HDTenEightyP/NetNews huggingface dataset:
From: reece@eco.twg.com (Reece R. Pollack)
Newsgroups: rec.aviation
Subject: Re: Suit filed against Bell Helicopter
Date: 22 Jul 92 19:18:03 GMT
Reply-To: reece@eco.twg.com (Reece R. Pollack)
Distribution: na
Organization: The Wollongong Group (East Coast Operations)


In article <1992Jul22.163744.13628@odin.corp.sgi.com>, amazon@annexia.esd.sgi.com (Stormwind) writes:
|>my head whirls.  so they're going to sue the pilot,
|>who just happens to be *dead*, and they're going
|>to sue the manufacturer of the helicopter just
|>because.  why don't they sue the audience for 
|>not making stevie play longer and thus not take
|>off at all?  better yet, why not sue the whole state 
|>of wisconsin for wanting the concert in the first
|>place?

Or the ower of the ski resort, for having a hill there in the
first place...

This insanity is not confined to avaiation by any means. I'm an EMT-A, 
and I got a call a couple of months ago from a lawyer who wanted to
talk about a call I ran three years ago. Seems a 12 y/o kid somehow
got shot in the back with a pellet gun, and his parents have filed suit
against (among others) the gun manufacturer, claiming that the gun was
defective because it didn't include sufficient safeguards to prevent
the other 12 y/o from shooting it.

Fortunately, the medical care was impeccable :-) and my memory is too
poor to remember anything about such a routine call so long ago, so
I'm out of it...

--
Reece R. Pollack
PP-ASEL -- Octopus Flying Club (based GAI)
Newsgroups: rec.aviation
From: lee@bluefuzz.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation
Subject: What's in earth-inductor compass?
Date: 24 Jul 92 14:24:25 GMT
Organization: Stratus Computer, Software Engineering

I just read "The Spirit of St. Louis" (which, for those who have not read it,
is a surprisingly well written book) and I keep wondering what an
earth-inductor compass is.  In the reading I have done, the term has never
come up, and a quick poll of my aviator friends exposed additional ignorance.

From the way Lindbergh talks about using it, it seems to have a needle like a
VOR CDI that indicates whether one is left or right of a specified course.

I presume that gyroscopic HDI's made earth-inductor compasses obsolete, but I
would love to know the history of its use and disappearance.

-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Phantom controller
Keywords: hand held, FCC, FAA
Date: 21 Jul 92 14:56:49 GMT
Distribution: usa
Organization: Rutgers Univ., New Brunswick, N.J.

>However, I believe that if you played such a tape in an official setting
>you would be violating the Communications Act of 1934 provisions
>against disclosing the content of intercepted transmissions.  

You're not intercepting transmissions.  ATC transmissions (even bogus ones)
are being trasmitted for you.  Interception involves listening to
transmissions meant for two parties (not for you).  Even transmissions
between other planes and ATC are for your use anyhow (and generally
regarded as prudent operating procedure).  Besides, CVR's are required
on any commercial transport of significance and nothing in the FAR's
prevents their use in other circumstances.

-Ron
Newsgroups: rec.aviation
From: BCLEWIS@LSTC2VM.stortek.com (Brian Lewis)
Subject: Re: War story and story request
Organization: StorageTek SW Engineering
Date: Wed, 22 Jul 1992 19:15:08 GMT

In article <1992Jul22.152232.21699@walter.bellcore.com>
venky@thelonious.bellcore.com (G A Venkatesh) writes:
 
>
>In article <1682BB51B.BCLEWIS@LSTC2VM.stortek.com> BCLEWIS@LSTC2VM.stortek.com (Brian Lewis) writes:
>>We had enough power to make it the remaining 60 miles
>>home, but I don't think we had enough power that we could have done a
>>go-around.
>
>Did you have any landing options much closer than 60 miles?
>
>venky
 
Yes, we did.  (Ohio has lots of airports.)  But we had enough power to
maintain altitude, the weather ahead was clear, and we were, I think,
8000 AGL.
 
Brian
From: demcma@bb1t.monsanto.com
Newsgroups: rec.aviation
Subject: In-flight radar from ground stations?
Date: 23 Jul 92 12:57:35 CST
Organization: Monsanto Company, St. Louis, MO

At the risk of exposing my total ignorance (and maybe stupidity also) on the
subject, I'd like to inquire as to the technical/practible feasibility of data 
transmission of ground-based weather radar either by video or fax
representation for in-flight reception and presentation, perhaps even in
real-time.  In my simplistic perception, it would seem possible to relay the
signals via sattelite.  Perhaps it would be far to expensive.  Any facts or
thoughts from the rank and file?

