HDTenEightyP/NetNews huggingface dataset:
From: tpickett@auspex.com (Tom Pickett)
Newsgroups: rec.aviation
Subject: Re: PAO Airport Day
Date: 28 Sep 92 17:23:20 GMT
Reply-To: tpickett@auspex.com (Tom Pickett)
Organization: Auspex Systems, Inc.  Engineering

In article <3400266@hpcc01.corp.hp.com>, dunn@hpcc01.corp.hp.com (Steve Dunn) 
writes:
> It doesn't
> sound as well organized in terms of seminars and discussions;

Thank you very much!  It was quite well organized, and planned for 
the past 6 months.  The PAO airport day was a rousing success with
roughly 5000 people attending.  This is twice what we had last year.

All aspects of the show were more organized and worked smoother than in
previous years.  

The Palo Alto Airport Day is not a seminar for pilots; it is an attempt
to lure the general publice (non-flying) out to see their airport and to
try to impart an appreciation on them for the economic benefits the
surrounding cities enjoy from its operation.

At the same time we invite pilots to display their aircraft to the public
so they can see that general aviation is a diverse and vital segment of
the community and not just a bunch of "nutty rich guys playing with toys."


While I'm at it, I would like the Civil Air Patrol to know that we very
much appreciated their assistance; with auto parking, security, career
day, the tower tours and all the other events they assisted.

Incidently there were roughly 791 operations at PAO yesterday, and 400
people visited the FAA control tower.


Tom Pickett 
tpickett@auspex.com
SHO  GOZE
From: cantrell@seqp4.sequoia.com (Paul Cantrell)
Newsgroups: rec.aviation
Subject: Re: What would you do? (Part 57)
Date: 28 Sep 92 19:01:58 GMT
Distribution: na
Organization: Sequoia Computer Systems

In article <1992Sep21.143332.24495@cs.uoregon.edu>, pablo@cacofonix.cs.uoregon.edu (David A. Cohn) writes:
> [article about CFI willing to spin an AA-1]

> afraid of, *any* plane can be spun and hey, when I wasn't feeling so
> timid, why don't I come back and he'll take me up and teach me some
> spins, 20,000 hour instructor that he was.
> 
> We've had a lengthy discussion on the net about what to do when a pilot
> is flying dangerously. Now my question is, what's the best way to act
> when you think an instructor is *teaching* dangerously.

Unfortunately, there are a great many CFIs out there with overly large
egos. I've worked with a couple, and flown with a couple. My experience is
that there is very little you can do about it. It's just like the non-IFR
rated guy who brags about flying IMC. It's an attitude problem. A short
talk, even from an FAA inspector, is not likely to change the way the guy
wants to think of himself.

Recognize that CFIs are just as human as the rest of the pilot population,
and that this guy is one you don't care to fly with. Oh, and ask the FBO
if you can post the AvSafety "Spun Yankees" article on the bulletin board
for everybody to see. :-)

					Paul
-- 
                  THIS                  | Paul Cantrell "PC"
                  SPACE                 | cantrell@sequoia.com
              INTENTIONALLY             | DoD #1144
               LEFT BLANK               | HELO/ASEL/ZX10 Pilot
Newsgroups: rec.aviation
From: charleen@ADS.COM (Charleen Bunjiovianna)
Subject: Medical exam (was Re: Beginner needs advice...badly!)
Organization: The Original Estrogen-Crazed Lust Bunnies
Distribution: usa
Date: Mon, 28 Sep 1992 21:01:34 GMT

Here's another "beginner" question I didn't see addressed in the FAQ or
Geoff's private pilot handout.

What exactly are they looking for in the medical examination?  Is
hypertension (controlled by medication) going to be a problem?

Thanks,
Charleen

--
If your wife screams during sex, you shouldn't walk in on her.
                                  -- Rodney Dangerfield
Newsgroups: rec.aviation
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 23:12:29 GMT

In article <BvptG9.HBw@news.cso.uiuc.edu>, frye@cerl.uiuc.edu (G. David Frye) writes...
>In article <1992Sep30.182012.30051@europa.asd.contel.com> system@gnd1.wtp.contel.com writes:
>>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.
> 
>I tried this just now and couldn't get it to work, in regular decode or
>extended decode.  Specifics?
> 
This works in both regular and extended decode. At the prompt

Enter ident(s) :

you enter the airport pair i.e. JFKBOS - Make sure there is no space 
between JFK and BOS. If you have any trouble, supply me with the 
transaction number and session number, and I'll look into it. (You
must have, howeve, logged in as a pilot and not a visitor.)

