HDTenEightyP/NetNews huggingface dataset:
From: zwork@starfighter.den.mmc.com (Michael Corvin)
Newsgroups: rec.aviation
Subject: Re: Assembling gliders
Date: 26 Aug 92 21:35:22 GMT
Organization: Martin Marietta Astronautics Group

In article <1992Aug26.140558.3912@brtph560.bnr.ca>, rlarsen@bnr.ca (Richard Larsen P220) writes:
... 
|> 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?

I know of one occasion when an LS-3 made a no-aileron landing successfully 
after taking off with them disconnected.  A white knuckle situation that
fortunately had a happy ending because the pilot stayed calm and flew
carefully with the rudder.

However, this is one of things that just shouldn't happen.  Assembly is
something to be done with utmost care and following the correct steps
in the same order each time.  As with any checklist activity, beware of
interruptions and distractions!

Some of the newer ships have controls that
connect automatically, but this does not absolve the pilot of a thorough
preflight check that includes a POSITIVE CONTROL CHECK.  Each control
surface (including speedbrakes) should be checked for the transmission of
force from the cockpit to the surface (being careful not to damage anything
by holding it at the wrong spot, though).

While this is especially important to do in a re-assembled glider, I was
taught to do it during the beginning of the day preflight inspection even
on gliders that are rarely disassembled, such as the ol' 2-33.  (Boy, those
are FUN to take apart and put back together ;-) )

Speaking of disconnected controls, have any of you rec.aviators ever landed a
Cessnoid 152 or 172 without the elevator?  Whenever I review the emerg procs
in the manual I dutifully work through the description of landing with trim &
throttle only.  I wonder how tricky it is to actually do - I suppose
one of these days I'll collar my instructor and suggest we try it. 

-----------------------------------------------------------------------------
Michael Corvin 	      PP-ASEL, PP-G		zwork@starfighter.den.mmc.com
just another spaced rocket scientist at    Martin Marietta Astronautics Group
-----------------------------------------------------------------------------
===============    My views, not Martin Marietta's   ========================
-----------------------------------------------------------------------------
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: Air Lifeline experience
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Mon, 31 Aug 1992 17:47:52 GMT

dls@genrad.com (Diana L. Syriac) writes:

>I have no knowledge of AirLifeLine.  I do know that Civil Air Patrol 
>pilots are occasionally asked to do things that are not "VFR", but 
>only those who are qualified would be asked.  Note, in ALL flights,
>SAFETY is uppermost.  I expect the same is true for AirLifeLine.

CAP's California Wing flies lots of these types of flights (on the order
of 1 or 2 a week around the Bay Area and Northern California).  For some
reason, they usually take place at night.  We require two pilots
for such missions, both of whom are instrument-rated, instrument-current,
night-current, and fully CAP qualified (i.e., Mission Pilot Standard,
Transport Mission Pilot, or Mission Pilot Trainee with a Mission Pilot
Standard (Mentor Pilot) aboard).


-Brent
--
Brent Chapman                                   Great Circle Associates
Brent@GreatCircle.COM                           1057 West Dana Street
+1 415 962 0841                                 Mountain View, CA  94041
Newsgroups: rec.aviation
From: gersh@aplpy.jhuapl.edu (John R. Gersh)
Subject: Re: AM I CRAZY OR WAS THERE A 'SCREW UP' YESTERDAY
Summary: Yes
Keywords: Aurora, Secrets
Organization: Johns Hopkins University Applied Physics Lab
Distribution: na
Date: Thu, 3 Sep 92 14:09:16 GMT

In article <1992Sep3.014522.154@mnemosyne.cs.du.edu> Marshal 
"Airborne" Perlman) writes:
>Don't ask me where I heard it..I can't remember..it was either
>on the RADIO or in a DREAM <this sounds dumb, but I can't remember!>.
>
>For some reason, the thought of a 747 <commercial> having a 'near miss'
>with a missle or 'high preformance top secret aircraft' <i.e. aurora?>
>comes to my  mind...don't know why!

I can't comment on your dreams, but you may well have heard this on
the radio.

Aviation Week, in its 24 August issue, had a series of articles on
recent sighting reports of "strange" aircraft that might be attributed
to still-secret development projects, possibly for SR-71 replacements.
The major article described sightings of an "XB-70-like aircraft."

An accompanying article described a United 747's reported near miss
with "what appeared to be a supersonic aircraft that strayed off
course over the southern California desert." The United crew described
the other aircraft as "a lifting-body" configuration ... looking like
the forward fuselage of a Lockheed SR-71 - without the wings but with
a tail of sorts." The article says that DoD and Air Force officials
said that it wasn't one of theirs, but that an official said that
"we're not the only ones with strange projects." 

