HDTenEightyP/NetNews huggingface dataset:
From: hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488)
Newsgroups: rec.aviation
Subject: Re: Soaring in South Carolina
Date: 14 Aug 92 14:09:09 GMT
Organization: NCR E&M Columbia SC.

In article <1992Aug12.114147.3505@seq.uncwil.edu> cosper@seq.uncwil.edu (Kit Cosper) writes:
>
>...	closer to Clemson has an idea?
>
	Kit, You're not from around here are you? :-) Clemson? Idea?
Sorry. I couldn't resist. Living in the backyard of the fighting Gamecocks
has an effect on you. The operation at Chester is first rate. I've been
there for an intro flight and I have friends who fly out of Chester. The
only other soaring I know of is a small club in Aiken. 
	The soaring is very good here. Mountain wave and in the summer
enough thermal activity to get a beer truck off the ground if it has stubby
wings. :-)

Ed


-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)    
	"If you can get your finger off the execute button before the job is done,
the machine is too slow." -- From: the 'Hutton Speed Criterion' :-)
Newsgroups: rec.aviation
From: carruth@mksol.dseg.ti.com (matthew carruth)
Subject: DME Questions
Organization: internet
Date: Mon, 17 Aug 1992 18:30:24 GMT

It is possible to id DME the same way a VOR or NDB can be handled.  I have
several questions about this:

1) Why is it almost never done?

2) Is the ID on the same carrier as the VOR signal?

3) Is the ID the same as the VOR signal, but at different rate?

4) Is the lack of indication on a DME display a valid indication of
   an unreliable signal and vice versa?

-Matt Carruth

Keywords: 


-- 
-------------------------------------------------------------------------------
My views are my own and do not reflect those of my employeers....
Newsgroups: rec.aviation
From: brent@telebit.com (Brent Chapman)
Subject: Re: Flight Bags
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Wed, 12 Aug 1992 16:38:11 GMT

dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin)  writes:

>I should point out that I'm definitely a finalist in the "World's
>heaviest flight bag" contest.

Well, let me put it this way...  I'm a big guy, and most of the folks
I fly with have trouble even _lifting_ my flight bag...  Heck, _I_ often
have trouble lifting my flight bag unless I crouch down, slip the strap
over my shoulder, and put my knees into the lifting...

Let's see, from memory...  Two headsets, intercom, Jepp's Western
coverage (two binders), Pilot's Guide to California Airports, FAR/AIM,
A/FD, C-172 POH, C-182 POH, hood, no-peeks, ICOM A-21 handheld, 4
flashlights, 20 AA batteries, 10 AAA batteries, 6 9v batteries,
sunglasses case, overnight kit (clean shirt, T-shirt, underwear, socks,
and toiletries), bare-minimum survival kit, space blanket, flares,
5 current sectionals (San Francisco, Klamath Falls, Los Angeles, Las Vegas,
and Phoenix), 5 current TCA charts (San Francisco, Los Angeles, Las Vegas,
San Diego, and Phoenix), clipboard, notebook/kneeboard, stopwatch,
approach plate clip for yoke, medicine (Sudafed, Seldane, Advil, and
Dramamine), air-sick bags, an assortment of pens and highlighters, plotter,
post-it notes, HP-15 calculator, E-6B calculator...  What have I forgotten?

Yes, it's a lot of stuff to carry.  There are reasons, though.  I rent,
and everything I'd want during a flight in a rental is in that bag.
The overnight kit is in there in case I get stuck out somewhere by
weather or mechanical problems.

All the current Jepp and NOS charts (rather than just the local ones)
are there so I can launch on short notice for CAP missions, without
having to hunt for charts; it takes 5 sectionals to cover all of
California.

The whole thing weighs about 30 pounds.  Actually, that's kind of
useful:  30 pounds is just about what I need in the back seat in order
to move the CG in a 182 back past the forward edge of the CG envelope
if it's just me and a passenger, and we're near max gross.


