.COM (Pencil-Necked-Geek) said:

>[Lots of personal invective, liberal-facist nonsense deleted]

>Too bad you don't follow your own advice about shutting up, not
>wasting bandwidth, using email, and moving to Idaho.  Typical, though,
>of the left-wing usenet cops who want to tell us what to think.  Cuba
>I hear is a real people's paradise; perhaps they could put your
>talents to work writing diatribes for El Li'der Ma'ximo.  When you get
>tired of that you can put your flying abilities (if you have any) to
>use one last time, steal an airplane, and escape back to the USA.

Don't you think you're "overshooting" a little bit!?

>Any opinions expressed are my own; they do not represent the DWR

Hopefully...

Alain.
--
Alain Zarinelli                                            (PPL-CVFR/NVFR)
zari@math.ethz.ch                                                         
zari@astro.phys.ethz.ch               "If God had meant man to fly ---
zari@czheth5a.bitnet                   He would have given him more money"
Newsgroups: rec.aviation
From: schinner@vcd.hp.com (Jim Schinnerer)
Subject: Re: There I was - mag check
Organization: Hewlett-Packard VCD
X-Newsreader: Tin 1.1 PL5
Date: Mon, 31 Aug 1992 20:13:11 GMT

There I was, getting ready to fly over to a nearby airport for my BFR.
I started the engine and it died three minutes later...fuel selector
valve was off.  I was alone...

..not anymore, I guess.

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Newsgroups: rec.aviation
Subject: Re: Finding toxic waste; netiquette
Date: 28 Aug 92 14:25:33 GMT
Organization: Data Parallel Systems, Inc

ulick@chopin.helios.nd.edu (Ulick Stafford) writes:

>It depend on your motive and the altidude at which you do it.  If you fly
>below 500' above their house to get a look, you are contravening their
>right to privacy, silence, etc.

There is no "right" to privacy in this country (and I'm not aware of
any other country that will enforce ones "privacy").

Many local ordinances will, however, enforce ones right to "silence."

Course, they could get you as a peeping-tom, I don't know how the
legalities of that work though.  And, below 500', you would be in
violation of the FARs.

greg
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
Newsgroups: rec.aviation
From: wb8foz@skybridge.SCL.CWRU.Edu (David Lesher)
Subject: Re: 727 IN MIA
Reply-To: wb8foz@skybridge.scl.cwru.edu (David Lesher)
Organization: NRK Clinic for habitual NetNews abusers - Beltway Annex
Date: Wed, 26 Aug 92 02:53:38 GMT

Others said
# Pictures on the news of MIA almost made me physically ill.
{}
#    Here are this morning's NOTAMs:
should it be:
!MIA OTS

;-]

Most of the GA footage on the tube appears to be Tamiami. I've seen
nothing that I could identify as Homestead General. But I heard today
that my old office - on the site of ex-Hinsdale NAS - is down to walls
only. Example - a large toolbox was blown clean through an intact
garage door and buried into the side of a car somehow. 

There was a FAA radar site on the property, and also some kind
of passive reflector/marker. was...

Those of you that get to see the Washington Post - the picture
on the front page today of "Deerwood" is adjacent to the NAS
property and about 4 miles SE of Tamiami. I had friends living
there. Not any more.

--
A host is a host from coast to coast..wb8foz@skybridge.scl.cwru.edu
& no one will talk to a host that's close..........................
Unless the host (that isn't close).........................pob 1433
is busy, hung or dead....................................20915-1433
Newsgroups: rec.aviation
From: geoff@peck.com (Geoff Peck)
Subject: Re: GA Safety (was: stupid pilot tricks)
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Tue, 25 Aug 1992 20:24:06 GMT

In article <1992Aug24.203231.15604@hpcvusn.cv.hp.com>
mark@hpcvlx.cv.hp.com mentions insurance costs as a possible indicator of
relative risks of flying vs. driving.

I think that's an interesting way of looking at the "problem".