The wire services must have picked up on these articles; I heard a
mention of the AvWeek story on the 747 report on a radio news spot.

By the way, is anyone else as unhappy as I am with the new AvWeek
design? The 31 August issue switches to a new design - all body text
in a san-serif font, gigantic headlines in all caps, other
grotesqueries. It looks like the entire magazine is one large
advertising supplement. The editors claim that it's a clean,
uncluttered look. I claim that it's a junky, unprofessional one!



---------------------------------------------------------------------
John Gersh                                     gersh@aplpy.jhuapl.edu
The Johns Hopkins University Applied Physics Laboratory
Johns Hopkins Rd., Laurel, MD 20723		       (301) 953-5503
Newsgroups: rec.aviation
From: phil@eecs.nwu.edu (William LeFebvre)
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Keywords: ponds, plumes, piles, stains, and rude people
Organization: EECS Department, Northwestern University
Date: Tue, 25 Aug 1992 16:58:20 GMT

And just when I thought this newsgroup was going to start being
civil.  I guess it goes without saying that Mr. De Armond's posting
is EXACTLY the kind of thing that I was complaining about only one
week ago.  Where were you then, Mr. De Armond?

Is it not possible for you to present your view without resorting to
name calling and childish demeaning insults?  Is your position on this
subject so weak that you can only succeed in a debate by insulting
others?  Words like 'econzai' and 'twinket' can only be meant to be
mean, rude, insulting, degrading, and demeaning.  Please spare us....
ALL of us...from your childish nonsense.


|> I almost didn't post here for fear of raising the noise level

It is really too bad that your common sense didn't win out over your
egotistical, mean, and malicious nature.

|> Sorry, this hits too close to home to remain quiet about.

So does your character bashing.

		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Principle of ILS/LOC (was
Date: 31 Aug 92 11:49:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

SE> .1. Is the Localizer receiver different than the VOR receiver as   stated?

The localizer and VOR use the same receiver.  It has a different
demodulator circuit, though, for the LOC.

SE> .2. What modulation and encoding is used for the ILS/LOC ?

The LOC transmits two overlapping beams, one to the left of centerline
modulated at 90Hz. and one to the right, at 150Hz.  The percentage of
two signals determines the deflection of the CDI  (Equal = on course..

The GS uses the same modulation scheme, but is a separate frequency and
receiver...

        D/

 * OLX 2.2 * Real Pilots enjoy NDB approaches to minimums!  Inverted!!
       
Newsgroups: rec.aviation
From: gopal@cirrus.com (Gopal Ramachandran)
Subject: Re: big iron on short runways
Organization: Cirrus Logic Inc.
Date: Wed, 26 Aug 1992 20:22:55 GMT

In article <2510471@hplvec.LVLD.HP.COM> scott@hplvec.LVLD.HP.COM (Scott Turner) writes:

>that the article I read on the C90B mentions that turboprops are not
>allowed to use beta in calculating landing distances.  Apparently, the
...
I believe turbojets cant calculate their landing distances based on
using their thrust reversers either. But this may only be a part 135
restriction. 

>The 'B has something called "Ground Fine" which I assume puts the prop
>into a very draggy fine pitch which gives it better short field numbers

I got to fly a Turbo Commander last year with the Garrett TPE331
engines. It had reversible pitch props (great for backing up to a
parking spot!) but even on short field landings, all that was
necessary was to bring the thrust levers back aft of flight idle to
ground idle. The props were at such a fine pitch that they acted as
huge brakes. It would have been very exciting to bring the levers back
any further into the beta range. We might have gone through the
windshield!

The airplane flew and handled like any other large twin, but was slow,
guzzled a lot of fuel, and was noisy. At least with an MU2 (same
engines) you could be FAST while being noisy and guzzling fuel.

Gopal
-- 

Gopal Ramachandran <gopal@cirrus.com>
UUCP:  uunet!cirrus.com!gopal
Cirrus Logic Inc, Fremont CA  PH: (510)-226-2138 FAX: (510)-226-2160
Newsgroups: rec.aviation
From: gle@l42bb.jsc.nasa.gov (glenn ellis)
Subject: Certificate Change of Address
Organization: nasa-jsc
Date: Fri, 28 Aug 1992 21:11:42 GMT

I recently moved and dutifully sent a change of address to the FAA for my 
SEL license.  Are they going to send my a new one with my new address on 
it?  Easy question - hopefully there's an easy answer.




