HDTenEightyP/NetNews huggingface dataset:
From: jhenderson@pomona.claremont.edu
Subject: exit
Organization: Pomona College
Date: 12 Aug 92 19:45:55 PDT

Hello there,

In light of recent postings about life insurance for pilots, I thought I'd
share my recent findings with the net.

First, some background about myself and my policy.

I got my PP-ASEL last December, have about 75 hours as PIC, and have a
whole life insurance policy with Farmers.

Here's what my agent told me yesterday:

. if you get your policy before you get your license, nothing changes.

. if you get your policy after getting your license, you will have to
  pay $2.50/$1000 coverage/year until you accumulate 100 hours as PIC,
  then if you fly between 200 and 500 hours a year, the surcharge drops
  completely. Less than 200 or more than 500 carries that same $2.50
  as detailed above.

______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
Newsgroups: rec.aviation
From: tel@cbnews.cb.att.com (thomas.e.lester)
Subject: Re: Stupid Pilot Horror Story -- What I did
Organization: AT&T
Date: Wed, 19 Aug 1992 15:38:20 GMT

In article <1992Aug18.010653.12399@seas.smu.edu> doug@seas.smu.edu (Doug Davis) writes:
>In article <Bt5Iuu.Cqn@taligent.com> cep@taligent.com (Christophe Pettus) writes:
>>That's why I call from work.  The number listed is the main number of
>>the company, not the extension, so they've narrowed it down to about 300
>>(previous about 5,000) people ...
>
>If your work telephone system supports what is called in telephony "SS7"
>then your extention (or direct dial number) could be recorded as well.. 
>This works for those on ISDN and some other modern telephone systems as well.
>
>For further reading :-) I point you to the comp.dcom.telecom archives
>at (I think) mintaka.lcs.mit.edu.

	And for all followups I point you off of rec.aviation....

	IMHO:  Privacy belongs to the called party, not the caller.
	Caller id is a good improvement and should be mandated.
	DO NOT followup here please!

Ob rec.aviation:   I had phase 1 of Sonerai inspection yesterday
    The paper work !!
    Aircraft inspection is next Tuesday (25th) I have to move to a country
    airport away from the ARSA.
    (ugh)
    FAA was very reasonable and polite, working with me to staighten out
    the few minor glitches with out any degrading or negative comments.
    All in all a very pleasant experience.

    Wish me luck.


-- 
	-----------------------------------------------------------------
	Tom Lester				att!cblph!tel
	Sonerai IIL (under TEST)		(614) 860-3259
	N4LX 					(614) 927-8106
From: hagood@sabre.den.mmc.com (Dave Hagood)
Newsgroups: rec.aviation
Subject: re: Noisy Schweizer release
Keywords: gliding
Date: 12 Aug 92 14:56:51 GMT
Organization: Martin Marietta Astronautics Group

In article <1992Aug12.123521.13017@brtph560.bnr.ca>, rlarsen@bnr.ca (Richard Larsen P220) writes:
|> Steve Peltz mentioned the loud noise when operating a Schweizer release. This
|> can be avoided by doing a soft release. Just before releasing climb about 30 feet above the tow plane then dive down to tow plane level. This puts slack in the tow rope for a soft (silent) release.

	As usual, there are good points and bad points involved with soft
releases.

GOOD POINTS:

	1) Easier on the hardware, since the loads on the mechanism are
less.  In the case of a perfectly done soft release, the loads are 0.
	2) If the tow pilot is watching in the rear view mirror, (s)he 
will be ready for your release.

BAD POINTS:

	1) Since the towrope isn't loaded as much, it will not spring
away from the glider upon release.
	2) Our local FAA designated examiner doesn't like students performing
soft releases; he thinks it is a safety compromise.  If you botch the
maneuver, you can end up with major slack line, excess airspeed, etc.

	The tow pilots at Black Forest have varying druthers.  Most don't
mind, some like it, and one absolutely hated it: he couldn't tell when the
pilot had released and was never sure when to do his breakaway maneuver
(he once stood the tow plane on the left wing while I was still on tow).

