HDTenEightyP/NetNews huggingface dataset:
From: mills@athena.lkg.dec.com (George Mills)
Newsgroups: rec.autos
Subject: Re: Review 92-93 grand-am
Date: 21 Dec 92 19:31:22 GMT

cshafai@eeserv.ee.umanitoba.ca (Cyrus Shafai) writes:

>mills@athena.lkg.dec.com (George Mills) writes:

>>The saturn was ok but the famous noise and poor crash tests scared us away.
>>We went to several dealers and almost bought because of the excellent sales
>>people alone. To bad they don't have a safer car to sell.

>Once and for all, the Saturn does very well in crash tests, and is
>one of the safer cars on the road.
> 
>The crahs tests that were done for the Saturn were the first tests
>with the new crash test dummies.  I think they are called the type 3.
>The results of these crash tests were used to compare the Saturn with  
>crash test data from cars which were tested in previous years with 
>the type 2 dummy.

>The type 2 dummy reads lower on head and chest injuries than the type 3 dummy.

>When the Saturn was re-tested with the type 2, it did very well.

I had heard all about this dummy versus that dummy. I asked the Saturn
dealer to show me some sort of report indicating that the test was
unfair/apples-oranges. But they had nothing to show me. Except Videos
of folks that survived severe crashs. That was the case as of this summer.
If there is such a published report. Did consumer reports ever publish that
there original report was misleading. I'd really like to read it.

My gut feel was that the car was safe, but I didn't know who to believe
so I avoided it. What I said in my base note may of been to strong. The
being unsafe was not the issue. But the "issue" of possibly being unsafe
scared us away. That and the noise of OF THE BASE MODEL that we heard
with our 4 ears before reading anything made us look elsewhere.

If the car is indeed safe, it's a sin how that nice car has been tarnished.
From what I heard last, the noise has been reduced but still significant.
Newsgroups: rec.autos
From: jgd@dixie.com (John De Armond)
Subject: Re: RFI:Is radar accurate in rain/drizzel/fog?
Date: Thu, 31 Dec 92 03:42:54 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.

schludermann@sscvx1.ssc.gov writes:

> Can anyone inform me of the reliability/accuracy of RADAR when it is used
>in high humidity situations rain/drizzel/fog? I recall that the validity
>of radar in those situations is not reliable. But That was some years ago that
>I heard of this. 

In my experience with my units, the X-band unit almost quits working in 
actual hard rain.  The K-band unit seems hardly affected.  Fog or  high
humidity has no discernable effect.  When a reading is displayed, I've
had no indication that the error rate, as judged by estimating the speed
of targets vs the displayed speed, increases.

A friend of mine inside the local revenue extortion service tells me that 
because of a court ruling (kinda like California declaring that some chemicals 
cause cancer), their department policy is not to use radar in the rain.  

John
-- 
John De Armond, WD4OQC               |Interested in high performance mobility?  
Performance Engineering Magazine(TM) | Interested in high tech and computers? 
Marietta, Ga                         | Send ur snail-mail address to 
jgd@dixie.com                        | perform@dixie.com for a free sample mag
Need Usenet public Access in Atlanta?  Write Me for info on Dixie.com.
From: bernardr@tekig6.PEN.TEK.COM (Bernard J Rate)
Newsgroups: rec.autos
Subject: toyota trucks
Keywords: full-size
Date: 21 Dec 92 23:36:18 GMT


Does anyone have experience of the new Toyota full-size truck? I am curious to know what engine they used and if its any good for towing serious loads.
Newsgroups: rec.autos
From: ccla@marlin.jcu.edu.au (Lee Askew)
Subject: Flying in Asia??
Organization: James Cook University
Date: Tue, 22 Dec 92 05:10:22 GMT

Does anyone know anything about flying/aircraft rental in the Asia
region??

Any information would be greatly appreciated..