-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: doug@seas.smu.edu (Doug Davis)
Subject: Re: Stupid Pilot Horror Story -- What I did
Organization: SMU School Of Engineering and Applied Science
Date: Mon, 17 Aug 1992 22:29:20 GMT

In article <9208172005.AA13452@ucbvax.Berkeley.EDU> PJERN@CHGVMIC1.VNET.IBM.COM writes:
>He did *NOT* ask me my name or for any other kind of identification.

Given the state of the art in 800 number service they 
could have logged the phone number from where you called.   

From that they can obtain the billing address and the location of 
said phone..

Nice huh? :-(

doug
--
SEAS Computer Operations                                   doug@seas.smu.edu
Caruth Hall -- Southern Methodist University                    214-692-3066
3145 Dyer Street  #116                                              PPSEL-IA
Dallas Texas 75235
"Bite me its fun!" -- Crow
From: netnews@leadsv.UUCP (Leads Network News)
Newsgroups: rec.aviation
Subject: Re: "remain clear of the ARSA..."
Keywords: n
Date: 19 Aug 92 16:36:07 GMT
Organization: LMSC, Sunnyvale

>complains about a _potential_ difficulty when departing Van Nuys, which is
>underneath the lip of the Burbank ARSA.  Several pilots who actually fly out
>of Van Nuys have since responded "not a problem -- here's what to do".
From: claude@leadse9.UUCP (Claude Goldsmith)
>In article <170@simsol.UUCP> jimm@simsol.UUCP (Jim Morris) writes:
> Just so you will know that it is not only VFR traffic that gets picked
> on in the LA basin, consider this:  I have departed Long Beach IFR,
> northbound, twice in the last couple of years. The clearance was the
> same each time. It sent me about 15 miles east, then fifteen miles
> north, then fifteen miles back to the west before I could finally
> proceed north to Lake Hughes.

>In article <1992Aug13.234221.16412@peck.com> geoff@peck.com (Geoff Peck) writes:
[Aargh.  This is turning into The ARSA Thread From H***.]
>This is one of the reasons I prefer to NOT file IFR.  ATC vectors you way
>out of the way of their traffic, which allows them flexibility in routing
>airliners ($$$) and makes it easy to keep sufficient separation between
>aircraft.

The same sort of problem exists when departing IFR to Los Angeles from
Hayward (HWD), CA.  ATC routinely routes aircraft via Manteca, a
diversion of 50 miles to the east, before clearing them on-course to
their LA area airport destination.  In addition to delays caused by
the circuitous routing, there are usually extensive pre-departure
holds on the ground.  Approaches to Oakland's runway 29 over-fly the
Hayward traffic pattern.  Bay approach requires IFR departure traffic
to hold on the ground at Hayward until Oakland's inbounds are all out
of the way.

Like Geoff, I don't file for an IFR (Bay Area) departure unless the
weather conditions warrant it.  If I want or need to go into an LA
area airport IFR, I'll usually plan on picking up an IFR clearance
(pre-filed before departure) en-route.  

Claude Goldsmith, CFII <claude@sunfse.ese.lmsc.lockheed.com>
 twisted-pair (408) 742-7514	      | Opinions expressed are not 
 on the air - WB6UOO                  | necessarily those of my 
 through the air - Mooney N6416U      | employer.
From: schinner@vcd.hp.com (Jim Schinnerer)
Newsgroups: rec.aviation
Subject: Re: Dumb IFR question (Radio Out while Off Route)
Date: 20 Aug 92 17:44:00 GMT
Organization: Hewlett-Packard VCD
X-Newsreader: Tin 1.1 PL5

Skip Guild (skip@mitre.org) wrote:
: ---(airways)---------X-------------------Y----------Destination
:                     /                   /
: -------Z -----------                   /
:         \                             /
:           -------------Q--------------
: 
: For example, if my filed (or amended) route was ...Z-Q-Y-Destination 
: and my clearance limit was X:  At EFC I would fly X-Y-Destination and 
: not X-Z-Q-Y-Destination.  Comments?

