HDTenEightyP/NetNews huggingface dataset:
From: kaye@uniwa.uwa.edu.au (Kaye Stott)
Subject: Re: Circle-to-land: which direction?
Organization: University of Western Australia
Date: Tue, 18 Aug 1992 05:55:18 GMT

: 
: What sayeth the net: should the pilot's approach be described as
: "circle left" (of the centerline) or "circle right" (making right
: turns)?  Or should left/right be explicitly excluded from the
: description because of the ambiguity?
: 
: Joe Morris / MITRE

Coming from a field where we regularly do both left or right circles,
depending on which end of the strip we are flying from (to avoid coming
in over trees) we face this all the time when advising visiting
aircraft of our procedures.

We get around it by specifying that they are to do right-HAND circuits
making it clear that they are to do right-hand turns (or left-HAND, as
required).

Kaye
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation
Subject: Re: Flames (and bumper st
Date: 20 Aug 92 18:03:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 


WS> .Let's see, don't you have to be of "good moral character" to keep
  > .your pilot's license?

Nope...  Only ATPs have to be of good moral character.  The rest of us
can be tacky and sleazy as long as we obey the FARs.  <~>

WS> ."Real Naval Aviators treat their ladies with respect...."
  > .     -letter to S.J. Mercury News from a Naval Aviator re. Tailhook :-)

How about someone else's lady?

        D/

 * OLX 2.2 * Dick.Zeitlin%acc1bbs@ssr.com
From: bills@hplvec.LVLD.HP.COM (Bill Standerfer)
Newsgroups: rec.aviation
Subject: Re: TAS while landing (was: Stupid Pilot Trick Awards)
Date: 14 Aug 92 13:36:35 GMT
Organization: Hewlett-Packard Co., Loveland, CO

In article <1992Aug5.215408.16673@ee.rochester.edu>, dela@ee.rochester.edu (Del
Armstrong) writes:
>[...]
>While landing at a high airport, some sea level pilots might
>subconsciously slow down on final, just to make the sight picture of
>the ground going by match what they're used to seeing.
>
>If I'm working this danged whiz-wheel right: at 7000 feet on a 80
>degree day, the densisty altitude works out to about 10,000 feet, and a
>calibrated airpseed of 60 knots would require a true airspeed of about
>69 knots.  That's also a 69 knot groundspeed, when you're used to
>flying at 60 knots at sea level. No wonder I noticed it!
>

And to throw out another example, say you're going into Leadville on a warm
70 degree day.  Your 80 knot CAS (that's as low as my whiz-wheel goes) gives
you about 100 knots ground speed.  Equally important, however, is that your
turn radius is now 1.56 times what it was at sea level!  We caution pilots
about these facts in our mountain flying course, but it doesn't sink in until
they actually experience it the first time.

Bill Standerfer
From: skip@mitre.org (Skip Guild)
Newsgroups: rec.aviation
Subject: Re: Dumb IFR question (Radio Out while Off Route)
Date: 20 Aug 92 13:01:47 GMT
Organization: The MITRE Corp

In article <7147@lib.tmc.edu> jmaynard@oac.hsc.uth.tmc.edu 
(Jay Maynard) writes:

>Dumb question time: what happens when your current clearance ends 
>nowhere near any point on your flight plan, and you lose radio contact?

I'd take the logical approach and see where it leads me.  
FAR 91.185 (c)(1) Route.  Assume clearance amended enroute to "cleared 
to X Intersection...EFC at 10:30" and X is not on my filed route.

Appears subparagraph (iv) applies:  "In the absense of an assigned route
or a route that ATC has advised may be expected in a further
clearance, by the route filed in the flight plan."

I suspect the ATC Handbook probably prohibits this type of clearance
unless Intersection X is along the route filed or last amended
which included the destination airport.  (Confirmation?)

If this is a "proper" clearance, at the EFC time I would proceed
along published airways at proper altitudes per paragraph (2) in the 
direction of my destination while trying to reestablish myself on 
my filed (or amended) route when choices are possible.

---(airways)---------X-------------------Y----------Destination
                    /                   /
-------Z -----------                   /
        \                             /
          -------------Q--------------

For example, if my filed (or amended) route was ...Z-Q-Y-Destination 
and my clearance limit was X:  At EFC I would fly X-Y-Destination and 
not X-Z-Q-Y-Destination.  Comments?
From: rob@cats.ucsc.edu (99708000)
Newsgroups: rec.aviation
Subject: Cellular phones again!  Argh!!
Date: 17 Aug 1992 23:43:14 GMT
Organization: University of California, Santa Cruz
Distribution: usa
NNTP-Posting-Host: ucsco.ucsc.edu


I thought they were "not OK" (in flight, anyway).