Dudley McMackins                 demcma@bb1t.monsanto.com 
Newsgroups: rec.aviation
From: cap@selway.umt.edu (Charles A. Smith)
Subject: Homebuilt plane crash in MT
Organization: University of Montana
Date: Wed, 29 Jul 1992 23:29:49 GMT


I read in today's paper of a fatal crash in Terry, Montana.

The article says, in part, "A Terry man was killed when his home-built
airplane crashed while taking off from the Terry airport on its second
flight... A witness said the plane went into a slow bank to the left
shortly after takeoff, rolled over on its top, and crashed."

Doe anyone know what kind of plane it was?

This makes the 7th light plane crash in the last 3 months here in Montana.
Unfortunately, that's about average.  Please be careful out there...

Cap
-- 
========================================================================
Cap Smith                 Assistant Prof. of MIS           PP-ASEL
cap@selway.umt.edu        University of Montana            Skylane 71654
Newsgroups: rec.aviation
From: BCLEWIS@LSTC2VM.stortek.com (Brian Lewis)
Subject: Re: Piper tells me to get stuffed
Organization: StorageTek SW Engineering
Date: Wed, 29 Jul 1992 22:45:16 GMT

Dave -
 
Send it.
 
Brian
Newsgroups: rec.aviation
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: Kerry saves me $1800
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 30 Jul 92 00:10:32 GMT

In article <1992Jul29.224531.279012@cs.cmu.edu> dst+@cs.cmu.edu (Dave Touretzky) writes:
>
>Thank you, AIG.  And thank you, Kerry!
>

Yer welcome.  Ain't the net great!
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Re: "remain clear of the
Date: 26 Jul 92 16:58:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

PS> . Seriously, dig up the appropriate FAR and say something like:

PS> . 36Z : Monterrey App, per FAR 91.nnn 36Z will resume own navigation.
  > . See ya

And Monterey will say
        36Z, remain clear of the ARSA and call the tower on landing.

  and you'll find out that you've violated 91.123(b)

If you can fill in your "91.nnn" above with any number that'd change
this scenario, I know a LOT of people that'd be interested.

        D/ (@ HPN)

 * OLX 2.2 * Dick.Zeitlin%acc1bbs@ssr.com
                 
Newsgroups: rec.aviation
From: rog@speech.kth.se (Roger Lindell)
Subject: Information about Farnborough '92 needed.
Organization: Royal Institute of Technology, NADA
Date: Wed, 22 Jul 1992 08:51:20 GMT

Hello,
I am thinking about going to the Farnborough '92 exhibition
in September and wonder if anybody has any information about
it. I would like to know which days are open to the public and
how you get there from London, (by bus, train or whatever). I
would also like to know about anything that might have to be
done before you get there, like obtaining a pass or something
like that.

If you don't have any specific information to give me then perhaps 
you know where I can get this information, if so then please let
me know.

Thanks in advance,

Roger
--
Roger Lindell			rog@speech.kth.se
Phone: +46 8 790 75 73		Fax: +46 8 790 78 54
Dept. of Speech Communication and Music Acoustics
Royal Institute of Technology	Sweden
Newsgroups: rec.aviation
From: pkellma1@cc.swarthmore.edu (Philip J. Kellman)
Subject: Re: Fun things to do near airports in Oregon, Washington, and BC?
Organization: Swarthmore College
Date: Fri, 24 Jul 1992 17:46:25 GMT

In article <1992Jul24.161738.16425@telebit.com>, brent@greatcircle.com
(Brent Chapman) writes:
> 
> Elizabeth and I have a 172 reserved for a week in mid August.  We're
> planning on flying from Palo Alto up to Portland, Olympia, Seattle, and
> Vancouver, then back, with whatever other interesting stops along the way
> strike our fancy.
> 
> Anybody have any suggestions for things to do and places to go in that
> general area? 
> 
> Thanks!
> 
> -Brent
> --
> Brent Chapman                                   Great Circle Associates
> Brent@GreatCircle.COM                           1057 West Dana Street
> +1 415 962 0841                                 Mountain View, CA  94041
> 

I'm no expert, but we did a nice trip up that way in May (Moffett Field up
to Bellingham, WA) in my 182.  Friday Harbor is not to be missed.  Call
ahead about tiedowns on the weekend; things tend to get crowded.  Following
the Sound out to the ocean is a nice scenic flight, and the approach into
Hoquiam is beautiful.