Ok, I'll take a shot at it.   My feeling-guess-hope is that given your
routing of Z-Q-Y, you would not be allowed to receive X as a clearance
limit.  I mean, you're not even supposed to go there in the first place.
If the controller wanted you to go there, he/she would have to give you
another routing:

"Mooney 350X cleared to Z direct X.  If lost comm, proceed direct Y direct
destination" or such.

Just another thing that makes single pilot, hard IFR just that much more
challenging than it already is...

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
From: merlyn@romulus.reed.edu (Randal L. Schwartz)
Newsgroups: rec.aviation
Subject: Re: Encore for mpucket
Date: 22 Aug 92 16:26:17 GMT
Article-I.D.: romulus.MERLYN.92Aug22092612
Organization: Reed College

In article <2051@usna.NAVY.MIL> dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
   Oh, yeah, I just got back from BUF where I climbed to 9000 feet
   in the Bonanza WITH THE GEAR DOWN! That's what 25+ hours in
   a straight legged 182 will do to you. Must be getting old, I'll
   even be a `senior citizen' in a couple of weeks--junior style
   but still.

Hmm.  Having the gear down when it shouldn't have been... can I trade you?

:-)

Randal L. Schwartz, PP-ASEL-IA, 260+ hours and nearly solvent again... :-)
--
Randal L. Schwartz / Stonehenge Consulting Services (503)777-0095
merlyn@reed.edu (guest account) merlyn@ora.com (better for permanent record)
cute quote: "Welcome to Portland, Oregon -- home of the California Raisins!"
Newsgroups: rec.aviation
From: lmiller@aero.org (Lawrence H. Miller)
Subject: Re: Heard on the air (was: "remain clear of the ARSA...")
Organization: The Aerospace Corporation, El Segundo, CA
Date: Thu, 13 Aug 1992 22:37:15 GMT

>In article <1992Aug12.142620.3193@ducvax.auburn.edu> dmcleod@ducvax.auburn.edu writes:
>>>
>>>UAL:  "Coast Approach, this is United, ahhh, United, ummmm...just a
>>>       sec.  Coast, this is United, lessee, United, ahhh, United 634,
>>>       2300 for one-three-thousand."
>>>
>It's been a few years since I saw the cockpit of an airliner but I have
>seen several that had a large dial on the yoke showing the flight number
>in big numbers.  It would seem to make a lot of sense for pilots flying
>a lot of different flights daily.

	On a recent flight with Alitalia from Rome to New York,
	I noticed that the flight engineer's panel for the 747
	had something where the flight number was dialed in.
	Unfortunately the level of English was such that it 
	was not really possible to get an explanation.  My
	assumption was that this was part of the ACARS communication
	system, and not just a mechanical reminder of the 
	flight number.

-- 
Larry Miller		The Aerospace Corporation
lmiller@aero.org	PO Box 92957		
310-336-5597		LA, CA 90009-2957
Newsgroups: rec.aviation
From: rlarsen@bnr.ca (Richard Larsen P220)
Subject: re: silent release
Keywords: glider
Organization: Bell-Northern Research, BNR-RTP
Date: Fri, 14 Aug 1992 18:23:12 GMT

Occasionally the tow pilot doesn't realize when I have done a silent release but they have never charged me for extra altitude.
From: ritter@claude.ma30.bull.com (Roger Ritter)
Newsgroups: rec.aviation
Subject: Re: 5 in a 4 seater (was: Small crash / Chrokee Question)
Date: 21 Aug 92 18:16:15 GMT
Organization: Bull HN Informations Systems Inc.

phil@eecs.nwu.edu (William LeFebvre) writes:

>In article <Aug.20.11.28.48.1992.12490@pilot.njin.net>, ron@pilot.njin.net (Ron Natalie) writes:
>|> The US Far's require each passenger to be in a seat equipped with a
>|> seat belt.  The ambiguity is if whether two children in one seat
>|> sharing the seatbelt meats the letter of the regulation.