	I also understand there are some well-known glider operations
(Estrella?) that *require* soft releases.

-------------------------------------------------------------------------
									|
David M. Hagood			Martin Marietta Astronautics Group	|
									|
Voice:  (303) 977-9657		When in danger, or in doubt,		|
E-mail: hagood@den.mmc.com	Run in circles, scream and shout.	|
Fax: (303) 977-1530							|
									|
-------------------------------------------------------------------------
     static char *disclaimer = "My opinions, not Martin Marietta's."    |
-------------------------------------------------------------------------
From: kurth@ohstpy.mps.ohio-state.edu
Newsgroups: rec.aviation
Subject: Looking to buy a Cessna 310
Date: 19 Aug 92 21:46:19 GMT
Article-I.D.: ohstpy.13419.2a9288eb

Hello rec.aviation:
     I'm looking to buy a Cessna 310.  I would like to find a
1969 or newer but I am willing to look at anything that you 
have to offer.  I have been looking for a 310 for sometime now
and if you know of any 310 or have any information to share,
please send me E-Mail.
                         Thank you
                             Jim K
From: brent@telebit.com (Brent Chapman)
Subject: Re: Engine swaps, dash-numbers, and the Feds
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Sun, 23 Aug 1992 00:00:01 GMT

bluejay@feathr.enet.dec.com (Bluejay Adametz) writes:

>I'd have a close reading of the type certificate data sheet (TCDS).
>This will list the approved engine(s) for the applicable aircraft,
>sometimes by model or by serial number. It's possible that the TCDS
>was just ammended to include the subject engine without regard to
>the particular aircraft it's installed in.

I'd also suggest calling the good folks at the Cessna Pilots
Association Technical Center in Santa Maria, CA, at 805/922-2580, to
see what they have to say.  They have consistenlty impressed me as
_extremely_ knowledgable of such fine minutae as this; in fact, I
wouldn't be at all surprised if they can lay hands on the relevant type
certificate data sheet much more easily than Cessna themselves can....

Any Cessna piston pilot, and ESPECIALLY any Cessna piston owner, should
seriously consider joining this very useful organization, for the wealth
of detailed technical information and know-how that they make available
to members.


-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: venky@thelonious.bellcore.com (G A Venkatesh)
Subject: Re: BERKUT info ?
Keywords: BERKUT
Reply-To: venky@thelonious.bellcore.com (G A Venkatesh)
Organization: Bellcore, Morristown NJ
Date: Thu, 20 Aug 92 12:19:55 GMT

In article <20AUG199210383971@vxcrna.cern.ch> winterer@vxcrna.cern.ch (WINTERER,V.H./EP) writes:
>Does anybody have informations, experiences or hints about the BERKUT (from
>Expermental Aviation)?
>We're a group of three people flying in Freiburg, Germany. We got some
>experience in the (complete) maintenace of our gliders other aircraft 
>and in building rc models...
>

If you get the magazine Plane & Pilot in Germany, there is a pilot report
on it in the September 1992 issue. Also a cover article in the Jan 1992 issue
of Kitplanes. Neat plane.

venky
Newsgroups: rec.aviation
From: ginsberg@t.Stanford.EDU (Matthew L. Ginsberg)
Subject: BD-10 statistics
Organization: Computer Science Department, Stanford University
Date: Sun, 16 Aug 1992 05:22:12 GMT

			BD-10 specifications

capacity		2 persons
empty weight		1580 lbs
max gross weight	4140 lbs
airshow gross weight	2920 lbs
max landing weight	4140 lbs
take off dist/spd/wt	600 ft/75 kts/2800 lbs
landing dist/spd/wt	1500 ft/70 KIAS/2100 lbs
max rate of climb	30,000 fpm (sea level)
max speed/altitude	mach 1.4 (920 MPH)/45K feet
max cruise/spd/alt/rng	Mach .91 (603 MPH)/45K ft/2788 statute miles
ultimate G loading	+12 -9
thrust to weight	1:1+ (2920 lbs)
stall speed:
  max gross		85 MPH/74 kts
  airshow gross (clean)	112 MPH/98 kts
  light landing	(2000)	60 MPH/52 kts
engine			GE CJ-610 or GE J-85 or 
			Pratt/Whitney JT-12 or Williams FJ-44
Usable fuel		148 gallons (1000 lbs) normal
			151 gallons (1020 lbs) auxiliary
operating expense	$160/hour