I pay about the same amount per year for my aircraft insurance (AIG) and for
my car insurance (State Farm).  Both vehicles are "based" within a few miles
of each other -- my house is within 3 miles of the airport.  The car is
garaged, the airplane is tied down outside.  If I compare the liability
portions of the two policies, I find:

    o  Airplane:    $100,000 per seat, $1,000,000 per occurrence.
    o  Automobile:  $100,000 per person, $300,000 per occurrence.

If I compare the hull/collision portions of the two policies, I find:

    o  Airplane:     $46K hull, $100 deductible
    o  Automobile:  ~$28K hull, $500 deductible

It appears to me that my insurance dollar gives me substantially better
coverage for the airplane than for the car.  Thus, one could argue that the
insurance companies seem to "think" (and I use that term very loosely) that
flying is safer than driving.

						Geoff
From: peggy.bbs@cybernet.cse.fau.edu
Newsgroups: rec.aviation
Subject: Where to Land in St. Louis
Date: 31 Aug 92 14:08:05 GMT
Organization: Florida Atlantic University, Boca Raton

We have routinely landed at Lambert Field...and been given
great cooperation by the controllers in the area...if you
choose this route, just call clearance delivery and ask about the
fly-by. The arch really is not directly on the prevailing
landing approaches for heavies. There is a good place to
tie down there (can't remember the name).
peggy golden  N38897
From: bustad@tc.fluke.COM (Matthew Bustad)
Subject: "Q2" Quickie home built aircraft needs new home
Followup-To: poster
Organization: John Fluke Mfg. Co., Inc., Everett, WA
Distribution: pnw
Date: Fri, 28 Aug 1992 19:49:23 GMT

I have the parts and instructions for a "Q2" Quickie home built aircraft
kit in a barn that will need to find a new home.   It was purchased by
my father who can no longer fly(medical).  To quote from some of the
papers I have on it:
 
"..features a rugged, all-composite structure, and efficient aerodynamic
design...  ...The structure is a sandwich of high-strenght fiberglass, using
low-density, rigid foam as the core material.  The structure is fabricated
directly over the shaped core, .."
 
        Q2 Specifications
 
Length                  19'7"           Wingspan                16'8"
Total Wing Area         67 sq. ft.      Empty Weight            475 lbs.
Gross Weight            1000 lbs.       Useful Load             525 lbs.
Fuel Capacity           20 gal.         Baggage Capacity        40 lbs./5 cu.ft.
Cockpit Size:
  Length                64"
  Width                 43.7"
  Height                36"
Takeoff Distance (S.L.) 610 ft.         Landing Distance (S.L.) 950 ft.
Stall Speed:
  Power off             64 MPH           Power on              62 MPH
Maximum Speed           180 MPH          Cruise Speed            170 MPH
MPG at Economy Cruise   62 MPG
Range at Normal Cruise  682 SM w/45 min. reserve
Rate of Climb:
  S.L.                  800 FPM          lightweight           1200 FPM
Service Ceiling (50FPM) 15,000 ft.       Rate of Climb at 5,000 ft. 550 FPM
 
I am not an aircraft expert but will answer any questions I can by email.
 
-Matthew (bustad@tc.fluke.com)
From: spidell@hpcc01.corp.hp.com (Bob Spidell)
Date: Wed, 2 Sep 1992 17:50:39 GMT
Subject: Of gadgets and bureaucracies
Organization: the HP Corporate notes server
Newsgroups: rec.aviation

From the Wednesday, 9/2/92 San Francisco Chronicle:

Richmond, VA. - Two USAir jetliners carrying more than 200 passengers
came within a half-mile over the Richmond area Sunday, and federal
investigators said they were trying to determine whethera system
designed to avoid collisions put the planes into a near-collision 
course.

The planes wera a Boeing 767 carrying 138 passengers from Charlotte,
N.C., to Philadelphia and a DC-9 carrying 79 passengers from Greensboro,
N.C., to Newark, according to USAir.