>I believe it does not.  I believe the regulation requires individual
>seats and belts.  There is an excpetion, tho:  individuals who "have not
>reached their second birthday" may ride in an adult's lap.

When in doubt, read the FARs :-).  From my 1991 edition (all I have
at work):

91.107(b).  During the takeoff and landing of a U.S.-registered civil
aircraft (except an airship or a free balloon that incorporates a
basket or gondola) each person on board that aircraft must occupy
an approved seat or berth with a safety belt and shoulder harness, if
installed, properly secured about that person.  However, a person who
has not reached the second birthday may be held by an adult who is
occupying an approved seat or berth, and a person on board for the
purpose of engaging in sport parachuting may use the floor of the
aircraft as a seat.

91.205(a)(12) [Required equipment]  Except as to airships, an approved
safety belt with an approved metal-to-metal latching device for each
occupant 2 years of age or older.

I recall seeing an airplane (or a recent flight report on one) which
has only one seat belt for the two-person rear seat.  Is this legal,
depending on when or how the airplane was certified?  It certainly might
be -- 91.205 applies only to aircraft with a standard airworthiness
certificate.

So it looks like one person, one seat, one belt - except as noted.
Now that we've resolved those doubts, it opens one more - do the sport
parachutists who don't have a seat still have to have a safety belt?
91.107 appears to excuse them from a real seat, but not from the belt!


-- 
Roger Ritter N1FZZ (R.Ritter@ma30.bull.com) PP-ASEL, AGI
1946 Luscombe 8A N71983 "Rocky"
Sheep do not so much fly as plummet!        NH CAP: Profile 49
From: ms@hpfcso.FC.HP.COM (Mark Stolz)
Newsgroups: rec.aviation
Subject: Re: Re: Oshkosh VFR arrival closures.
Date: 18 Aug 92 20:48:05 GMT
Organization: Hewlett-Packard, Fort Collins, CO, USA


   Actually we got in AFTER the airport was closed to VFR arrivals because the
parking was full with an IFR clearance in.  Worked great.  No VFR arrivals were
coming, we were cleared by ATC, landed, and were directed to a parking space.

   I guess we just didn't know any better!
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: Encore for mpucket
Keywords: rec.aviation, netiquette, Never Again
Date: 20 Aug 92 03:11:31 GMT
Organization: U. S. Naval Academy

In article <1992Aug19.065305.193@leela.cs.orst.edu> mpucket@jacobs.CS.ORST.EDU (Margaret Puckette) writes:

!...my own "Never Again" story took place late at night, 2 years ago,
!in the clouds, when the engine quit because I RAN OUT OF FUEL!  So I
!was heroic and saved the plane, my life, and my kids...now do you think
!I should share my 'clever' handling of this emergency knowing I'd be
!reamed for the series of stupid decisions leading up to this?  Would
!you expose yourself (like I just did...boy, this is dumb :-< ) ??????

Hi, mpucket,

I want to hear your `Never Again' story so I won't do the same thing.
BTW, read my latest `Never Again' in the long Canadian Trip posting.
I won't do that again.

Oh, yeah, I just got back from BUF where I climbed to 9000 feet
in the Bonanza WITH THE GEAR DOWN! That's what 25+ hours in
a straight legged 182 will do to you. Must be getting old, I'll
even be a `senior citizen' in a couple of weeks--junior style
but still.

Dave Rogers
From: tpickett@auspex.com (Tom Pickett)
Newsgroups: rec.aviation
Subject: Re: stupid things I've done
Keywords: rec.aviation, netiquette, Never Again
Date: 20 Aug 92 14:57:42 GMT
Reply-To: tpickett@auspex.com (Tom Pickett)
Organization: Auspex Systems, Inc.  Engineering


Okay my own stupid thing happened in 1989 -- on a flight
from PAO to Green Bay, WI.  I was absolutely committed to arriving in
Green Bay on time.  I departed Rapid City, SD in an AA-5B and was
forced to land at Sioux Falls to check the weather which was deterioating
fast.  I re-figured my course to fly around all the IFR and remain
VERY marginal VFR.  So I flew airport to airport for 4:26.  Those of
you with Tiger experience know at 75% you have about 4:30 in gas,
but I was at 65% all the way and figured the guages were wrong.