- gle -
From: raveling@Unify.com (Paul Raveling)
Newsgroups: rec.aviation
Subject: Re: be nice to your engine
Date: 3 Sep 92 19:38:56 GMT
Distribution: usa
Organization: Unify Corporation (Sacramento)

In article <1SEP199217505803@ariel.lerc.nasa.gov>, hanlon@ariel.lerc.nasa.gov (Casey Hanlon (SVER)) writes:
> Gregory Travis writes:
> >The only thing you're sacrificing at high power is fuel burn.
> 
> If this were correct, then racing engines used in drag racing would last
> longer than a few seconds between overhauls.  Drag racing engines may
> be an extreme example, but they do represent a significant factor that
> has been overlooked in this discussion.  STRESS!  Higher rotating speeds
> result in higher stress in the reciprocating components of the engine as
> well as ...

	It might be worth looking at some numbers to compare how much
	difference RPM makes on that kind of stress, which is proportional
	to the square of rpm, at least in a first order approximation.

	Going from				increases stress by
		THIS RPM	to THIS RPM	a factor of:

		2,500		3,000		 1.44
		2,500		8,000		10.24
		3,000		8,000		 7.11

	So one view is that a 44% increase is substantial if you run
	at 2,500 for economy and you can go to 3,000 (without
	overspeeding your prop) for power.  Another view is that
	any stress at any speed achievable on an aircraft engine
	is puny in comparison with a drag racer's stress.

	Two other operating-procedure factors can be significant
	for stress:

> ...  Higher manifold pressures also result in higher peak pressures
> in the cyclinders.  The higher pressure also places higher stress on the
> cyclinder walls, piston, rod and crankshaft.

	The classic case is lugging an engine -- running on the extreme
	slow side while attempting to pull a lot of power can be an act
	of violence.  Most people who exercise that bad habit do it in
	cars, but constant speed props enable lugging while flying.


	The third significant stress-producer stemming from operating
	procedures is shock cooling.  Once when I went out to Cal City
	they were displaying a jug with a large hole in it, fresh off
	of one of their towplanes.  Towing gliders is a natural setup
	for shock cooling, with repeated cycles that go abruptly from
	climbing at full power to descending as fast as is practical
	to return for the next tow.


------------------
Paul Raveling
Raveling@Unify.com
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: Logging time for the Instrument rating
Keywords: non-faq question
Date: 25 Aug 92 21:01:32 GMT
Organization: Stratus Computer, Inc.

In article <1992Aug25.170359.18049@almserv.uucp>, smith@ur-guh.com (Russ Smith) writes:
> 

> Their "special package deal" was 40 hours of IFR flight instruction in a 172
> for $2600 nonrefundably paid up front.
> 
> Actually, not a bad price for 40 hours, but I asked myself "Do I -really- need
> 40 hours of IFR flight instruction?" and "Do I -really- want to commit ~$3000 to a

It may be a good price, but be careful with shelling out that kind of money 
up front.  Are you sure they'll be around next month when you stop by to do 
some flying?  Most FBOs probably will be (for at least a month or two ;-( 
but some won't.

Sorry, my ticket says I have to skirt the clouds so I can't help with the 
IFR questions.
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation
From: pilla@cbnewsi.cb.att.com (michael.a.pilla)
Subject: Re: More propping large engines
Organization: AT&T
Distribution: na
Date: Thu, 3 Sep 1992 14:17:33 GMT

In article <184eekINNohr@darkstar.UCSC.EDU> rob@cats.ucsc.edu (99708000) writes:
>Well, what I wanted to hear was how, or should, do you prop this particular
>type of engine (an IO-520, low time--lots 'o compression resistance)
>on a 210?
>
>Have any of you >actually done this<?  If so, what techniques/precautions
>were necessary?  (Doesn't have to be that particular engine/ac combo--
>any LOW TIME (lots of compression) (TS)IO520-540).

I replied via e-mail to the original poster.  Yes, I have hand propped
both a -520 and a -540 on several occasions.  Once, when the
plane came from an engine overhaul and the battery was virtually
dead; talk about a tight engine :-)

The main difficulties are:

	1) getting sufficient leverage to "put your back into
	   it".  The prop is usually too low (as opposed to a
	   taildragger) and it is difficult to get a good swing and
	   be comfortable with your body posture on the follow thru
	   (balance, ...)