Thanks Lee.
PA28R, C172

ccla@marlin.jcu.edu.au
From: ben@bailey.UUCP (Ben Bailey)
Subject: Is this group active
Newsgroups: rec.aviation
Date: 31 Dec 92 01:03:01 GMT
Distribution: world
Organization: Ben Bailey's Home..Tampa Fl.

Hi,

I don't know if this is an active group, or if I'm not getting the feed
properly.

What's the deal?

Ben
--
Ben Bailey                 ben@bailey.uucp -- bailey!ben@uunet.uu.net
12210 Shady Forest Dr.     ben@bailey.tscs.com
Riverview, Fl. 33569       -- The main thing is to keep the main
813-677-5021                  thing the main thing.  Mainly. 
Newsgroups: rec.aviation,rec.aviation.student
From: jweber@cbnewsg.cb.att.com (jodi.weber)
Subject: Speeds of private planes
Organization: AT&T
Date: Mon, 28 Dec 1992 20:40:55 GMT

I am not a private pilot - yet; I would like to start learning this spring -
so I have a question that I'm not sure where I would look up the answer,
but I'm pretty sure someone here would have it.  What are the top speeds
of some representative small (read "what a beginner might fly") private
planes?

Thanks.



Jodi Weber
jodiweber@attmail.com   or   jweber@cbnewsg.cb.att.com
From: cyganski@ee.WPI.EDU (David Cyganski)
Newsgroups: rec.aviation.student
Subject: Re: King videos
Date: 1 Jan 1993 13:57:32 GMT
Organization: Worcester Polytechnic Institute, Worcester, MA
NNTP-Posting-Host: ee.wpi.edu

I thought that you might be interested in a response from someone
who JUST finished the King series and took his written exam (one week
ago).  Buy the series!

I am absolutely delighted with the preparation that the King videos
provided. The ability to replay segments for review was the best feature
of having videos rather than going to flight school.  I didn't miss having
a live instructor because when questions came up, the AIM and Jeppsen books
provided the answers.  

But here was my biggest surprise: The Software Exam Review. Fantastic!!!!
The software presented a series of exams. It kept track of which questions
I got wrong. I could make notes of my weak areas, study and then get asked
just those questions that I had been proven weak.  I did this again and
again until I got them all right.  The software also has a speed search
that allows you to find questions involving a specific word: say, what
might they ask me about night-time operations......

Finally, the Flight Test tapes are also worth while. They removed the
mystery of the Flight Test while heightening my awareness that this is
a tough test that draws upon everything that you learn. I feel that I
have much improved chances of doing well with this preparation.

Finally, I also bought the complete take-off series. At the time I was
spending all this money my motivation was that for the price of a couple
of hours flight time I was getting some 50 hours of video instruction,
what a deal. In retrospect, this was not quite so well spent as the other
purchases. I found that the exam preparation tapes did such a good job
that the remainder of the tapes were repitition and slight expansion
(read overkill).  So I would not recommend going beyond the other package.

David

Newsgroups: rec.aviation.student
From: kmldorf@utdallas.edu (George Kimeldorf)
Subject: Maximum number of hours prior to solo?
Organization: Univ. of Texas at Dallas
Distribution: usa
Date: Tue, 22 Dec 1992 02:32:03 GMT

What is the record for the maximum number of hours prior to first solo?
Since October, I have accumulated 28.3 hours without being signed off to
solo.  Is that a record?  Do I win first prize?

Last week while I was doing touch-and-go's, my CFI requested a full-stop so
that he could go pee.  I thought that this was "it," but after relieving
himself he climbed back in the plane and we did more touch-and-go's.  I
passed a pre-solo written test, acquired my student pilot certificate, and
even tried wearing an old, beat-up shirt suitable for mutilation.
From: mam@gvgspd.gvg.tek.com (Mark A. Matthews)
Newsgroups: rec.aviation.student
Subject: Re: Maximum number of hours prior to solo?
Date: 22 Dec 92 07:34:45 GMT
Distribution: usa
Organization: Grass Valley Group, Grass Valley, CA
NNTP-Posting-Host: gvgspd.gvg.tek.com

In article <Bzn31F.17H@utdallas.edu> kmldorf@utdallas.edu (George Kimeldorf) writes:
>What is the record for the maximum number of hours prior to first solo?
>Since October, I have accumulated 28.3 hours without being signed off to
 [...]
>even tried wearing an old, beat-up shirt suitable for mutilation.