endurance with GE CJ-610:

altitude	mach	MPH	knots	statute	nautical

sea level	 .58	450	392	 624	 551
10,000 ft	 .76	550	475	 750	 653
15,000 ft	 .85	610	530	 866	 753
36,000 ft	 .91	600	521	2027	1763
45,000 ft	 .91	600	521	2788	2425
45,000 ft	1.40	920	800	1259	1094

(5 minute taxi, max thrust takeoff/climb to altitude, let down
and loiter for 45 minutes at 10,000 feet)


cost:

kits		197,500
engine	 	 98,500
avionics 	 80,000
assembly	134,000

financing is available from:

Universal Capitol Corp., Tony Livingston  404/971-0018
National Leasing Corp., Robert Jones	  800/922-9145
Global Financial Assoc. Ltd., Keith Ward  503/776-6460
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation
Subject: Blimp "road test"
Date: 17 Aug 92 17:08:16 GMT
Organization: Dartmouth College, Hanover, NH

A number of years ago when I was young and cars were my fancy and I
read "Road and Track" a lot, I remember a tongue in cheek article they
wrote about road testing the Goodyear Blimp.  I don't remember many of
the particulars but one part of the article does stand out.  When
giving rides for various celebreties, the pilots liked to pull back the
controls on takeoff, assume a steep climbout angle and then kill the
engines.  The immediate impression of the passengers was "we're going
to crash", but of course being lighter than air, it did not.

Corky Scott
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation
Subject: Re: Clearing customs
Date: 13 Aug 92 13:36:58 GMT
Organization: U. S. Naval Academy, Annapolis, MD

In article <1992Aug13.041213.17510@telebit.com> brent@telebit.com (Brent Chapman) writes:
>ron@turing.toronto.edu (Ron Wessels) writes:

>DON'T COUNT ON "ADCUS"!!!  FSS provides that service as a _courtesy_,
>and if they forget to pass the word along to Customs, it falls on the
>PILOT'S head.  Specifying "ADCUS" on your flight plan doesn't mean didley,
>as far as Customs is concerned.

True. It helps if you are IFR but the technique that I use is to
ask whomever I am talking to about an hour out to confirm that customs
has been advised and then to do the same thing with the landing field
approach control/tower. Sometimes they sound a bit annoyed but I
have now `taped my a__' twice if there is any problem. So far no worries.

>It is much better to call Customs yourself before departure, to advise
>them of your ETA; make sure to note the name and badge number of the
>Customs agent you speak with, in case there are any problems later.

I've also done this and sometimes, especially coming back from the
Bahamas, they sound rather surprised. Still good insurance.

Dave Rogers
Newsgroups: rec.aviation
From: cap@selway.umt.edu (Charles A. Smith)
Subject: Dip Gauges
Organization: University of Montana
Date: Wed, 12 Aug 1992 17:32:46 GMT

I disagree with the general statement that dip gauges are always
unreliable.  In a Cessna 150/152, I think that they work very well.
The FBO where I did my initial training had a dip gauge in each aircraft
that had marks for 1/4, 1/2, 3/4, and full tanks.  They were "made"
from a wooden paint stirring stick.  The sticks had a nice finish, with
no splinters (painters don't want splinters in their paint).  The marks
seemed to be equally spaced, and they were accurate.

When Steve Hayne and I bought our own C-150, we made one for ourselves.
I think that without any special technique, we were able to estimate
the fuel state +/- 1 gallon.  Don't knock it if you haven't tried it.

For our Skylane, my partners and I use a plastic dip tube that has 
"pre-calibrated" marks for gallons of usable fuel remaining.  The 
calibration is pure fiction.  However, we have established our own 
reference points on these dip gauges, and find that the accuracy and 
repeatability of these customized reference points are good.

