HDTenEightyP/NetNews huggingface dataset:
From: khubbard@ems.cdc.com (Kelvin Hubbard)
Newsgroups: rec.aviation.misc
Subject: Re: DUAT access from internet
Date: 17 Nov 92 18:51:38 GMT
Reply-To: khubbard@ems.cdc.com
Distribution: na
Organization: Empros Systems International, a division of CDC

In article <1992Nov16.191818.4532@src4src.linet.org>, stevem@src4src.linet.org (Steve Millendorf) writes:
|> 
|> Yes, if you have ftp...
|> 
|> I think there are two addresses, one for pilots, one for non-pilots.  I can't remember 
|> which is which though...
|> 
|> duats.contel.com
   duats.contel.com is for non-pilots

|> duat.contel.com
   duat.contel.com is for pilots

The other day when I accessed it, I had some trouble getting it to work
properly.  It may be a keyboard mapping problem, since I am using a PC
to interface to our RS6000 network, and then ftp(ing) from the network
to the duat.

Let us know how it works for you.

|> Good luck,
|> Steve
|> 
|> P.S.  You can't download maps over the 
|> internet. 

-- 
==========================================================================
Kelvin R. Hubbard                           email: khubbard@ems.cdc.com
Active Software, Inc.           
C/O Empros Systems International            Phone: (612) 553-4560
2300 Berkshire Lane North                     FAX: (612) 553-4018
Plymouth, Minnesota  55441-3694 USA      Mailstop: PLY013

                        In search of the Big Iron.
==========================================================================
From: conover@nuchat.sccsi.com (Mark Allen Conover)
Newsgroups: rec.aviation.misc
Subject: Museums in Los Angeles
Date: 18 Nov 92 15:33:17 GMT
Article-I.D.: nuchat.1992Nov18.153317.12738
Organization: South Coast Computing Services, Inc.

Looks like I will be in Los Angeles for a couple of days later this week.
Are there any good aviation museums?  

Mark Conover //conover@nuchat.sccsi.com
Newsgroups: rec.aviation.misc
From: robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD))
Subject: Re: HangAr, durnit, HANGAR!!
Keywords: Stearman
Organization: Univ. of MD, Baltimore County
Date: Thu, 19 Nov 1992 05:58:30 GMT

In article <1992Nov18.213047.14563@ringer.cs.utsa.edu> thughes@lonestar.utsa.edu (Toby . Hughes) writes:
>In article <1992Nov18.210910.13424@umbc3.umbc.edu> robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD)) writes:
>
>You are write, bill, I'm sure the Right Brothers meant it be 'hangar.'

Actually, there was a British movement against the use of "hangar" back before
WWI -- they proposed that it be called a "shed."


>BTW, is a brother one who broths?  :)

Only if he is in a brothel.  ;)



Newsgroups: rec.aviation.misc
From: wd@cs.tu-berlin.de (Wolfgang Diestelkamp)
Subject: Re: FAA Flight Standards Newsletter "Examiners Update", V4N4
Organization: Technical University of Berlin, Germany
Date: Mon, 23 Nov 1992 11:05:54 GMT

In article <jcmorris.722457637@mwunix> jcmorris@mwunix.mitre.org (Joe Morris) writes:

[ ... ]

> 
> U.S. Pilot Certificate Issued on the Basis of a Foreign Pilot License

[ ... ]

> A foreign pilot may be issued a U.S. instrument rating by passing the
> knowledge test specified by FAR Section 61.75(e).  This test is designated
> the Instrument Rating - Foreign Pilot (IFP).  A practical test is *not*
> required; therefore, the notation (U.S. TEST PASSED) *is not placed* on

Sorry, I have no FAR's over here, so could someone tell me what this IFP-test
is like ?
-- 
Wolfgang Diestelkamp
wd@cs.tu-berlin.de
wolfgang@first.gmd.de
From: gbb@bnr.co.uk (Geoff Brown)
Newsgroups: rec.aviation.misc
Subject: Re: Exceed Vne or max G's first?
Date: 17 Nov 1992 16:14:52 GMT
Organization: BNR Europe Ltd., London Road, Harlow, Essex, UK
NNTP-Posting-Host: 47.100.64.6

Lars-Henrik Eriksson >
One of the factors determining Vne is that the airframe must be able to
take a certain amount of turbulence (measured as change in vertical wind
speed) without being overstressed.

davehyde@tecnet1.jcte.jcs.mil >
Didn't know that.  I thought that's what maneuvering speed (or pentration
speed, or Vgust, or something like that) was.