Yup - there's the problem - try wearing a brand-new, fresh clean shirt.

-Mark
Newsgroups: rec.aviation.student
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.student
Subject: Maximum number of hours p
Date: 24 Dec 92 21:25:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

GK> .What is the record for the maximum number of hours prior to first solo?
  > .Since October, I have accumulated 28.3 hours without being signed off to
  > .solo.  Is that a record?  Do I win first prize?

You're not even in the running.  I knew a very persistent creature that
had slightly over 100 hours before he soloed.  Every time it came to a
landing, he'd panic and yell to the instructor "You take it!"

Yes, he finally did get his ticket.

        D/
---
 . QMPro 1.0 41-3345 . Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
From: brianh@smaug.West.Sun.COM (Brian Horn)
Newsgroups: rec.aviation.student
Subject: Re: Questions: logbook entries at cross country stops
Date: 30 Dec 1992 11:45:26 -0800
Organization: SunSoft, Los Angeles
Distribution: usa
NNTP-Posting-Host: pongo74
Summary: Geoff was *wrong*?!? :-)

In article <1992Dec30.175328.26219@peck.com> geoff@peck.com (Geoff Peck) writes:
>In article <C02109.32y@acsu.buffalo.edu> hull@sybil.cs.Buffalo.EDU (Jon Hull)
>writes:
>> Re:  the three solo takeoffs and landings at a tower
>> controlled field that are required for student pilots.
>
>I assume you're referring to 61.109(b)(3).
>
>> My questions are:  
>> 
>> 1.  Are the landings required to be to a full stop?  
>
>No.

Urrr, ummm Geoff, the previous poster (at least from my machine's point-of-view)
was correct.  The answer is "yes" they need to be to a full stop.
The 1993 FARS 61.109 (b) (3) "Three solo takeoffs and landings to a full
stop at an airport with an operating control tower".

[deleted]

Of course I agree with the other 98% of Geoff's post (which is down from
my usualy 100% agreement! :-)
Newsgroups: rec.aviation.student
From: kawai@Csli.Stanford.EDU (goh kawai - n6uok)
Subject: Re: Maximum number of hours prior to solo?
Organization: speech research program, sri international
Distribution: usa
Date: Tue, 22 Dec 1992 22:01:01 GMT

Dear George Kimeldorf

  | What is the record for the maximum number of hours prior to first solo?
  | Since October, I have accumulated 28.3 hours without being signed off to
  | solo.  Is that a record?  Do I win first prize?

I soloed for the first time just an hour ago.

Would you believe that it took me 40.4 hours of dual instruction, spanning a
period of 6 years and 2 days, to solo?  This beats you by quite a bit!

I started taking flying lessons when I came to the U.S. six years ago.  I
did 22.4 hours but never soloed, and gave up due to lack of funds and other
reasons. 

Since January of this year, I have been flying with a friend who is a CFI
and commutes via air.  It's nice to be with a person you know and like.
However, since he and I are not full-time instructors or students, lessons
schedules can become rather uneven.  The only free time we have is during
lunch breaks.  During the past 10 months and 22 days, he and I have had 25
lessons, totalling 18.0 hours.

Maybe by Christmas 1993, I'll make it to my private checkride!