On the way up, there's a good meal to be had at Shelter Cove (but no fuel).


--Phil Kellman																																			Dept. of Psychology
pkellma1@cc.swarthmore.edu																							Swarthmore College
	(215) 328-8417 																																	Swarthmore, PA 19081

From: mtc@hpcc01.corp.hp.com (Mark Cousins)
Date: Mon, 20 Jul 1992 23:57:13 GMT
Subject: Re: Take a break Mr. ATC
Organization: HP General Systems Division
Newsgroups: rec.aviation

In rec.aviation, zari@math.ethz.ch (Alain Zarinelli) writes:

>From this I learned that controllers are also just people like you and
>me. They make mistakes, just like we do mistakes. But as the PiC YOU

Like me, for one.  After my Instrument checkride, the examiner gave me the
good news and told me to meet him in his office after I finished tidying up the
plane, which also means getting it refueled.  So I keyed the mike and said,
"Exxon fuel, Skylane 759CE at Kilo 22, taxi for takeoff with Bravo."  Right.

Mark
--
Mark Cousins                Hewlett-Packard Co.        mtc@hpsemc.cup.hp.com
HP-UX VAB programs    19055 Pruneridge Ave., MS 46T5
(408) 447-4659             Cupertino, CA  95014          FAX: (408) 447-4364
From: ritter@claude.ma30.bull.com (Roger Ritter)
Newsgroups: rec.aviation
Subject: Re: I must have done SOMETHING right
Date: 27 Jul 92 15:01:17 GMT
Organization: Bull HN Informations Systems Inc.

kaye@uniwa.uwa.edu.au (Kaye Stott) writes:
>Overall, I'm not unhappy about my handling of the situation once I was
>faced with having to put the glider down under stress. Both the plane and I
>survived unscathed, and it won't put me off flying!

You and the plane survived, so I'd say you did pretty well.  And, you
figured out what you should have done better, thus learning from the
experience.  Good job!
-- 
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: rmiller@i88.isc.com (Richard J. Miller)
Newsgroups: rec.aviation
Subject: Re: COMM. KNOB FALLS OFFF IN FLIGHT
Date: 31 Jul 92 15:29:22 GMT
Organization: INTERACTIVE Systems Corporation, Naperville, IL

In article <S_KROHN.92Jul31104739@irau27.ira.uka.de> s_krohn@ira.uka.de (Johannes Krohn) writes:
...
>BTW: Does anybody know why the cockpit layout of
>gliders is such that you have to use the right hand for the stick and left
>hand for flaps, gear and stuff and in powered airplanes it's all the other way
>round?

hey it wasn't us! :-) blame it on the fools who decided to put the
throttle in the middle of the instrument panel instead of on the left
wall of the cockpit, where everyone had been putting it from near the
beginning of time (well at least from the J-3 Cub era and single
engine aircraft and ...).

:-)

Rich Miller
ex-Schempp-Hirth Discus JBX and
ex-Rolladen-Schneider LS-4 TQ
rmiller@i88.isc.com
From: doshay@ursa.arc.nasa.gov (David Doshay)
Newsgroups: rec.aviation
Subject: Re: Active noise-canceling headsets
Date: 23 Jul 92 18:37:53 GMT
Organization: NASA-Ames Biocomputation Center

In article <1992Jul23.175456.25432@u.washington.edu>, seymour@milton.u.washington.edu (Richard Seymour) writes:
|> 
|> i've often noticed that even my standard non-active ear crushers can block 
|> the stall warning's sound.  So i've often wondered why electrical warning
|> horns aren't also fed into the intercom circuit? (i realize that a Cessnoid's
|> stall warning is purely air-driven, 

On my last flight I landed a little slower that normal an my wife commented
"with these headsets, this is the first time I ever heard the stall horn!"

David		doshay@soma.arc.nasa.gov

The thought police insist I tell you:
my thoughts, not NASA's
From: aland@hpfcso.FC.HP.COM (Aland Adams)
Date: Thu, 23 Jul 1992 21:03:41 GMT
Subject: Re: GPS in a sailplane? (Re: Trimble Flightmate GPS review)
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation

The three top glide computers all have interfaces to
GPS systems.  The use of GPS data (as well as all other
radio navigation aids) is not allowed in US competitions.
So very few folks in the US have much experience.  These
same glide computers will integrate speed and heading
(from a compass) to try to give some navigation assistance.
This is allowed, but is very dependent on the pilot keeping
the wind speed and direction accurate in the computer.
So the navigational value is limited.  (At least this
is my experience with my Zander.)  By hooking up the GPS
this information becomes precise.  The navigation
information displayed is basically the course and heading
to the next turnpoint (along with altitude required for the
current McCeady setting, speed-to-fly, etc.). 