And also, for our "power" users, you can quickpath to the feature
at any prompt by entering 

#dec\jfkbos

After the display, it will return to the prompt where you issued the
quickpath command.

>I'll second David Allen's comment about not flaming on Marty because he has
>the guts to identify himself as a contact for CONTEL DUATS.
> 
>On the other hand, the Macintosh version of the Golden Eagle software is
>a crime against humanity, and I'd sure like to have someone to blame!
> 
The final version of Macintosh Golden Eagle is getting close to release.
The versions that have been issued so far were all 'beta' versions and should 
have been identified as such.

The Macintosh GE software came from a 3rd party source, with the most
important requirement the capabilty to receive, display, and store 
NAPLPS graphics. If someone in the Macintosh community knows of a
better NAPLPS decoder package please E-mail me.

>G. David Frye
>-------------------------------------------------------------------------------
>INTERNET: frye@cerl.uiuc.edu   NovaNET: frye / s / nova   PHONE: (217) 333-7439
>   reminder:  I post all email flame back to the newsgroup that generated it.
>-------------------------------------------------------------------------------
----------------
 Marty Anilane, GTE Contel Federal Systems, P.O. Box 10814, Chantilly VA. 22021
 Internet: "system@gnd1.wtp.gtefsd.com"    (703) 818-4413
----------------
Newsgroups: rec.aviation
From: steve@netcom.com (Stephen Williams)
Subject: Re: Too hot to fly?!?!
Organization: Organizations Anonymous
Date: Thu, 1 Oct 1992 03:03:09 GMT

>In <pz0nb#g.steve@netcom.com> steve@netcom.com (Stephen Williams) writes:
>
>>Caveat: I'm not an expert, but here goes...
>
>>Thus the performance
>>of a turbojet INCREASES with altitude because the ambient air temperature
>>decreases with altitude.
>
>>Neat, or what.

In article <greg.717464301@saltydog> greg@saltydog.dpsi.com (Gregory R. Travis) writes:

>Or wrong...Turbojets and Turbofans alike (the original poster's airplane
>was most certainly a Turbofan) suffer from altitude just as much
>as a lowly piston engine.  In fact, one could argue that they can suffer more
>since you can't add a turbocharger to a turbine - it's already got one!
>

What I said sure enough was wrong. I 'fess up. The performance of
turbojets does decrease with density altitude, because there is
quite simply less air per unit volume being accelerated. Sorry.

However, the efficiency of jets does increase with colder temperatures
because they can be run richer without melting the turbines. This
is where my confusion rests.

So I stand corrected.

--Steve Williams
PP-AMEL-IA
Newsgroups: rec.aviation,rec.aviation.misc
From: phil@eecs.nwu.edu (William LeFebvre)
Subject: Re: GTE CONTEL DUAT new features
Organization: EECS Department, Northwestern University
Date: Mon, 5 Oct 1992 14:24:34 GMT

In article <1992Oct5.032506.834@alisa.com>, denny@alisa.com (Bob Denny) writes:
|> CONTEL has 9600 baud lines, with V.42/V.42bis (which also works at 2400
|> baud). Last I looked, DTC was still at 2400.

CONTEL has an Internet connection.  Type either "telnet duat.contel.com"
or "telnet duats.contel.com".  DTC, to my knowledge, does not.  For me
this is a tremendous advantage.

For those at hosts who are DNS-challenged:

duat.contel.com		131.131.7.105
duats.contel.com	131.131.7.106


		William LeFebvre
		Computing Facilities Manager and Analyst
		Department of Electrical Engineering and Computer Science
		Northwestern University
		<phil@eecs.nwu.edu>
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Special callsigns (Lifeguard and Rescue)
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Fri, 2 Oct 1992 02:10:32 GMT

I'm curious, given that we've got several other CAP pilots from various
Wings here on the net...  CAP pilots, how often (under what circumstances)
do you use the "Rescue" call sign prefix?  And non-CAP pilots, how often
(if ever) have you heard it used?