The biggest "problem" with the Skylane, as opposed to the C-150, is that
in the Skylane, when the dip tube comes out dry, the tanks MAY have as much
as 5 gallons of usable fuel remaining.  In the C-150, when the dip stick
was dry, the tank was empty.
-- 
Cap Smith                 Assistant Prof. of MIS           
cap@selway.umt.edu        University of Montana            
Newsgroups: rec.aviation
From: carruth@mksol.dseg.ti.com (matthew carruth)
Subject: CAS vs IAS
Organization: internet
Date: Tue, 18 Aug 1992 19:45:16 GMT

One thing I have been confused about for years: CAS vs IAS.  Which does one read
off the ASI?  Some references have implied that after a cerain date the ASI
did not indicate the IAS, but the CAS. What does all this mean?

Keywords: 


-- 
-------------------------------------------------------------------------------
My views are my own and do not reflect those of my employeers....
From: lafford@serum.kodak.com (Rick Lafford)
Newsgroups: rec.aviation
Subject: Re:Glider pilots : how many are you ??
Keywords: Soaring, Gliding
Date: 19 Aug 92 12:54:52 GMT
Article-I.D.: clpd.1992Aug19.125452.11727
Reply-To: lafford@serum.kodak.com (Rick Lafford)
Organization: Clinical Products Division, Eastman Kodak Company

Well I'm not a regular reader of rec.aviation (too much chatter, not
enough useful stuff and besides my news feed just started working again
;-)). but I'm the vice-pres of the Rochester Soaring Club, Inc. and 
am usually on the net each day. We (GPs) are more numerous than most people
think but not quite as noisey as the power guys ;-).

	Rick



Opinions, what opinions? Just the facts madam.
From: ritter@claude.ma30.bull.com (Roger Ritter)
Newsgroups: rec.aviation
Subject: Re: Osh sig haps: The hail, you say.
Date: 18 Aug 92 20:04:12 GMT
Organization: Bull HN Informations Systems Inc.

hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488) writes:

>In article <5879.2a8f828d@hayes.com> bcoleman@hayes.com (Bill Coleman) writes:
>>In article <Bsuwzn.3s9@chinet.chi.il.us>, harlow@chinet.chi.il.us (Steven A Harlow) writes:
>>> He had slides, one of a small GA plane that had been through hail
>>> (the little hard round balls of ice, to those of you from the South).
>>

>	For many weeks afterwards, people were buying new cars at very reduced
>prices due to the hail damage. An airplane caught in that rampage would most
>likely have been shot down. All of this happened in Columbia, South Carolina.

In the early 1970's, in Texas, my father bought a Cessna 182 that had 
been outside during a hailstorm.  He got it cheap.  It looked like
someone with a ball-peen hammer had worked over every upper horizontal
surface.  Still flew OK, though.  He said it was maybe a few knots
slower than before the storm, but not so much as to be noticeable.  A
Tri-Pacer sitting out in the same storm was thoroughly shredded.  Even
the lower surface fabric had holes.  *Sigh*  He sold the C-182 just
before the prices started really going up.  Ten years later he wished
he hadn't.  So did I :-).





>-- 
>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' :-)
-- 
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: schinner@hp-vcd.vcd.hp.com (Jim Schinnerer)
Date: Thu, 13 Aug 1992 18:15:41 GMT
Subject: Re: So what' so great about Nut Tree?
Organization: Hewlett Packard, Vancouver, WA, USA
Newsgroups: rec.aviation

> Thanks to all those that responded.  I get the idea.
>  Mike Myshatyn    Bonanza N4896J           Hewlett-Packard Company

But, there's more!  You can go for a little walk to the south and find
a taco bell, a burger king, an arby's, a wendy's, a sizzler and more.
You also get to smell the wonderful smells coming out of the Mexican
restaurant near the Brigadoon Motel.

And, of course, the Long John Silver's Seafood Shoppe.  Many a time my
work buddies and I would knock off early and fly up for a three piece
fish and fries.  It just doesn't get any better than that...