Vgust is the speed at which the loading which causes the wing to stall is
the same as the maximum loading.  ie it is impossible to overstress the
aircraft.

	Geoff Brown	E-mail: G.B.D.Brown@bnr.co.uk
			BNR Europe Ltd., London Road, Harlow, Essex
"When you make an airplane that any idiot can fly, they will." - anon
Newsgroups: rec.aviation.misc
From: dinsdale@berlioz.nsc.com (Steve McRobert)
Subject: Re: Porterfield?
Summary: There's one at Byron CA
Organization: National Semiconductor Corporation, Santa Clara
Date: Tue, 17 Nov 1992 19:47:35 GMT

In article <1992Nov12.181628.15802@news2.cis.umn.edu> rjg@umnstat.stat.umn.edu (Robert J. Granvin) writes:
>Does anyone know anything about aircraft built by "Porterfield?"  (I admit
>to having never heard of one).  Apparently in business at least in 1942
>building Liaison birds for the USAAF (L-6?).
>
>-- 
>Robert J. Granvin                                       School of Statistics
>rjg@stat.umn.edu                                     University of Minnesota
Well I know little about it, but someone keeps one at byron california &
flies it regularly.  Loks at bit like a taylorcraft L-2

-- 
Steve Mc Robert (a.k.a. Dinsdale Piranha) PP ASEL, Glider, Tow Pilot
Organisation: National Semiconductor. Aircraft: DG300 GJ
Want to soar?  Call the Ames soaring club 510 516 1745 at Byron airport
From: dalbert@jade.tufts.edu (David L. Albert)
Newsgroups: rec.aviation.misc
Subject: Places to fly in MA area.
Summary: Does anybody know of good places to fly in MA?
Date: 17 Nov 92 22:03:03 GMT
Distribution: rec.aviation.misc
Organization: Tufts University - Medford, MA


Greetings all,

  I am interested in finding any interesting places to fly in the Boston/MA
area (~100NM).  Good places to eat (walking distance), great sights, etc.

Thanks in advance.

Dave

DALBERT1@PEARL.TUFTS.EDU
dave@SETI.JPL.NASA.GOV
From: ron@topaz.bds.com (Ron Natalie)
Newsgroups: rec.aviation.misc
Subject: Re: logging solo and ground t
Date: 16 Nov 1992 23:45:47 GMT
Organization: BDS Systems
Distribution: usa
NNTP-Posting-Host: topaz.bds.com

But if the instructor also holds Ground Instructor certificate than he can do
ground as part of ground and I don't think the part on ground instructors requires logging the time in either the instructors or the students log book.

-Ron
Newsgroups: rec.aviation.misc
From: facemire@Software.ORG (Jeffrey Facemire)
Subject: Re: GA in the news
Reply-To: facemire@Software.ORG
Organization: Software Productivity Consortium, Herndon, Virginia
Date: Thu, 19 Nov 1992 13:58:48 GMT

In article 11831@odin.corp.sgi.com, amazon@annexia.esd.sgi.com (Stormwind) writes:
> so now we get to the question: where do we take
> it from here?  we know that a GA aircraft was 
> used.  this is what we want to play up.  we *don't*,
> however, want to encourage people to try this kind
> of stuff on their own, just point out one of many
> overlooked uses of light aircraft.  some ideas 
> that sprang to mind:
> 
> 1)  call the newspaper and get a longer article
> done up on the pilots of the aircraft, why they
> do this kind of thing, how often they do it, what
> other uses do they have for GA aircraft that serve
> the public, that sort of thing.
> 
> 2)  call one of the local news stations, point
> this section of the article out to them and get the
> news station to do an interview with the pilots 
> focusing on the GA aspect of the their jobs.
> 
> 3)  organize a letter campaign and send out letters
> to all the residents in the area (perhaps a limited
> area, like the woodside and portola valley area
> itself, which had a lot of people worried for their
> homes) emphasizing the role that GA aircraft played
> in saving their expensive homes.  
> 
> comments?  suggestions?  is this worth pursuing?
> 
> 			stormwind
> 
> 			hell's amazon