-goh-

----------------- Speech Research Program, SRI, Menlo Park, CA 94025-3493 USA
--- Goh Kawai --- work:(415)859-2231   fax:(415)859-5984   home:(415)323-7214
----------------- internet: kawai@speech.sri.com      radio: n6uok and 7l1fqe
From: randys@hpcvra.cv.hp.com (Randy Stockberger)
Date: Wed, 30 Dec 1992 17:42:01 GMT
Subject: Re: Questions: logbook entries at cross country stops
Organization: Hewlett-Packard Co., Corvallis, OR, USA
Newsgroups: rec.aviation.student

hull@sybil.cs.Buffalo.EDU (Jon Hull) asks:
> Re:  the three solo takeoffs and landings at a tower
> controlled field that are required for student pilots.
> 
> My questions are:  
> 
> 1.  Are the landings required to be to a full stop?  
Yes, FAR 61.109 (b) (3):
Three solo takeoffs and landings to a full stop at an airport with an
operating control tower.

> 2.  Is a logbook entry required from someone at that airport stating
>     that you were actually there?
Not by the FAA.  Some instructors require this, most don't.  I asked
my instructor about it, she laughed and said she wouldn't work with
a student who she trusted so little.

> 3.  As long as we're on the topic, where does it say that
>     such a corroborating endorsement is required for
>     any of the cross country flights?  
Nowhere, since it isn't required.

> Thanks in advance for your help.
> Jon Hull
> hull@cs.buffalo.edu
--
  Randy Stockberger
  randys@cv.hp.com
  503-750-3589
--
Newsgroups: rec.aviation.student
From: geoff@peck.com (Geoff Peck)
Subject: Re: Questions: logbook entries at cross country stops
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Distribution: usa
Date: Thu, 31 Dec 1992 07:33:05 GMT

In article <C02109.32y@acsu.buffalo.edu> hull@sybil.cs.Buffalo.EDU (Jon Hull)
writes:
JH> Re:  the three solo takeoffs and landings at a tower
JH> controlled field that are required for student pilots.

In article <1992Dec30.175328.26219@peck.com> I wrote:
GP> I assume you're referring to 61.109(b)(3).
JH> My questions are:  
JH> 1.  Are the landings required to be to a full stop?  
GP> No.

In article <1hsu8mINN358@pongo.West.Sun.COM> brianh@smaug.West.Sun.COM
(Brian Horn) writes:
BH> Urrr, ummm Geoff, the previous poster (at least from my machine's
BH> point-of-view) was correct.  The answer is "yes" they need to be to a
BH> full stop.  The 1993 FARS 61.109 (b) (3) "Three solo takeoffs and
BH> landings to a full stop at an airport with an operating control
BH> tower".

Oops.  I even looked at the silly FAR!  Indeed, I meant to say "yes", not
"no".  (Just proves that I'm a real person who makes real misteaks, not
just some net.ai.source.of.information... :-) )

> Of course I agree with the other 98% of Geoff's post (which is down from
> my usualy 100% agreement! :-)

Thanks!

						Geoff
From: kerry@Ingres.COM (Kerry Kurasaki)
Newsgroups: rec.aviation.student
Subject: Re: Questions: logbook entries at cross country stops
Date: 30 Dec 92 23:53:25 GMT
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Distribution: usa
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501

In article <1992Dec30.175328.26219@peck.com> geoff@peck.com (Geoff Peck) writes:
>
>No.
>
>> 3.  As long as we're on the topic, where does it say that
>>     such a corroborating endorsement is required for
>>     any of the cross country flights?  
>
>No such corroborating signature is required.  Much of aviation is done
>on the honor system.  And if someone catches you in a fib, the consequences
>can be severe (suspension or revocation of your certificate).

On my Commerical check ride, I was questioned about an airport I used
for my long cross country.  The examiner stated that the distance
from the primary airport in that city to another airport in San Diego
did not meet the 200nm requirement.  I explained that he was correct
and thus used the out-of-town airport at which point he was satisfied.

Examiners are very sharp, and have probably been to airports used on
your qualifying cross countries more than a couple of times.  Recalling
a prominent feature of the airport is usually convincing enough:

	"That's the airport with the tattoo parlor near the departure
	end with a waiting line around the block."