---------------------------------------------------------
Jim Schinnerer  -  PP-ASEL-IA       |  Hewlett Packard
Mooney - 350X  -  "Buster"          |  Vancouver, WA
email - schinner@vcd.hp.com         |  (206) 944-3324
---------------------------------------------------------
Newsgroups: rec.aviation
From: system@gnd1.wtp.contel.com (Marty Anilane)
Subject: Re: Speaking of DUAT
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: Fri, 14 Aug 1992 21:06:09 GMT

In article <1992Aug13.185146.18977@walter.bellcore.com>, smp2@piper.NoSubdomain
>.NoDomain (Steve Payne) writes...
>Keywords: 
>Did you know that apparently DUAT sometimes edits NOTAMs? A month or so ago I 
>was planning a trip to the air show at Atlantic City, NJ and DUAT had the 
>standard airport closing 1 0r 2 liner.  After getting some contradictory 
>info from some of the airshow
.
.
  Text lost because record exceeded 255 chars. Please
  see original post for complete text.
.
.

DUAT edits NOTAMs?     ABSOLUTELY NOT!!

The DUAT vendor is strictly prohibited by contract to edit the content
of any NOTAM or weather report. 


I cannot explain what occured in the situation that Steve came across,
but it was not the result of someone editing a NOTAM. I could investigate
the event if it occured within the last 15 days. (Thats how long all
system information is journalled.)

If anyone feels that they have received edited NOTAMs or weather, please
contact me with the day and transaction number where it happened and GTE
will investigate.
----------------
 Marty Anilane, GTE Contel Federal Systems, P.O. Box 10814, Chantilly VA. 22021
 Internet: "system@gnd1.wtp.contel.com"    (703) 818-4413
----------------
Newsgroups: rec.aviation
From: wpeloqui@medar.com (Willie Peloquin)
Subject: Future Alaska Trip
Organization: Medar, Inc.     Farmington Hills, MI
Distribution: usa
Date: Fri, 14 Aug 1992 14:02:43 GMT

Hi,

    Next summer I am planning on a Alaska Trip. I would like to fly
to Seattle via commercial carrier and then rent a plane and fly
up the Alaska highway to AK.

    My question to Air Usenet pilots is as follows:
    
    Does anyone know of a FBO who will rent a plane for a week or
two to an unknown pilot to fly to Alaska? I have checked out in a
dozen FBO's to rent so I know that is not a problem. I have never
tried to go and checkout and then take off for a week or two with
their plane! Would a trip to Alaska be an unusual request?

    Thanks in advance for your advice and comments.

Willie Peloquin
-- 
Willie Peloquin		      | I'm not a kid anymore, but this ain't no
wpeloqui@medar.com	      | midlife crisis, because whiskey and women
uunet!medar!n8mdy!wpeloqui    | have always been my vices!       Bocephus
From: gaynier@elec.uq.oz.au (Ron Gaynier)
Newsgroups: rec.aviation
Subject: Re: Locked on the Controls (was GLiding instruction)
Date: 20 Aug 92 23:47:48 GMT
Article-I.D.: s1.gaynier.714354468
Organization: Prentice Centre, University of Queensland

In <Y2-1O0HY4@linac.fnal.gov> carlson@linac.fnal.gov (Kermit Carlson) writes:

"|">>(Mike Cohler) writes:
"|">>...the pupil froze on the controls and the instructor was unable
"|">>to over-ride the locked out air brakes.
"|">>... what YOU have done or would do to prevent
"|">>the same thing occuring again ?

"|">I wonder if a touch of mace would be justifyable in a life/death situation.
"|">Might manage to get the frozen pilot's hands off the controls while they
"|">rubbed their eyes?

"|"    I hope that I never have to findout what the most effective method
"|"really is to unlock a student from the controls.....But, the person
"|"who signed off my endorsement to take the CFI ride suggested covering
"|"a person's eyes or hitting above their knee. 