In California Wing, the unofficial policy seems to be to discourage use of
"Rescue" unless you really need to get ATC's attention (like you're searching
the grid immediately under the ILS at a moderately busy airport, which I've
had the "pleasure" of doing; come in, fly two passes in the grid, boogie
out of the way while somebody shoots the approach, repeat until bored).

We use Lifeguard whenever we fly live organ transplant (CAPLOT)
flights, because of the time pressures involved before the organs
"wilt", for the legs outbound to the pickup site and while we've got
the organ on board.  We don't move patients, although we occasionally
move medical personnel who are accompanying the organs for some reason.


-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: "Steven Klos" <p00031@psilink.com>
Subject: Re: Solo Rites
Organization: Open Software Associates
Date: Tue, 29 Sep 1992 23:38:50 GMT
X-Mailer: PSILink (3.2)

>
>>Although these rites of passage vary a lot, there seems to be many
>
>Gee, I feel left out, when I soloed, nothing at all happened, my instructor
>said pretty good, do another one and that was it, no ceremony, nothing!
>
>Am I the only one let out; (this was 1970).
>
>Ed Doc
>

I missed out on my first and second solos actually (I was in a week long 
training course and had to leave after being in for 3 days - soloed in a 
172 and 152 and no one realized they left my "tails" on till it was too 
late). 

I did get it when I did my solo for Gliders however!  After my first glider 
solo, the instructor told me to go see the duty pilot if I wanted 
another flight - I almost ran up to the area where they work.  Happened 
that a friend of mine was duty pilot and I was sure I would get another 
flight.  I did, but not before having a bucket of ice water thrown at me 
from the window.

Cheers,

SK

Newsgroups: rec.aviation,rec.aviation.student
From: sgccifh@citec.oz.au (Ian Henderson)
Subject: Re: Solo Rites
Organization: CITEC
Date: Tue, 6 Oct 1992 23:05:46 GMT

gaynier@elec.uq.oz.au (Ron Gaynier) writes:
: 
: At my gliding club it is customary to shout everyone a 
: drink at the club house bar after soloing. They're usually
: sitting around the bar well before you even land. In fact, 
: just about ANY accomplishment is followed that evening by
: buying everyone drinks. 
: 
: Ron Gaynier
Ron is a mate of mine at our gliding club and I can testify that *any*
small achievement at our club comes with the reward/penality of a shout
at the bar for all present. Ron was the first ever (maybe the last ever)
person at our club to shout the bar after gaining his level 1 instructors
rating. 

My shout aftre solo was rather large because there were a lot of members
who waited around to help de-rig a K7 that was going into town for annual
maintenance. The shirts I wear flying would be cheaper than that round of 
drinks.

Ian.
-- 
===============================================================================
Ian F. Henderson    (sgccifh@citecuc.citec.oz.au)
Centre for information Technology and Communications - CITEC
Queesnland, AUSTRALIA (My views are my own, not my employers)
Newsgroups: rec.aviation
From: wolit@cbnewsm.cb.att.com (Jan Wolitzky)
Newsgroups: rec.aviation
Subject: Plain View = Plane View? (was: Flying for the Environment: Legal opinion)
Keywords: Plain View Doctrine
Date: 30 Sep 92 20:10:16 GMT
Article-I.D.: cbnewsm.1992Sep30.201016.21760
Organization: AT&T

In article <1992Sep30.162917.3302@leela.cs.orst.edu>, mpucket@jacobs.CS.ORST.EDU (Margaret Puckette) writes:
> 
> There are basically two kinds of aerial search activities, according
> to this attorney:  those conducted as an operative of the U. S.
> Government, and those conducted by private individuals.  Both fall
> under the Plain View Doctrine which (as the name implies) states that
> an illegal operation in plain view is subject to a search or investigation
> *without* a warrant.  Those operatives of the Government must satisfy
> significant demands for documentation before such a search, but a report 
> from a private individual can be considered sufficient for an investigation
> from the ground.  Basically, except for FARs governing altitude over various
> types of terrain, there are no laws preventing any private citizen from 
> overflying and reporting what appears to be illegal activity.