Aland Adams
LS 6-b "AA"
Xref: sparky rec.aviation:12603 austin.general:2570 tx.general:497
From: brennan@hal.com (Dave Brennan)
Newsgroups: rec.aviation,austin.general,tx.general
Subject: Re: REVIEW of AIR COMBAT
Date: 29 Jul 92 16:16:01 GMT
Organization: HAL Computer Systems, Austin, TX
Distribution: austin
	<1992Jul15.203058.762@oakhill.sps.mot.com>
NNTP-Posting-Host: austin2.hal.com
In-reply-to: hunter@oakhill.sps.mot.com's message of Wed, 15 Jul 1992 20:30:58 GMT

There's a place in CA (around SF, I think) called Air Combat USA that does
it in real planes -- some kind of NATO trainers.  A guy who works for our
company (in CA) did it and sent the video out here for use to check out.  I
can get more details if anyone cares.  It looked pretty cool.

--
Dave Brennan                                      HAL Computer Systems
brennan@hal.com                                         (512) 794-2855

Visit the Emacs Lisp Archive: archive.cis.ohio-state.edu:pub/gnu/emacs
Newsgroups: rec.aviation
From: greg@octopus.dpsi.com (Gregory R. Travis)
Subject: Re: FliteMap $395 Moving Map Software
Organization: Data Parallel Systems, Inc
Date: 27 Jul 92 23:39:41 GMT

rkaplan@netcom.com (Richard Kaplan) writes:

>I just got my copy of AOPA Pilot today and I noticed an ad for
>FliteMap moving map software for $395 for Mac/PC notebook
>computers.

>A PC or Mac notebook
>with hard drive can be bought for $900 to $1500.  Add $395 for 
>software and the price is an awful lot less than anything
>else I have seen.  (Yes, I know it would not be certified
>and would have to be for backup only.)

I've not used nor seen the FlightMap software so I can't comment
on its usefulness but...

IMHO a better solution would be Peacock's LapMap software on an
HP95LX.  I just posted (last week) a review of this combo, so you might
look through your archives for my comments.

Briefly, I think that a "laptop/notebook" PC or Mac is just TOO DAMN
BIG for the cockpit of a small airplane.  The "palmtop" HP95 is really
tiny and manageable, even within the confines of my diminutive 172.  I
think the software is first-rate and Aviation Consumer perferred Peacock's
software to FliteMap.

A "Plain" FlyBuddy (Loran)+HP95+Software will set you back about $3000.00
total.  The HP95 is about $400 (supplies limited) for the 512KB version
plus $800 for the software+datacard - or $1200 if you've already got
an RS232 comp. LORAN/GPS.

I think it's just about FANTASTIC.  And, no, I have no interest in
II Morrow, UPS, Peacock, or HP.  But if someone is selling shares...

greg
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
From: rauchfuss@hpfcso.FC.HP.COM (Brian Rauchfuss)
Date: Fri, 24 Jul 1992 21:23:42 GMT
Subject: Oshkosh anyone?
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation


Ever hopeful, I am looking for a flight to Oshkosh.  My previous flight
got canceled, so here I am...

Does anyone want or need a pilot or passenger to Oshkosh?  Anyone from
California willing to pick someone up along the way?  

Help!!


----------------------------------------------------------------------
Brian Rauchfuss (Smokefoot)  "... the world could change in the blink
brian@hpfcbdr.fc.hp.com           of an eye."
From: bluejay@feathr.enet.dec.com (Bluejay Adametz)
Newsgroups: rec.aviation
Subject: Re: Question: what might cause a dead battery?
Date: 30 Jul 92 18:01:10 GMT
Reply-To: bluejay@feathr.enet.dec.com (Bluejay Adametz)
Organization: Technical Support & Magic


In article <64676@hydra.gatech.EDU>, randy@khan.gatech.edu (Randal T. Abler) writes:
>Take the battery out, and charge it up for an hour or so on a charger.
>Once the battery is completely dead, it may not recharge if you 
>jump start the plane.   I have had this happen in our club Cessnas 
>more than once.  

This is very true, if you have an alternator. Alternators require some current
from the electical system to get them started. If your battery is flat dead,
the alternator will be unable to start producing any output. In that case 
though, you won't have any electical power at all.