Yea, sounds worth pursuing to me.  I'd combine 1 and 3.
I can see a feature article entitled something like "GA
Helps Save California Homes", where both the pilots
are detailed (a la 1 above) and the elated Woodside or
Portola Valley residents are interviewed to get their
words about how happy that GA helped to save them.

Just a thought...

Jeff Facemire
"I'd sure rather fly for a living!"



Newsgroups: rec.aviation.misc
From: amazon@annexia.esd.sgi.com (Stormwind)
Subject: Searching for plastic model
Organization: X Industries, Heavy Weapons R&D
Distribution: usa
Date: Wed, 18 Nov 1992 16:56:56 GMT

i'm hoping maybe some of the netters may
be able to help me with this one.

i'd dearly love to get my hot little paws
on a plastic model of the Beech Staggerwing
D17S.  last night i stumbled across a reference
to a company that sells one...but the reference
was four years old, and when i called information
this morning, they have no listing for the 
company in that city.

the company was called:
staggerwing unlimited
19 Immelman Street
Hampshire, Illinois

and they sold a 1/32 scale plastic kit, as well
as two flying models.

do any of you illinois residents know if they
went out of business, or if they simply moved?

has anyone else seen a plastic or flying model
of the Staggerwing and has a place or person i
could contact?

			stormwind
	
			hell's amazon
Newsgroups: rec.aviation.misc
From: tel@cbnews.cb.att.com (thomas.e.lester)
Subject: Re: Taildragger Tail Low Takeoffs
Organization: AT&T
Distribution: na
Date: Mon, 23 Nov 1992 17:39:04 GMT

	Thanks for the confirmation and clarification.

In article <1992Nov23.150216.11176@cbnewsi.cb.att.com> pilla@cbnewsi.cb.att.com (michael.a.pilla) writes:
!>In article <1992Nov20.163110.3469@cbnews.cb.att.com> tel@cbnews.cb.att.com (thomas.e.lester) writes:
!>>	Well........   I guess it may depend on runway and aircraft.
!>>	I suppose a high powered thing like a Pitts or Eagle could do this.
!>>	I learned in a champ.  If you held the tail down in grass
NOTE->							^^^^^
!>>	you could taxi all day and not reach flying speed.  
!>
!>Depends upon the length of the grass.  I have quite a few hours
!>in 65hp Champs, off grass, and use the soft/short (combined)
!>technique.  I.e., I treat the grass as a "soft" field and keep
!>the tail low, but not touching.  I've had no problems getting
		^^^^^^^^^^^^^^
I missed  that minor critical point.  I would agree here.

!>off grass using the short/soft technique.  Some grass strips are
!>well kept, then the Champs works find with tail-down short technique.
!>Lots of "dandelion drag" and you might not get off the ground at
!>all in a 65hp Champ. :-)

	Yes, this is what I also was saying.


-- 
	-----------------------------------------------------------------
	Tom Lester				att!cblph!tel
	Sonerai IIL (under TEST)		(614) 860-3259
	N4LX 					(614) 927-8106
Newsgroups: rec.aviation.misc
From: girling@cs.sfu.ca (Doug Girling)
Subject: RE: "flying saucer" A/C
Organization: CSS, Simon Fraser University, Burnaby, B.C., Canada
Date: Thu, 19 Nov 1992 18:25:20 GMT


Some days back, someone was asking if there were any aircraft designed to
work like a frisbee, with a rotating upper surface and a stationary lower
surface (sorry, I lost the original article).  What followed on the thread
were various technical reasons why this wasn't such a hot idea.  However,
I'd like to add my half-nybble to the fray from a historical POV.