The original posting was "Gliding instruction" and was addressing instruction in 
aircraft with tandem seating. What do people do in a tandem configuration when the 
student freezes on the controls? If I were sitting next to the student I can imagine 
all kinds of options that aren't possible when sitting behind the student.

I was once told that the controls in aircraft with tandem seating are designed to 
give the rear seat pilot (normally the instructor's position) greater machnical 
advantage than the front seat pilot. It seems to be true (from causal inspection)
in the K7 I fly. How much of a machnical advantage is there normally?

Ron Gaynier
Newsgroups: rec.aviation
From: john@socrates.umd.edu (John VanAntwerp)
Subject: Re: BD-10 status
Organization: University of Maryland University College
Date: Thu, 13 Aug 1992 16:04:41 GMT

In article <1992Aug13.151227.8115@CSD-NewsHost.Stanford.EDU> ginsberg@t.Stanford.EDU (Matthew L. Ginsberg) writes:
>
>I spoke to the folks at Bede Jet Corp yesterday, and have a little more
>info on the status of the BD-10.  Here's what they told me:
>
>1.  The plane has about two hours on it and future flight tests will
>be held near their corporate HQ in Missouri instead of out in the Mojave
>Desert.  The test pilot is Ed Gillespie, and supersonic tests are still
>at least a year away.

I attended the seminar that Jim Bede put on at Oshkosh and he showed a tape of
one of the test flights (the second).  The aircraft looked pretty stable.


>
>4.  They did not depart by air from Oshkosh.

He said in his talk that they only briefly considered flying the BD-10 at
Oshkosh because it was still so experimental.  He cited the problem they had
when they flew the BD-5J at Oshkosh, only to have a flameout and land 300
feet short of the runway.  He did not want a repeat of that kind of poor
performance.


						John
From: myshatyn@hpfcso.FC.HP.COM (Mike Myshatyn)
Newsgroups: rec.aviation
Subject: Re: Jets and short fields
Date: 12 Aug 92 17:12:31 GMT
Organization: Hewlett-Packard, Fort Collins, CO, USA

Charles A. Smith writes:

> The Navy does jet ops on some fairly short fields. :-)

Yeah, but the field is always at sea level give or take a few feet. :-)

--
 Mike Myshatyn    Bonanza N4896J           Hewlett-Packard Company
   ASEL/AMEL COMM, INSTR, CFI-IA           User-Interface Technology Division
 ...!hplabs!fc.hp.com!myshatyn             Ft. Collins, CO  80525
 or ... myshatyn@fc.hp.com                 (303) 229-4067
Newsgroups: rec.aviation
From: ehle@leland.Stanford.EDU (Robert Ehle)
Subject: Flying through tall clouds
Keywords: aviation, airplane, meteorology, clouds
Organization: DSG, Stanford University, CA 94305, USA
Distribution: ca
Date: Wed, 12 Aug 92 15:12:57 GMT

I'd like any pilot to explain to me the  general physics of flying
through a dense vertical cloud. I am making up a story in which an
airliner is passing through a tall cloud at thirty thousand feet. I
don't know if all the little people are safe.  

I'm worried. I can't sleep nights.

Please reply to my e-mail address, since I don't read this newsgroup
(I know I should).


-- 
		
				Rob Ehle
				Stanford University Press
From: jmaynard@oac.hsc.uth.tmc.edu (Jay Maynard)
Newsgroups: rec.aviation
Subject: Dumb IFR question (was Re: I give up...)
Date: 19 Aug 1992 19:01:38 GMT
Organization: UT Health Science Center Houston

In article <23479@alice.att.com> ark@alice.UUCP () writes:
>If you have a radio failure, they will expect you
>to follow your clearance until it ends, then follow the route in your
>flight plan.

Dumb question time: what happens when your current clearance ends nowhere near
any point on your flight plan, and you lose radio contact?
-- 
Jay Maynard, EMT-P, K5ZC, PP-ASEL | Never ascribe to malice that which can
jmaynard@oac.hsc.uth.tmc.edu      | adequately be explained by stupidity.
  "Anything that an F-4 can outturn is not maneuverable." -- Mary Shafer