	2) if you are light or not a weightlifter :-), getting
	   sufficient "force".  I find two things help with this
	   aspect:
		a) use the very tip of the prop instead of about
		   a third of the way from the tip,

		b) increase the risk by wrapping the tips of
		   your fingers around the prop edge (instead of
		   just the flats/friction of your palms ...)
	
	The problem with 2a is that you do not spin the engine
	over as fast as putting your hands further towards the
	hub.  Thus, you had better hope the plugs are nice and
	clean, the mags set properly, ...

Mike Pilla
( Armstrong starter extraordinaire :-)
Newsgroups: rec.aviation
From: lhe@sics.se (Lars-Henrik Eriksson)
Subject: Re: how to do a mag check?
Reply-To: lhe@sics.se (Lars-Henrik Eriksson)
Organization: SICS, Kista (Stockholm), Sweden
Date: Fri, 28 Aug 1992 08:10:15 GMT

In article <1992Aug27.160708.12698@CSD-NewsHost.Stanford.EDU>, ginsberg@t.Stanford (Matthew L. Ginsberg) writes:
>
>Can someone tell me why the mag check is done both - x - both - y - both?
>I simply do both - left - right - both.  After all, B-L-B-R-B is in
>reality B-L-B-L-R-B because of how the switch is set up.

I was taught that the engine should be permitted to regain runup speed
before checking the other mag. In this way it is much easier to
clearly see the amount of rpm drop on each mag. The very short time
the engine runs on left only when you want to check the right mag is
insignificant.
-- 
-- 
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: kanner@Apple.COM (Herbert Kanner)
Newsgroups: rec.aviation
Subject: Re: GLIDER: stall landings (Was: Transition Glider to Power)
Date: 25 Aug 92 01:01:33 GMT
Organization: Development Systems Group, Apple Computer

In article <1992Aug21.140756.19493@news.iastate.edu> bible@iastate.edu (Anthony E Bible) writes:
>In article <luke.714391853@barney> luke@cs.city.ac.uk (Luke Whitaker) writes:
>>In <cshotton-200892125451@oac2.hsc.uth.tmc.edu> cshotton@oac.hsc.uth.tmc.edu (Chuck Shotton) writes:
>>
>>>Unless you plan a very poor pattern in a glider, it's virtually impossible
>>>to put a glider on the runway with the wing stalled. Most likely, the
>>
>>
>
>	Am I missing something here?  My understanding is that a wing stalls
>when the angle of attack exceeds a critical value.  Deploying spoilers reduces
>the lift produced by the wings resulting in an increased descent rate, but it
>does not cause the wing to stall.  I don't think I have ever seen a glider 
>flare on landing like power planes do; it's more of a rounding out to level 

Let me add a bit of UK lore to this discussion. A friend of mine
became a glider pilot while I lived in England. I learned that the
standard landing technique in the UK was a full stall. This is because
a commonly played game was to see how far you could get, after which a
chase truck would take your glider home. So, you often got to land in
a field the size of a postage stamp. Hence, full stall, minimum speed.

In this country, the philosophy seems to be that gliders don't need
THAT much room, and because of the fact that there is no springing
between the gear and the body, the pilot has a serious risk of
incurring back injury if he stalls too far off the ground.

-- 
Herb Kanner
Apple Computer, Inc.
{idi,nsc}!apple!kanner
kanner@apple.com
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Flying to NEFI September 19th
Date: 28 Aug 92 19:34:15 GMT
Distribution: ne
Organization: Stratus Computer, Inc.

(I have limited distribution of this post to New England. If it gets out
 beyond this area, I apologize.)

I am planning on flying out to the NEFI at Katama Airpark on Martha's 
Vinyard on September 19th, either flying myself or hopping a ride with 
someone else around the Boston area.  I'd like to fly myself, but I'll only 
do that if I can fill the other 3 seats of a rented Warrior.  So, I have two 
questions:

	Does anyone want or need a ride to the Fly-in?
	
	If I don't fill the seats, is there anyone else out there who
	is looking for passengers and might have room for me?

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
From: lihan@ccwf.cc.utexas.edu (Bruce G. Bostwick)
Newsgroups: rec.aviation
Subject: Re: What do you do during long boring flights?
Date: 4 Sep 92 17:23:28 GMT
Organization: The University of Texas at Austin, Austin TX

In article <1992Sep1.194151.12888@tera.com> erik@tera.com (Erik Hedberg) writes:
>In article <j2gnm#n.hchong@netcom.com> hchong@netcom.com (Hoi Chong) writes:
>>Usually, we listen to radio in the cars during long solo drive, but what do 
>>you do for long solo flights (assuming FAA does not permit radio)?  Please 
>>email if you think it is illegal and don't want FAA to see it. 
>
>I'm surprised no one mentioned this, but here's where flying has a
>definite advantage over driving:  set autopilot, set alarmclock (or
>alarm watch), snooze.  Arrive refreshed!