1. There was such a design proposed in one of the North American Pop.
Science/Pop. Mechanics magazines in the early 1970's (I know where I was
when I saw it, but not exactly when, so it would be in the range of summer
1970 through summer 1974 -- probably 72/73).  No idea if it was ever built
or even got past the "gee wiz" stage.


2. "Couzinet's Saucer" (Royal Air Force Flying Review, Oct. 1955. pp23f).
This is a concept similar to what the original poster described.  It looks
like 2 shallow saucers joined at their rims (like a convex-convex lens).
The center part, containing the engines, crew, etc does not rotate, while
the outer parts of both top and bottom saucer rotate in opposite directions
to cancel the torque.  While frisbee-esque, there's no net lift because the
saucer on the top cancels the one on the bottom.  However, each saucer is
rimmed with 48 turbine-vane like wings which do provide the lift.  Couzinet
made a 3/5 scale working prototype using 2 Lycoming engines to rotate the
shells, and a small turbomeca jet slung underneath to provide forward
thrust.  I've no idea if it ever flew, but the photos certainly show it
spinning.

At the risk of getting flamed, I can't help but wonder at this example of
French engineering aesthetics.  With 96 vanes spinning around the periphery
of the craft at a few hundred FPM, taxiing accidents with the Dice-a-matic
(er, "Aerodyne") would be, shall we say, "spectacular".


We now return you to your regular programming...
Doug
-- 
------------------------------------------------------------------------------
Doug Girling, Lab Engineer	  Voice: (604)291-4428
(par escargot):			  FAX:   (604)291-4951
  School of Engineering Science	  
Newsgroups: rec.aviation.misc
From: pilla@cbnewsi.cb.att.com (michael.a.pilla)
Subject: Re: Taildragger Tail Low Takeoffs
Organization: AT&T
Date: Thu, 19 Nov 1992 21:54:05 GMT

In article <1992Nov19.160934.24091@cbnews.cb.att.com> tel@cbnews.cb.att.com (thomas.e.lester) writes:
> I was never taught keep the tail down for short field.  This seems
> counter intuitive given the increased drag of the tail wheel
> and high AOA in this configuration. In fact I was taught quite
> the opposite.  Hold brakes at very edge of runway, get full rpm,
> release, get the tail up ASAP for short field.

Hmmmm.  I was taught (and teach):
	normal	tail-up for visibility unless rudder
		ineffectiveness precludes this maneuver as mentioned.

	short	brakes, full-power, tail-down and rotate asap, pitch
		forward to accellerate in ground-effect until close
		to best angle of climb speed, then pitch up to
		maintain best angle until clear of obstacle, finally,
		pitch forward to best rate of climb, ...  If
		flaps are available, then POH, ...

	soft	tail held slightly up to reduce drag of usually smaller
		tail-wheel, then "feel" for rotation at minimum
		speed as in short field technique above, ...


Mike Pilla
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.misc
Subject: Re: logging solo and grou
Date: 19 Nov 92 17:16:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

BF> .If continuing for a commercial...61.125 says, "...must have logged ground
  > .instruction from an authorized instructor, or...".

Agreed.  But how likely is it that an APP seminar is going to cover the
material required under 61.125, and in a form targeted at meeting those
requirements.  Thus, I say again, why??  I personally haven't attended
any APP seminars that I'd consider as appropriate to be logged as ground
instruction time for _any_ rating.  (And I attend a large number of
them, given by one of the best APPMs around!!)

BF> .BTW  61.189 says "...flight instructor SHALL sign the logbook of each
  > .person...FLIGHT or GROUND instruction...".  This means NO DECISION, it mus
  > .be done!

However 61.51 isn't so unambiguous about logging gnd instruction time.
One could argue that 61.51(b) doesn't require the logging of GI time at
all.  61.51(c)(5) says that all time logged as GI must be signed by the
instructor, but (b) doesn't require logging that time at all!  Based on
that, I'd say that 61.189 means that the instructor must sign the book,
IF the "student" logs that time.