USAir said the pilot of the 767 descended to about the same altitude
as the DC-9 after receiving instructions from Traffic Alert and Collision
Avoidance System, an onboard radar system (sic) designed to warn of
impending collisions.

A spokesman for the Federal Aviation Administration said the maneuver
left the planes about a half-mile apart at the same altitude.  The
required separation is five miles.

<end of article>

So much for FAA-mandated high-tech gizmos designed to protect pilots
from each other.  

regards,
bs
From: yurkon@rudolf.nscl.msu.edu (John Yurkon)
Newsgroups: rec.aviation
Subject: Re: Headset/intercom incompatibilities
Keywords: headset, intercom
Date: 3 Sep 92 14:19:52 GMT
Reply-To: yurkon@rudolf.nscl.msu.edu (John Yurkon)
Organization: National Superconducting Cyclotron Laboratory

I have a curious problem using a Sony DR6010 with a Gulf Coast Avionics
GCA-24.  (Same unit as Pilot Avionics).  The intercom will work with two
other brands of headsets I have, Skycom and Pilot Avionics, even if the
mike jack of the intercom is not plugged in.  That is, one headset will
transmit to the other.  However, the Sony will not.  It's mike will only
work if the intercoms mike plug is plugged in to an Aircraft's system. 
The mike gets about 3.8 volts from the intercom if the intercom is not
plugged in.  I have not checked it when it is plugged in.  The Sony
works on a B95A that has a 28 volt system, a 12 volt Piper Archer and a
12 volt Piper Warrior.  It does not work in a 12 volt C-172.

	John
From: phil@eecs.nwu.edu (William LeFebvre)
Newsgroups: rec.aviation
Subject: Re: DME Answers
Date: 26 Aug 92 22:25:21 GMT
Organization: EECS Department, Northwestern University

In article <122140229@hpfcso.FC.HP.COM> jle@hpfcso.FC.HP.COM (Jer/ Eberhard) writes:
|> 
|>    BTW, Denver Departure also moved from 121.1 to 126.1, but there is still
|>    a lot of traffic attempting contact on the old frequency.

Something similar to that happened to me when trying to traverse
the Gary (GYY) ATA.  The tower frequency had changed very recently
and the current TCA chart still had the old frequency on it (I think
the frequency changed after the chart was released).  The piece of
paper I had painstakingly prepared ahead of time with frequencies and
such on it had the correct tower frequency since I had copied it
out of the A/FD.  But when I went to tune the radio, I was in a hurry
and read it off the TCA chart instead (it was already in my lap).
Since I was coming from the Midway ARSA I didn't have a whole lot
of time to get the trasition approval.  "Gee, why don't they answer?
Why don't they answer?" as I see the runways getting closer and
closer....  Someone (I still don't know who) finally broadcast
"Gary tower frequency is now XXX.X".

By the way, Gary has no ATIS.  And I was ready to start a turn to
circumnavigate the ATA when the broadcast came thru.

		William "they publish those green books for a reason" LeFebvre
		<phil@eecs.nwu.edu>
From: leed@hpgrla.gr.hp.com (Lee Devlin)
Date: Fri, 28 Aug 1992 16:40:42 GMT
Subject: Re: Number of U.S. Pilots  (was Number of small aircraft wanted)
Organization: Hewlett-Packard Avondale, PA
From: pilla@cbnewsi.cb.att.com (michael.a.pilla)
Subject: Re: Propping big engines
Organization: AT&T
Distribution: na
Date: Tue, 1 Sep 1992 20:29:36 GMT

In article <1992Sep1.121129.25762@dartvax.dartmouth.edu> Charles.K.Scott@dartmouth.edu (Charles K. Scott) writes:
>                      There is a sequence in the film "Spirit of St
>Louis" in which James Stewart playing Charles Lindberg starts his mail
>plane in a snowstorm.  The engine is sitting so high off the ground
>that the pilot has to come running up from the side and leap up and
>grab the prop as he's coming down in order to give the prop enough of a
>kick to get it started.  My father got a chuckle out of that but I have
>no way of knowing whether this was pure Hollywood or based on actual
>experiences.