I passed up several opportunities to land and re-fuel.  Landed at
Green Bay with 3 gallons left in the tanks. 

Now I'm dedicated to landing with an hours fuel in the tanks.


Tom Pickett 
tpickett@auspex.com
SHO  GOZE
From: brianh@pongo.West.Sun.COM (Brian Horn)
Newsgroups: rec.aviation
Subject: Re: Where oh where is mpuckett?
Date: 14 Aug 1992 23:21:50 GMT
Organization: Sun Microsystems, Mt. View, Ca.
NNTP-Posting-Host: pongo

In article <1992Aug14.155939.16628@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
>And like margaret, I too am getting pretty sick of it.  No wonder there 
>are so many lurkers out there.  Everyone is AFRAID to say anything for
>fear of being royally toasted by those who think they know better.  There
>is one incident which happened to me which I did not and will not post
>about here, because I quite honestly do not want to put up with the
>negative reaction that some may have to the decisions I made.

	Maybe I shouldn't interject, but...
That last round of flaming about spins was, of course, way out of hand.
As such, you may have noticed that certain people did *not* particiapte
in the "discussion" to any significant degree.  I didn't,  Kerry didn't,
and perhaps most notably Geoff didn't.  This was directly related
to the fact that the discussion quickly became heated, personal and
misguided.  As such there was *no* point in trying to get across
valid, reasoned information as it would be lost in the bickering.
	Perhaps everyone should go back and read Geoff's article about
"netiquette" once more, especially the part about praising in public
and critizing in private.  This is not meant to excluded well reasoned
arguments that are contrary to what was said before, but the sort
of ranting that occured was deplorable.
	I hope Margaret's hurt feelings recover soon and she will
again add her comments to the net.  Most of what she says is interesting
and correct and it would be a shame to lose that.
	BTW, *everyone* has the right to be wrong.  (And I'll bet
that someone will tell me that I am wrong in reference to this
article! :-)
Newsgroups: rec.aviation,sdnet.general
From: bruceh@fps.com (Bruce T. Hill)
Subject: Need Info on Miramar NAS Airshow
Organization: Cray Research Superservers Inc., San Diego CA, USA
Distribution: ca
Date: Wed, 12 Aug 1992 21:14:17 GMT

All today I have been watching the Blue Angels practice outside my office.
Wow!  They have been pretty low (well less than 1000'), fast and loud.

Does anybody have the show schedule for this weekend's airshow?

Anyone have any tips for a first time attendee with two small children?

Saturday vs. Sunday?

Thanks!

-- 
Bruce T. Hill @ Cray Research Superservers, Inc., San Diego, CA, USA
Email: bruceh@cray.com  Phone: (619) 625-3746  FAX: (619) 625-0641
Humorous quotation:  Nobody looks good wearing _brown_lipstick_. --Frank Zappa
From: kzk00@ccc.amdahl.com (Klaus Kraemer)
Newsgroups: rec.aviation
Subject: Re: McCoy Avionics - Instr. Light. Sys.
Keywords: McCoy ILS
Date: 17 Aug 92 16:58:04 GMT
Reply-To: kzk00@JUTS.ccc.amdahl.com (  200  Klaus Kraemer)
Distribution: na
Organization: Amdahl Corporation, Sunnyvale CA