I've often wondered about this, as the law seems (to this layperson)
inconsistent on this issue.  If I sunbathe naked on my own private
front lawn, I can get arrested for indecent exposure.  But if I put
up a high, opaque fence that blocks the view from the street,
neighbor's windows, etc., I thought I was safe.  Or, to extend the
analogy, if i've left my window shades open a half inch, so that one
must be right up next to the window to see in, it's the Peeping Tom
who's looking in that's breaking the law, not the naked person inside.
But now you seem to be saying that if I'm out there sunbathing behind
my high, opaque fence and the Peeping Tom gets in his Cessna and
buzzes me, it's my problem because I'm in plane, er, plain view?
(Ever wonder why you so often see planes flying low along the
shoreline in summer?)  How much scope (pun intended) is Big Brother
allowed?  If I can get busted for growing pot plants in my yard that
aren't visible from the street but are visible from the air, can the
cops buy a big x-ray set up and claim that stuff "in plain view" in my
closet is fair game?  What determines the limits of high-tech
augmentation you can use and still be said to be viewing "plainly"?
-- 
Jan Wolitzky, AT&T Bell Labs, Murray Hill, NJ; 908 582-2998
          att!mhuxd!wolit or jan.wolitzky@att.com
   (Affiliation given for identification purposes only)
           Si fractum non sit, noli id reficere.
Newsgroups: rec.aviation
From: stephens@access.digex.com (John Stephens)
Subject: Re: "setting" transponder
Organization: Severn Companies, Inc., Lanham, MD 20706
Date: Sat, 3 Oct 1992 13:25:08 GMT

I agree with Foderaro that "recycling the transponder" means turning it off,
rather than rotating the selector digits. However, when asked to "recycle", I
usually switch to "standby" for a second, then reselect "alt mode", and also
rock each of the 4 selector switches a little to make sure that they are all
in their detents properly. 

Also, when asked to recycle, its usually because ATC stopped getting a secondary
reply; check your "response light" -- if it is flashing intermittantly, then
your Xpndr is probably working, and you may be on the wrong code.  If the light
doesn't flash, you either have a problem, or, more likely, you are temporarily
out of radar range, and it will all come back in a minute or so.  This happens 
to me frequently flying over the Adirondacks before getting to a good cruise
altitude.

Newsgroups: rec.aviation
From: hempy@ms.uky.edu (David Hempy)
Subject: ULTRALIGHT-FLIGHT mailing list (was Re: Ultralights)
Distribution: usa
Date: Mon, 28 Sep 1992 23:47:34 GMT
Organization: University Of Kentucky, Dept. of Math Sciences

bmich@cs.utexas.edu (Brian Keith Michalk) writes:

>Well, I've read all the messages for the last two weeks, and now that the FAQ 
>has come out, I think it is time I asked someone for the mailing list for 
>an ultralight group, if there is such a thing.  Any help would be appreciated.
>Thanks.

I trust you will be excited about our mailing list, ultralight-flight.
I am posting some general info about the group, and invite you
to subscribe.


INFO:

This forum has been created with the intent of promoting
conversation about ultralight aircraft, the joy of flying them, 
and the responsibility of maintaining them.  Requests for advice
or information are encouraged, and stories of your experiences and
knowledge are eagerly consumed.  Any other topics relating to the 
sport are also of interest to all of us.

To post, mail to <ultralight-flight@ms.uky.edu>.
For administrative requests, 
mail to <ultralight-flight-request@ms.uky.edu>.

Administrative requests currently include:
    subscribe
    unsubscribe    
    info           Requests a copy of this file.
    faq            Requests a copy of frequently asked questions.
    list           Requests a copy of the latest subscription list.
    
We would all like to know about you, your 
current level of involvement in the sport, what type of plane you
fly, and any other interesting info.

I would like to emphasize that promoting safety and a positive public
image are paramount to our sport, particularly in the current state 
of the FAA NPRM concerning expantion of ultralight rights.

I welcome any suggestions on how this mailing list can better meet 
your needs, either presented for discussion or sent directly to me.