>I *believe* the regulator may be sensing an
>overload on the high initial charge and *eventually* it cuts the battery
>out of the charging circuit, long before the battery gets any real charge.

A lot of people have misconceptions about the regulator in an electical
system. The regulator regulates the system voltage, _not_ the current to or
from the battery.

The voltage regulator maintains, say, 14 volts system voltage, and the battery
takes whatever current it needs, up the the maximum capacity of the alternator
or generator. As the battery charges up, it draws less and less current from
the system, which is why you see a high charge rate when you first crank up,
but it tappers off as the battery charges up. Throughout all this, the
regulator controls the alternator/generator output to maintain a constant
system voltage.

					- Bluejay Adametz
					  A&(almost)P
From: stadler@Apple.COM (Andy Stadler)
Newsgroups: rec.aviation
Subject: Re: War story and story request
Date: 25 Jul 92 05:35:46 GMT
Organization: Apple Computer Inc., Cupertino, CA

In article <1992Jul24.202006.21675@Cadence.COM> maples@Cadence.COM
 (Ken Maples) writes:
>Rod has a great question and I'd like to see as many personal stories as
>possible:  How many of us have had significant mechanical problems in the
>air and how many hours in the air did it take for you to have that problem.
>
> [...]
>
>Any other data points???

I have logged about 470 or 480 hours (haven't added up the last page yet).

I suffered one partial engine failure, while I was a barely-soloed primary
student.  We heard a bang and the engine became rough.  Made it back to the
airport no problem but we definitely weren't getting 100% power.  Turned out
one of the cylinders (lyc o-230 in a Citabria) blew a crack from one plug
around past the other and to the next port (270 degrees around).

However, as those who know me know....  I've had a few electrical failures.
Let's see if I can count them.  A C-172.  A Warrior (right seat).  An Archer.
A Tiger.  A T-Seminole (right seat).  And an Airbus 310 (I got an extra day in
Jamaica out of that one). 

Tom Neale claims it's my fault he blew part of his flap motor circuit during
a fly-in up in Vancouver WA.  I plead innocence, I was on the ground.

On the other hand, I've been in Auricchio's planes plenty of times and he's
got plenty of toys, and we've had no problems.  So far.

I enjoy Cubbing in the summer.  No electrical system.

--Andy    stadler@apple.com
From: clayton@cc.usu.edu
Newsgroups: rec.aviation
Subject: Re: emergency AD 92-15-16 Any one else?
Date: 23 Jul 92 14:59:28 MDT
Organization: Utah State University

In article <1992Jul21.190902.2000@cfctech.cfc.com>, joel@cfctech.cfc.com (Joel Lessenberry) writes:
> 
> 	I just received Emergency AD 92-15-16 in the mail which
> states that I cannot fly my plane until I examine the carb 
> float and prove that it was not manufactured in 10/91.
> 
> 	Since my plane is 15 years old, and since I have owned 
> it since 10/91, and since I know that no work has been done on
> the carb.... can I simply state so in the log???
> 
> 	Or do I have to hire a mechanic to look at the thing?
> 
> 		joel	


	Ok.  As far as this AD is concerned you cannot fly your airplane.  But
do not take the carburator apart.  Simply look on the carburator and find the
stamping.  If it has an MF (Metal Float)  or if you  have had it replaced 
during repair,  Only then do you need to compy with AD.

Clayton@cc.usu.edu

Newsgroups: rec.aviation
From: burke@tss.com (Jim Burke)
Subject: Re: emergency AD 92-15-16 Any one else?
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Mon, 27 Jul 1992 15:38:03 GMT

In article <76544@ut-emx.uucp>, myers@ut-emx.uucp (Eric Myers) writes:

|>   The AD will be noted in our engine logs, but marked "Not Applicable".


That's a good idea, and I'm glad Eric mentioned it.  I got two AD's, one
for the carb float and another for piston pins.  As it turns out, I did
in fact replace a cylinder around the time some bad piston pins were
sent out by Lycomming.  I checked it out back when Lycomming sent out a
service bullitin, so I don't need to recheck as a result of the AD.  I
had not thought to note these AD's in the logs.  However, the wording of
the AD states that the thing to accomplish is a _check_ for the bad parts
and then replacement if they are bad.  So, I would think that since the
checking is required, a note that the check was conducted should be made
in the logs.

-- 

	Jim Burke	"Life is uncertain - eat dessert first!"
	Teknekron Software Systems		... burke@tss.com
  	phone:(415) 617-2432			... uunet!tekbspa!burke