In article <1992Aug14.163444.28354@Cadence.COM> maples@Cadence.COM (Ken Maples) writes:
>Does anyone have any experience with the ILS (Instrument Lighting System) from
>McCoy Avionics in Ohio?  This is a instrument panel overlay that includes 
>embedded lighting.  The ads I have seen look pretty good and my panel 
>certainly needs a facelift but the people at McCoy are unable to provide
>anyone as a reference.  They say the product is still pretty new and they
>never asked any of their customers to be references.  I wonder if I'm going
>to be a guinea pig.   Anyone with experience with the ILS or McCoy?
>
>Ken Maples
>Cadence Design Systems
>San Jose, Ca
>maples@cadence.com


Just a word of caution: Are you sure this is the Real McCoy???
From: landry@solvit.enet.dec.com (Chris Landry)
Newsgroups: rec.aviation
Subject: IEEE insurance
Date: 17 Aug 92 18:21:27 GMT
Organization: Digital Equipment Corporation


	Lost track of the insurance thread . . .

	Someone mentioned the term insurance available through the IEEE
	(Institute for Electrical and Electronic Engineers).  I agree
	that it is excellent and use it myself.  IN fact, it is the
	main reason I joined the IEEE.  The insurance had no exclusions
	at all.  It's cheaper than anything I've seen.  I don't have
	the rates right here but $360K on me (age 36) costs about $200/yr.
	Insurance for spouses is also available.  IEEE membership costs
	about $85/yr.  And . . . you don't even have to be an Electrical
	or Electronic Engineer to take advantage.  They told me recently
	that anyone can become an associate member - same dues, same
	benefits - you just can't vote!  IEEE Membership Services is
	800-678-IEEE.

	chris
From: joea@hpucsft (Joe Algieri)
Newsgroups: rec.aviation
Subject: Re: partial power loss, speed
Date: 12 Aug 92 14:32:20 GMT
Organization: General Systems Division, Cupertino, CA
X-Newsreader: Tin 1.1 PL4


 
Keep in mind that best climb speed will require an INCREASE in drag; increased
lift requires an increase in induced drag.  Best glide speed is the airspeed
at which both induced and parasitic drag combined are at a minimum.
Newsgroups: rec.aviation
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: GLiding instruction
News-Software: VAX/VMS VNEWS 1.41    
Organization: European Organization for Nuclear Research, CERN
Date: Tue, 18 Aug 1992 09:20:00 GMT

LAst weekend, one of our instructors did a normal instructional flight,
until a few feet from the ground.  The pupil, then suddenly pulled out the
air brakes, and let the speed decay.   The instructor tried to put the brakes
back in, but the pupil froze on the controls and the instructor was unable
to over-ride the locked out air brakes.  A very heavy landing ensued, but
neither pilot was hurt, partly through the use of impact absorbing cushions
in both seats.   I wonder if any experienced pilots out there have come
across this before, and if so, what YOU have done or would do to prevent
the same thing occuring again ?  In this case the aircraft is damaged and wil
be U/S for some weeks whilst the undercarriage mountings, and skid mountings
are repaired.
Any offers ?

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
From: wisch@Apple.COM (Ed Wischmeyer)
Newsgroups: rec.aviation
Subject: Re: partial power loss, speed
Summary: Engine power also varies w/ speed, affecting best climb...
Date: 13 Aug 92 19:38:35 GMT
Organization: Apple Computer Inc., Cupertino, CA



Best Climb Speed

There's another factor to be considered into best climb speed, and that is
that thrust often varies with airspeed. Curiously enough, this phenomenon
is best known at the extremes of the aircraft spectrum: jets and fixed pitch
prop airplanes.

In that latter case, the phenomenon that may occur is that the propeller pitch
is so coarse that the engine may not be able to develop much power until the
airspeed is up. For example, on the (still for sale, and in really great
shape, hint, hint, hint) RV-4 ARSA Fighter, takeoff RPM is only about 2000
RPM, and I don't see 2200 RPM until about 120 MPH. To the degree that power
and RPM are correlated, this means that increasing speed means increased
RPM which means increased power. The long and the short of it is that for
fixed pitch prop aircraft, best rate of climb may depend not only upon the
aerodynamics, but also upon the engine installation.

Ed Wischmeyer