I was always taught to start the big radials by "pushing" the
low blade rather than "pulling" the high blade.  Usually, you
have to rotate the prop enough to be sure you don't have any
possibility of hydraulic, especially in the bottom cylinder(s).
(mags off, of course :-)

When finished, you leave one blade low and just "casually" walk
past "pushing" the low blade up.  Well maintained engines will
usually start on the first or second "push".

Mike Pilla
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Newsgroups: rec.aviation
Subject: Re: Quebec City Trip Report (and Customs Horror Story)
Date: 31 Aug 92 12:37:49 GMT
Distribution: na
Organization: National Library of Medicine

In article <2097@usna.NAVY.MIL> dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
...a long list of suggestions to minimize the chances of a misunderstanding
with US Customs, including:

>
>6. Ask the tower controller to confirm ADCUS and that Customs
>   has been notified.
and
>10.Upon arrival, stay with the aircraft. If no one comes after a reasonable
>   time (10 minutes say), ask ground control if Customs is on their way.

Seconded.  We had a rather bizarre experience filing IFR from
Nova Scotia to Portland, Maine.  Did all of the ADCUS stuff and in flight
confirmation (most useful was to say "Center, we are now just a little
more than an hour from arrival. Would you please confirm with Portland
Customs that they are aware of our ETA?").

Anyway, after arriving at Portland, we told Ground that we needed to clear
customs--where to park, etc.  Got the instructions and taxied to the
?penalty box, shut down and waited.  And waited.  After about 20 minutes
a line boy happened to be fueling the plane next to ours, so I called
over to him and asked if this was the right place for Customs arrivals.
He went back to the FBO, and a few minutes later out came the Customs
officer, who had been dutifully sitting in the FBO lobby for half an
hour waiting for our arrival.

The system worked fine till that last stupid moment when, because there
was a King Air blocking the view from the FBO to our plane, Customs never
knew we had arrived, notwithstanding multiple radio conversations to
the contrary.  Customs procedures may have been written by geniuses, but
they get implemented by this guy named Murphy.

Dan Masys
masys@nlm.nih.gov
From: randys@hpcvra.cv.hp.com (Randy Stockberger)
Newsgroups: rec.aviation
Subject: Re: crossing a runway, and instructor relations
Date: 2 Sep 92 16:18:48 GMT
Article-I.D.: hpcvra.101820019
Organization: Hewlett-Packard Co., Corvallis, OR, USA

>
>> When you join AOPA, you get this massive book which contains, among other
>> useful information, a copy of the AIM and many parts of the FARs. Toss
>> this in your flight bag.
>
> What's this massive book?  How come I didn't get one when I joined or
> renewed?  Where's my copy of Aviation USA, eh?  I marked the box on my
> renewal form but have yet to see my copy show up.  What's going on?  Is
> it a conspiracy?  I'll bet it is!
> 
> John T. Bryan       | e-mail: bryan@intellistor.com
----------
It appears that the AOPA ships Aviation USA in the late winter or early
spring.  If you joined in late spring or summer you may not see the book
for ten or eleven months...  At least that's how my old and fragile mind
remembers it.  Also, tha Aviation USA does not contain an AIM.  However
it has a long chapter of miscellaneous useful aviation information.
--
  Randy Stockberger
  randys@cv.hp.com
  503-750-3589
--
Newsgroups: rec.aviation
From: venky@thelonious.bellcore.com (G A Venkatesh)
Subject: Re: There I was - mag check
Reply-To: venky@thelonious.bellcore.com (G A Venkatesh)
Organization: Bellcore, Morristown NJ
Date: Wed, 26 Aug 92 20:31:56 GMT

In article <1992Aug26.185809.20661@i88.isc.com> anonymous confessor writes:

>pre-takeoff list again.   Let's see now, mags both... oops..  Seems that
>I had forgotton to go back to both after checking the right mag.  I have
>yet to figure out why I didn't think to check the mag switch in the air.
>Ever since, I've always checked the mag switch as I'm advancing the throttle.