        D/

 * OLX 2.2 * Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
                                                                                               
Newsgroups: rec.aviation.misc
From: tel@cbnews.cb.att.com (thomas.e.lester)
Subject: Re: Taildragger Tail Low Takeoffs
Organization: AT&T
Date: Thu, 19 Nov 1992 16:09:34 GMT

In article <Bxy2L9.Cor@usenet.ucs.indiana.edu> petri@venus.iucf.indiana.edu writes:
>     I watched First Flights with Neal Armstrong this evening and
>noticed something peculiar. Steve Hinton flew a P47 Thunderbolt and
>another pilot demonstrated a P51 Mustang. They were both flying
>from the Planes of Fame Museum at Chino, CA. Now what I found strange
>was that they both choose to take off without raising the tails of their
>aircraft during the run--they just flew them off the ground tail down.
>I was taught to do this in a taildragger if making a short field takeoff
>but otherwise always raise my tail as soon as possible to be able to see
>where I am going. Any ideas why they did this? 
>

	Well, I don't know about P51 or P47s but I know about my Sonerai.
	The rudder is not really affective at low speed.  So i have
	to keep the tail down until just about at takeoff speed.
	The transition from tail down to tail up is somewhat touchy
	because of the engine torque and short coupling. So as soon
	as the tail lifts, you have to put in rudder to compensate for 
	torque.  Do this too soon, you end up turning off the runway. 
	You can just keep the tail down and avoid all the hassle.

	The main reason for bringing the tail up is too reduce drag
	and help build up speed (especially on sod).  If you don't 
	need the lower drag, keep the tail down.

	I was never taught keep the tail down for short field.  This seems
	counter intuitive given the increased drag of the tail wheel
	and high AOA in this configuration. In fact I was taught quite
	the opposite.  Hold brakes at very edge of runway, get full rpm,
	release, get the tail up ASAP for short field.
-- 
	-----------------------------------------------------------------
	Tom Lester				att!cblph!tel
	Sonerai IIL (under TEST)		(614) 860-3259
	N4LX 					(614) 927-8106
Newsgroups: rec.aviation.misc
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: Places to fly in MA area.
Organization: National Library of Medicine
Distribution: rec.aviation.misc
Date: Thu, 19 Nov 92 18:44:27 GMT

In article <1992Nov17.220303.16997@news.tufts.edu> dalbert@jade.tufts.edu (David L. Albert) writes:
>
>  I am interested in finding any interesting places to fly in the Boston/MA
>area (~100NM).  Good places to eat (walking distance), great sights, etc.
>
There are a lot.  A small sampling:
Plymouth MA - nice, low key airport eatery with great second story view of
              operations, which on weekends can be a mini-OSH (first place
              I ever saw a Grumman turboprop Goose conversion); gliders
              land parallel to the powered planes.
Nantucket MA - a mile or so to town, but the shoulders of the roads are
              fine for hoofing it.
Martha's Vineyard - greasy spoon on the airport, better bring a bike to
              get to Edgartown or Oak Bluffs, but there are great bike
              paths along most interior roads on the Vineyard.
Provincetown, MA - again, a bike converts a long walk into town into
              a short ride.  But great sights along the beach and parkland
              surrounding the airport.
Tanner-Hiller Airport, Barre Plains MA - good restaurant on the field, 
              cheap pump-it-yourself gas including mogas, lots of 
              unusual local and transient aircraft.
...and stretching it, just to get out of Massachusetts, how about
Bar Harbor, Maine - a couple of fresh seafood places just off the airport
              property, and the ride up the craggy coast of Maine is
              worth the price of admission.  Wait a few months and
              Kennebunkport won't be a prohibited area any more :-).