	"Oh yeah, I've seen that hundreds of times!"
From: zaphod@teb.larc.nasa.gov (Lyle D. Sanders)
Newsgroups: rec.aviation.student
Subject: Re: Maximum number of hours prior to solo?
Date: 22 Dec 1992 14:49:56 GMT
Organization: NASA Langley Research Center, Hampton, VA  USA
Distribution: usa
NNTP-Posting-Host: teb.larc.nasa.gov

kmldorf@utdallas.edu (George Kimeldorf) writes:

|> What is the record for the maximum number of hours prior to first solo?
|> Since October, I have accumulated 28.3 hours without being signed off to
|> solo.  Is that a record?  Do I win first prize?
|> 
|> Last week while I was doing touch-and-go's, my CFI requested a full-stop so
|> that he could go pee.  I thought that this was "it," but after relieving
|> himself he climbed back in the plane and we did more touch-and-go's.  I
|> passed a pre-solo written test, acquired my student pilot certificate, and
|> even tried wearing an old, beat-up shirt suitable for mutilation.

I have not heard of a record, but I hope it is much higher
than your 28.3 hours.  I have about that many hours and have
not yet made my first solo.  I would have went solo last
yesterday but was uncomfortable since I had not flown in 3
weeks, (weather/mechanical/schedule problems)  I also had a
new shirt on.  I hope to solo today!

Back to records... Some one in our club took 150 hours before
he got his Private.  But there is no hurry, it is not a race.
Move as fast or a slow as you are comfortable with.  The
instructor is getting paid, and it is your money.


I am having a great time learning to fly.  I'm not in any
race to get my license by some date or within a set number
of hours.

BTW: Although it is possible to get a PP-ASEL in as little as
35 hours, I hear the national average is about 60 hours.


--  --  --  --  --  --  --  --  --  --  --  --  --  --  --  --  --  --  --  --

Lyle D. Sanders                                      L.D.Sanders@LaRC.NASA.GOV
UNISYS Government Systems Inc.                                  (128.155.4.44)
Mail Stop 157-B                                      (804) 864-7470 VOICE
NASA Langley Research Center                         (804) 864-7604 FAX
Hampton, VA 23681-0001
______________________________________________________________________________

"I do not feel obliged to believe that the same God who endowed us with sense,
reason and intellect has intended us to forgo their use."   -- Galileo Galilei
______________________________________________________________________________
From: margolin@darkwing.uoregon.edu (Brian Margolin)
Newsgroups: rec.aviation.student
Subject: Turning
Date: 2 Jan 93 05:07:48 GMT
Article-I.D.: pith.1i37v4INN50e
Distribution: world
Organization: Institute of Molecular Biology
NNTP-Posting-Host: darkwing.uoregon.edu

I took my first lesson today and am now at home studying the FAA Flight
Training Handbook.  Unfortunately the weather was terrible today 
(only a 1000' ceiling) and we had to come back in early.  Anyway, to
get to the point, I am unsure about the forces encountered during a
bank.  It seems that upon banking the plane there is a horizontal
force component exerted at the point where the wings reach the fuselage.
I understand that this causes the plane to move sideways.  According to
what I have read, the wings on most planes are positioned behind the
center of gravity.  The way I figure, the plane should therefore be
forced to pivot away from the turn.  Why therefore does the plane
actually pivot into the turn (as if the wings were in front of the
center of gravity)?  Thanks in advance for the info.

Brian Margolin
Newsgroups: rec.aviation.student
From: chem4-aa@garnet.berkeley.edu (Lonnie C. Martin)
Newsgroups: rec.aviation.student
Subject: Re: Questions: logbook entries at cross country stops
Date: 31 Dec 1992 01:01:17 GMT
Organization: University of California, Berkeley
Distribution: usa
NNTP-Posting-Host: garnet.berkeley.edu

In article <furtaw-301292093721@145.1.92.170> furtaw@comm.mot.com (Bob Furtaw) writes:
...
>The reason for all this is that the student is is burdened with the proof
>of such cross countries.
>The examiner will be looking for the proof at the time of your PP
...
While I don't doubt that an occasional DE will try to intimidate a PP
applicant into admitting wrongdoing with respect to the X-C flights, my
sense is that, ultimately, the DE would have to prove that the applicant
failed to make the flight(s) as logged in order to issue a notice of
dissaproval for that reason.