In the checklist that I use, there is a "mag on both" and "carb off"
items after the reduce to idle and "fuel pump on" (on a Piper) during the 
runup to catch such problems.

venky
Newsgroups: rec.aviation
From: osh@cray.com (O'Shaughnessy John)
Subject: Re: umwaufi report
Organization: Cray Research, Inc, Mendota Heights, MN
Date: 2 Sep 92 18:05:34 CDT

I'm game.

I'll have to decide if I want to fly in from FCM, or drive from my house.  

If I drive, I could shuttle up to 3 additional bodies. (I don't want to pack
my new car the way we packed them into the FBO cars...)

I suppose we could ask for a TRACON tour too, if that was desired.

John
-- 
-----
John M. O'Shaughnessy					osh@a00308.cray.com
Cray Research, Inc.	Voice: 612.683.7322		Fax: 612.683.7509
From: carlson@linac.fnal.gov (Kermit Carlson)
Subject: Re: Maybe there's hope for Pal-waukee after all
Organization: Fermiland, Batavia, IL
Date: Fri, 28 Aug 1992 20:37:30 GMT

In article <1992Aug28.160924.19994@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
>Many of you are probably not too familiar with the problems that my
>favorite airport, Palwaukee, faces.  Palwaukee used to be owned by
>the same guy that owns what is the only FBO on the field, Priester
>Aviation.  The FBO tends to favor bizjets, only has two planes for
>rent, overcharges for its fuel (at $2.17 a gallon for 100LL, it is
>the highest in the area except perhaps O'Hare).  It only sells 
>sectionals; charges, last I heard, a $10 ramp fee.  I don't know who
>manages the tie-down and hangar space, but I do know that it is also
>very expensive.  This is partly a result of the location:  a northwest
>suburb of Chicago.  But as a result, general aviation in the north shore
>and northwest suburbs suffers greatly.  The only economical places to
>fly are far away.  Also, the closest place for any aviation supplies
>beyond simple VFR charts is Waukegan airport or Du Page airport.
>
>...lots deleated...

>		William LeFebvre

    Congrads on the new flying club up there and good luck. Last
 February I flew up there for a CAP check pilot standardization
 course and I was charged $10 overnight, fuel at $2.17/gal and a
 $10 ramp fee because there was a 20 gallon minimum to waive the
 ramp fee. Only 25 miles away we have $3/ nite tie-down, $1.72
 avgas.... that airport board really makes a difference.

                                                   Kermit
From: hdnea@usho92.hou281.chevron.com (David Neal)
Newsgroups: rec.aviation
Subject: updated nav data available
Date: 27 Aug 92 17:55:09 GMT
Distribution: na
Organization: Chevron

Greetings, fellow flight planners...


The FAA data effective August 20, 1992 is now available on 
seas.smu.edu [129.119.3.2]. 

The datafiles for use with nav or fplan are named airports.rdb.Z 
and vors.rdb.Z. If you already have a working copy of nav
or fplan, these are the only files you need to download.

The .rdb.Z datafiles are already sorted and padded for use
with nav/fplan. Just uncompress then and drop them in place.


The raw datafiles as they came from the FAA are also available.
See FILES for more information.


-- 
--
David Neal -- hdnea@hou281.chevron.com 
Conserve water, California's deserts need more cotton farms.
Newsgroups: rec.aviation
From: steve@lawday.DaytonOH.NCR.COM (Steve Bridges)
Subject: Re: "Twinkets" and Sun 'n Fun (see bottom)
Keywords: ponds, plumes, piles, and stains
Organization: NCR Corporation - Law Department
Distribution: usa
Date: Tue, 25 Aug 1992 20:20:28 GMT

amazon@sgi.com (Stormwind) writes:

>(John De Armond) writes:
>>(Margaret Puckette) writes:
>>>I once gave a DEQ agent the lat-lon position of a place I found while
>>>flying over the forest: 
>>
>>Oh great.  Just what we need, another econazi in a plane playing hall monitor.