Dan Masys
masys@nlm.nih.gov


Newsgroups: rec.aviation.misc
From: dlevy@viper.engin.umich.edu (David W Levy)
Subject: Re: Exceed Vne or max G's first?
Date: Wed, 18 Nov 92 09:17:15 EST
Organization: University of Michigan Aerospace Engineering, Ann Arbor, MI
Originator: dlevy@viper.engin.umich.edu


In article <1eb5psINNn30@bHARs12c.bnr.co.uk>, gbb@bnr.co.uk (Geoff Brown) writes:
> Lars-Henrik Eriksson >
> One of the factors determining Vne is that the airframe must be able to
> take a certain amount of turbulence (measured as change in vertical wind
> speed) without being overstressed.
> 
> davehyde@tecnet1.jcte.jcs.mil >
> Didn't know that.  I thought that's what maneuvering speed (or pentration
> speed, or Vgust, or something like that) was.
> 
> 
> Vgust is the speed at which the loading which causes the wing to stall is
> the same as the maximum loading.  ie it is impossible to overstress the
> aircraft.
> 
All aircraft must be designed to withstand loads due to gusts up to certain
speeds.  For example, below 20,000 feet altitude, the airplane must withstand
a gust of 50 ft/sec up to the "structural cruising speed," which is at the
top of the green arc on the airspeed indicator.  A gust of 25 ft/sec
is used up to VD.
Newsgroups: rec.aviation.misc
From: tel@cbnews.cb.att.com (thomas.e.lester)
Subject: Re: Taildragger Tail Low Takeoffs
Organization: AT&T
Date: Fri, 20 Nov 1992 16:31:10 GMT

In article <1992Nov19.215405.20176@cbnewsi.cb.att.com> pilla@cbnewsi.cb.att.com (michael.a.pilla) writes:
>In article <1992Nov19.160934.24091@cbnews.cb.att.com> tel@cbnews.cb.att.com (thomas.e.lester) writes:
>> I was never taught keep the tail down for short field.  This seems
>> counter intuitive given the increased drag of the tail wheel
>> and high AOA in this configuration. In fact I was taught quite
>> the opposite.  Hold brakes at very edge of runway, get full rpm,
>> release, get the tail up ASAP for short field.
>
>Hmmmm.  I was taught (and teach):
>	normal	tail-up for visibility unless rudder
>		ineffectiveness precludes this maneuver as mentioned.
>
>	short	brakes, full-power, tail-down and rotate asap, pitch
>		forward to accellerate in ground-effect until close
>		to best angle of climb speed, then pitch up to
>		maintain best angle until clear of obstacle, finally,
>		pitch forward to best rate of climb, ...  If
>		flaps are available, then POH, ...
>
	Well........   I guess it may depend on runway and aircraft.
	I suppose a high powered thing like a Pitts or Eagle could do this.
	I learned in a champ.  If you held the tail down in grass
	you could taxi all day and not reach flying speed.  

-- 
	-----------------------------------------------------------------
	Tom Lester				att!cblph!tel
	Sonerai IIL (under TEST)		(614) 860-3259
	N4LX 					(614) 927-8106
From: jle@fc.hp.com
 (Jer/ Eberhard)
Newsgroups: rec.aviation.misc
Subject: Re: Night Search
Date: 17 Nov 92 16:23:30 GMT
Article-I.D.: fc.BxvC77.L1w
Organization: Hewlett-Packard Workstation Kernel, Ft. Collins, CO
X-Newsreader: TIN [version 1.1.1 PL6]

> >For those with two radios, consider monitoring 121.5 while enroute.

> I've been doing the same.  However, I get mixed results when reporting
> an ELT transmission. 

Yes, please monitor and report hearing ELTs.  Often, our first
indication of an overdue aircraft is the report of an ELT being heard.

Please give a position report,
adding "ELT heard xxx minutes after the hour."

--
Jer/ (Slash) Eberhard, jle@fc.hp.com, Jer_Eberhard@fc.hp.com
Hewlett-Packard UDL, 3404 East Harmony Road MS-99, Ft Collins, CO  80525-9599
Phone 303 229-2861, FAX 303 229-2838, 1UP10, Incoming 40 44.1N+105 33.0W
Civil Air Patrol, Pikes Peak 218, MSN Check Pilot, CFI Airplane & Glider, N0FZD
Newsgroups: rec.aviation.misc