Depends on which part of the Gulf, the Atlantic, the Pacific, etc. you
wanted to arrive in...

I can't think of any autopilot I'd trust to keep me utterly safe while
I snooze.  How do you plan to wake up in time to "arrive refreshed"
without drastically oversleeping (the way the human body tends to like
to do) and ending up a long way past the destination?  Don't count on
the yoke clock or your watch to rouse you -- I usually sleep right
through mine.

Also, what about unanticipated weather encounters?  It doesn't take
long for a LARGE thunderstorm to materialize, and Murphy usually makes
sure they pop up right in your flightpath ... yes, hail on the
windscreen will wake you up, but it's not good for the plane ..

Stay awake.  Stay alive.  Please.
-- 
<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: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: avionics shops, FL or Northeast?
Date: 2 Sep 92 19:17:53 GMT
Distribution: usa
Organization: U. S. Naval Academy, Annapolis, MD

In article <1992Sep2.131434.7923@cbnewsl.cb.att.com> mmd@cbnewsl.cb.att.com (madeline.m.dwyer) writes:
!
!Seeing the discussions on replacement avionics has prompted
!the posting of this query.  (Note: please forgive my sloppy 
!avionics IDs.  I don't have the exact list with me.)
! 
!Anyone have any comments on good avionics shops in either
!the Northeast US or Florida?
!
!We'd like to go to a good avionics shop.

I strongly recommend Lancaster Avionics at Lancaster Airport (LNS)
in Lancaster PA. 1-800-AIR-TAXI ask for avionics and then Larry
Miller. Tell him I sent you.

They have done extensive work for me and they are very GOOD. Not
cheap but fairly priced.

Dave Rogers
From: gaijin@ale.Japan.Sun.COM (John Little - Nihon Sun Repair Depot)
Newsgroups: rec.aviation
Subject: Re: Hawker Siddeley Vulcan
Date: 30 Aug 92 20:17:41 GMT
Organization: Nihon Sun Microsystems - Atsugi Technical Centre - JAPAN.
NNTP-Posting-Host: ale.japan.sun.com
Summary: Memories are made of this.  :-)
Keywords: Vulcan, Victor(?), Shackleton

%  
%  I was watching an old James Bond film and found one
%  of the aircraft portrayed rather interesting. It was
%  a Hawker Siddeley Vulcan.
%  

   I remember being scared  sh*tless^H^H^H^H^H^H^H^H by a multiple  Vulcan
   (and Victor[?]) flypast at  an open-day and  airshow at RAF  Acklington
   (Northumberland) sometime  during  the  early sixties.    The  sun  was
   obscured and the noise  was indescribable.   After the immense  shadows
   had passed the sun still had a hard time getting through because of the
   exhaust pall.

   I also remember being disappointed  when the "Lancaster" I thought  I'd
   spotted on static display turned out  to be a Shackleton.  Does  anyone
   know if the Shackleton is still  in use as a search-and-rescue bird  by
   the RAF?  It  must be getting quite  long in the tooth  now.  (Oh,  and
   yes, my spirits were  revived by a flypast  of the "Battle Of  Britain"
   flight later in the same show).

-- 
   ------------------------------------------------------------------------
  | John Little  - gaijin@Japan.Sun.COM  - Sun Microsystems. Atsugi, Japan | 
   ------------------------------------------------------------------------
Newsgroups: rec.aviation
From: rlarsen@bnr.ca (Richard Larsen P220)
Subject: Assembling gliders
Organization: Bell-Northern Research, BNR-RTP
Date: Wed, 26 Aug 1992 14:05:58 GMT

About 5 years ago I was at Salem N.H. and saw a private owner assembling a Schweizer 1-35 as I was taking friends up in a 2-33. When I landed he was taking off. After liftoff he was all over the place. He did not release. He was wild on tow and finally released at 1500'. He wandered around off the end of the runway for a few minutes then at about 800' AGL rolled 90 degrees and went into a vertical dive. about 200' above the ground he leveled off and went behind a hill. Out of view from the gliderport he ro






lled upside down and landed in tree tops. His plane was trashed but all he got was a spraned ankle.

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?
Newsgroups: rec.aviation