>ah.  i see you managed to miss the 
>postings discussing demeaning and
>inflammatory posts in r.a.

I've been following this thread for a while, and am glad Margaret is back!
99% of the people in rec.aviation are courteous to other posts, and it just
takes one bad apple to ruin it for a lot of people (I'm refering to the
original poster who let a SA-2 SAM go at Margaret over this).  One thing
that I read a while back is that you should flame in private (e-mail), and
praise in public (post it).  The original flame was one of the most
vitrolic postings I have seen in a while


>people "minding their own business" 
>is one of the reasons why crime has 
>gotten out of hand, and why "neighborhood
>watch" programs have become popular.

John brings up a good point here.  People should be more involved.  About a
year ago, a neighbor had their apartment broken into at 11:00 Sunday
morning by a drunk ex-boyfriend.  Took Tracy by knifepoint and tried to
kidnap her.  I heard the struggle going on in the parking lot (right
outside my patio), inquired as to the problem, and called the police at
Tracy's request.  When that happened the ex-boyfriend took off about 30
seconds before the cops got there.

The police seemed suprised that I was willing to fill out a statement.  The
county prosecutor seemed really suprised when I was willing to testify at
the trial.  However, the accused pleaded guilty prior to trial, and is now
serving 5-7 years for breaking and entering and assuault with a deadly
weapon.

Why did I go through all this for a person I barely knew?  Because I saw it
as my duty as a citizen to help out somebody who appeared in danger.


>>I almost didn't post here for fear of raising the noise level but I've
>>read just about enough of this little twinket's babbling without saying
>>something.  

Same here!

Now for some aviation stuff --

The 182RG is back (some of you might remember it -- tail number N737ZZ from
a few of my posts, like the one where a controller asked me to verify my
aircraft type was not a B-737, but a C-182RG -- I was clipping along with a
40kt tail wind, and the ground speed was up in the 185-190kt range).
Supposed to get re-checked out in it this weekend.  Hope they left the
KLN-88 in it (the detective agency who had rented it for 18 months had one
installed).

Steve
-- 
Steve Bridges, Programmer/Analyst| NCR - Law Department, WHQ-5
steve@lawday.DaytonOH.NCR.COM ___| Phone:(513)-445-4486 622-4486 (VOICEplus)
Reserve sci.military moderator| "The airplane does not recognize attitude,
providing a maneuver is conducted at one G" -- A.M. "Tex" Johnston
Newsgroups: rec.aviation
From: rkaplan@netcom.com (Richard Kaplan)
Subject: Re: Air Lifeline experience
Date: Mon, 31 Aug 92 04:02:20 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 

In article <7222@lib.tmc.edu> jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard)
 writes:

>I'll grant that a commercial-rated pilot has been trained and has demonstrated
>ability to handle the aircraft in a precise manner. I was not aware that the
>commercial training/test standards required training in risk management; to
>the contrary, I had always understood that that was something even the
>lowest-time student needed and (supposedly) got. The two are not necessarily
>related.

Strictly speaking, you are correct.  But I suspect that the
commercial training indirectly increases risk management,
both through self confidence and through specific skills.
For example, I suspect that a commercial pilot who has 
demonstrated and maintained proficiency in accurate spot
landings would be more likely to successfully complete
a forced landing on a very short field.

-- 
Richard Kaplan M.D.           Medical Software Exchange BBS
806 2nd St. SW # 104          (507) 281-1989 14,400 HST
Rochester, MN  55902          (507) 281-1689 Voice
PP-ASEL-IA     N4VRB          rkaplan@mayo.edu|netcom.netcom.com