Fly safe and fly fun!
-- 
David Hempy  <hempy@ms.uky.edu>                Ultralight IFR: I Follow Roads.
From: hchong@netcom.com (Hoi Chong)
Newsgroups: rec.aviation
Subject: Chopper FAA rules and misc
Date: 6 Oct 92 06:40:30 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

Can some chopper pilot onboard describe how it is governed by the FAA?
Like do you have to behave the same way at airport (taking off acting
like a plane)?
Can you just land anywhere as long as the property owner says ok? (like going
to a friend's place in the country)
Does it cost a lot to get chopper rating after you have PSEL?
How do you transport a small chopper for long distance (like from West Coast
back to central US)? 
How is the maintenance cost?  More than a Cessna 152/172? 
How does wind, rain, and snow affect the performance?  Especially big wind. 
If rain is bad for the rotor, do you need a hanger for parking? 
Does chopper regular (car), avgas, or jet fuel? 
Chopper mechanics hard to find?  Expensive? 
Newsgroups: rec.aviation
From: doshay@ursa.arc.nasa.gov (David Doshay)
Subject: Reflections on Airport day at Reid Hillview
Organization: NASA-Ames Biocomputation Center
Date: Tue, 29 Sep 1992 20:24:19 GMT

Thanks much to Geoff Peck for the Safety Seminar and his talk on Mountian
Flying. Indeed an inspiring video of Al Haynes on the "flight" (controlled
plumet) of the UAL flight into Souix Falls.

I had a fine time, and really came out great on the raffle: my $10 purchace of
12 tickets got me 1/2 hour in a 172 with Vern Miller, 1/2 hour in a J3 cub,
and 1/2 hour in a Citabria ... that's right, 3 winning tickets. Maybe I should
have been out buying Lottery tickets that day instead of hanging around an
airport.

The only problem is that I already have a 172 of my own, so there is not much
thrill going up in somebody else's plane, other than just meeting another 
local pilot. So I turned them all back in ... but wouldn't you know that the
winner of $100 off on an annual inspection did not have an airplane, and had
turned it back in. So ... lucky me, I got it!! The volunteer at the booth
kept smiling strangely as I kept turning in all the free rides, and when I
turned in the ride in the Citabria, he took it and said "Well, I really wanted
this one, so How about I just keep it?" After his being in the booth all day
I had no objection, so I hope he had fun.  I really wanted to win the 15 gals
of fuel, but the guy that owned the Citabria won that.

David		doshay@soma.arc.nasa.gov
                2838Q @ RHV

The thought police insist I tell you:
my thoughts, not NASA's
Newsgroups: rec.aviation
From: system@gnd1.wtp.contel.com (Marty Anilane)
Subject: 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: Wed, 30 Sep 1992 19:14:06 GMT

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.

If you have any questions, comments or suggestions about GTE CONTEL DUAT
service, please e-mail them to me.

----------------
 Marty Anilane, GTE Contel Federal Systems, P.O. Box 10814, Chantilly VA. 22021
 Internet: "system@gnd1.wtp.contel.com"    (703) 818-4413
----------------
From: jim@alvis.css.gov (Jim Wang)
Newsgroups: rec.aviation
Subject: Telex 2000E headset for sale
Date: 27 Sep 92 05:58:00 GMT
Reply-To: jim@alvis.css.gov (Jim Wang)
Organization: Science Applications Int'l Corp./Geophysics Div.

New and unused in box with warranty cards and documentation,
Telex 2000E headset.  $190/obo, includes UPS.

Jim Wang
jim@esosun.css.gov
From: jac@mentor.cc.purdue.edu (John Clear)
Newsgroups: rec.aviation
Subject: Re: gear-down check
Keywords: gear-down, FAA
Date: 27 Sep 92 15:47:00 GMT
Organization: Purdue University Computing Center

>In article <2179@usna.NAVY.MIL> dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
>>Summer before last when flying in Canada I noticed that at
>>controlled fields the tower always asked `Confirm gear down'
>>before/when issuing a clearance to land.
>
>>"I had our Policy Department investigate into the "gear-down"
>>ATC check.
>>Apparently, it is not done due to ........  guess what....LIABILITY!
>>(the caps are hers) It has, however, been done at various ATC
>>facilities with mixed results."

	Instead of having ATC ask gear down, a CFI used to know had a different
way of going about it.  His insurance company requires he say 'three in the 
green' when accepting the landing clearance, so that it is on the tape in case
anything happens.  The pilot is the one responsible for the plane, not ATC.

John

-- 
John A Clear -- jac@mentor.cc.purdue.edu, clearja@sage.cc.purdue.edu
PP-ASEL   C/LTC, CAP-NYW                                 
"When you think how well basic appliances work, it is hard to believe 
anyone ever gets on an airplane" -- Calvin and Hobbes
Newsgroups: rec.aviation