The only proof of flight experience that I have ever been required to present 
for a practical test is my logbook with the required entries, and these did
not include any entries other than the usual CFI endorsements and an entry
for each flight.  But, yes, I have heard of instructors "requiring" fuel
receipts, signatures, etc, to prove that the flight was accomplished as
logged. I doubt that this policy would hold up under close scrutiny.

Lonnie
-- 
Lonnie C. Martin    lonnie@hydrogen.cchem.berkeley.edu
Newsgroups: rec.aviation.student
From: eandersn@mach1.wlu.ca (Niels Ejvind Andersen)
Subject: Re: The cause of lift (was Turning)
X-Newsreader: Tin 1.1 PL5
Organization: Wilfrid Laurier University
Date: Sun, 3 Jan 1993 05:23:15 GMT

Steve Brecher (brecher@well.sf.ca.us) wrote:
: Oh, since you're a new student, you might as well know the answer to
: another aerodynamic question that is often discussed.  The cause of lift
: is:  money.

If you take off with frost on your wings, your lift will be a result of the
"angels holding you up", according to a friend of mine!  He was watching
a C-185 pilot practicing circuits, without first cleaning off the frost.
--
Niels Ejvind Andersen     [eandersn@mach2.wlu.ca / 70511.2302@compuserve.com]
Information Systems, Wilfrid Laurier University, Waterloo, ON  N2L 3C5 Canada
                                                                  ... VFR NC4
Newsgroups: rec.aviation.student
From: lee@deneb.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation.student
Subject: Re: Copilot course
Date: 21 Dec 1992 18:29:45 GMT
Organization: Stratus Computer, Software Engineering
NNTP-Posting-Host: deneb.sw.stratus.com
Keywords: copilot, survivor course

In article <921218105446@AltaHopa.ftp.com> plummer@babyoil.ftp.com writes:
>I have heard that some schools offer a short course for "copilots".
>Should I have a heart attack while flying, I would like my companion
>to have enough knowledge to use the find her way to a landing strip,
>use the radio and land.  Is there any formal course like this?   --Bill

There are courses at several FBO's and through independent organizations,
often called Pinch Hitter courses.  I was particularly intrigued with one
offered by an organization made up largely of retired commercial and military
pilots; they come to your house and do a couple hours on a portable simulator,
then go up in your airplane and spend a couple hours landing the plane.  They
teach attitude/power combinations for level, climbing and descending flight,
use of the emergency radio frequency, and landing technique.

The organization has initials IPP or IPC (there are actually two of them, and
I can't remember which is which).  This style of organization has some
advantages for people who find it easier to learn about flying from people
aged 50+ with thousands of hours of flight time.
-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
From: lee@deneb.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation.student
Subject: Re: Maximum number of hours prior to solo?
Date: 23 Dec 1992 16:21:54 GMT
Organization: Stratus Computer, Software Engineering
NNTP-Posting-Host: deneb.sw.stratus.com

In article <Bzn31F.17H@utdallas.edu> 
kmldorf@utdallas.edu (George Kimeldorf) writes:

>What is the record for the maximum number of hours prior to first solo?

There is a wonderful story in, as I remember, the first of the "I Learned about
Flying from That" collection (reprints from the ILAFFT column in Flying).  It
was from a CFI who couldn't bear to solo his first student, and kept several
of them flying touch-and-gos for weeks before he finally let one go on his
own.  It's not just students who are nervous about soloing!
-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
Newsgroups: rec.aviation.student