So, I pick up today's San Francisco Chronicle, and there
is a Macy's ad selling pocket cellular phones and telling
me how great it would be to be able to use it in a plane.
I called the San Francisco FSDO thinking that they should
get hold of Macy's and suggest a retraction--and what do
I hear??  Something like "Oh, they're OK.  It's up to
the individual carriers.  Try calling them."

Anybody know what gives?
-- 

-Rob Strand

   From Bitnet: rob@ucscvm  From Internet: rob@ucscvm.ucsc.edu    

Newsgroups: rec.aviation
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: War story and story request
Organization: National Library of Medicine
Date: Wed, 12 Aug 92 11:20:34 GMT

In article <1992Aug11.145732.10426@msuinfo.cl.msu.edu> yurkon@rudolf.nscl.msu.edu (John Yurkon) writes:
>>...
> I concur, but would also add that if its shaking badly enough, say due
>to a lost prop tip, then one should chop power so that you don't
>literaly lose the engine.  This would result in an aft CG condition that
>would have to be responded to quickly to prevent a stall.  If you did
>stall you wouldn't recover.
>
You don't need to lose a prop tip to get severe airframe shaking; in my
case it was a broken exhaust valve which was hammering a hole in a piston.
I did wonder whether the engine would shake itself out of the mounts,
but was not going to "chop the power" 5 miles offshore.

It's easy to wax eloquent about dire emergencies on the net; not so
easy to actually have one and do everything right.

Dan Masys
masys@lhc.nlm.nih.gov
From: james@splinter.coe.northeastern.edu (James E. Jones)
Newsgroups: rec.aviation
Subject: ATP eligibility info
Date: 17 Aug 92 13:45:45 GMT
Distribution: rec
Organization: College of Engineering, Northeastern University


I am posting this message for a person who doesn't have access to USENET.
Please send any info to him by e-mail.  Thanks!

--------------------------------
	I am in dire need of information about how to be eligible
	from outside USA or CANADA, for the ATP  license course 
	(Air Transport Pilot)in one of the mentioned countries.

	I am a Commercial Pilot (2000 hours approx.) and 900 hours
	as DC-10 Second Officer, but stopped flight two years a go.

	If anyone  know about Schools, prices, and other practical 
	advice, please e-mail me.
	Thanks.
	Fai Zeidan. e-mail: tucusito@kokuki.kuaero.kyoto-u.ac.jp

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

James E. Jones, Jr.
College of Engineering
Northeastern University
Boston, Massachusetts 02115

internet: james@nueng.coe.northeastern.edu
BITnet:  james@nuhub
Phone: (617)437-4430
FAX: (617)437-2501

*** All comments made are my own,                 ***
*** they are not those of Northeastern University ***
From: bobw@endeavor18.NoSubdomain.NoDomain (Bob Wood )
Newsgroups: rec.aviation
Subject: Re: Flying to Oregon: Questions.
Date: 22 Aug 92 01:07:00 GMT
Reply-To: bobw@orca.wv.tek.com
Organization: Tektronix Inc., Wilsonville OR.

In article <1992Aug20.010320.23589@sol.UVic.CA>, mvogel@sirius.UVic.CA (Mark  Vogel) writes:
|> 
|> I am planning a trip to Eugene, Oregon or thereabouts from Victoria, B.C. to 
|> fulfill the 300 nm x-cntry requirement of my commercial pilots license.

stuff deleted

|> 
|> -- 
|> ___________________________________________________________________________
|> Mark Vogel                                |       Elec. & Comp. Engr. Dept.
|> Graduate Student                          |         University of Victoria
|> Internet: mvogel@sirius.UVic.CA           |         Victoria, B.C., Canada

I see some others have already given you some advice which appears to
be pretty good.  A couple of other thoughts.

Don't be afraid to fly into PDX.  I flew up there in the right seat of
a warrior last december while I was still a student pilot.  It was about
4:00 pm on a fri evening and PDX was fairly busy but we got right in
with no problem.  The tower even made a AAA 737 switch runways to avoid
flying up our tail.  Since then I have been at the airport or parked
around the perimeter with my handheld xciever.  There has always been
some light plane traffic and I have never detected any hesitation on
the part of the PDX controllers to handle it.

For camping you might try Cottage Grove, just a little ways SE of Eugene.
I have been there a couple of times and there were people camped out
near their planes or next to the small river that runs by the airport
both times.  They advertise fuel at a real low price, somewhere in the
$1.6x range.  There is a hotel just across the road from the airport
with a good resterant and coffe shop.  Also a golf course.  There was
an excursion train located behind the motel the 1st time I was there.
You could take a ride through the hills in that area.  Don't know if
it still operates.

Bob Wood
Newsgroups: rec.aviation
From: ericn@automagic.corp.sgi.com (Eric Niedrauer)
Subject: STS Rework instructions?
Organization: Silicon Graphics, Inc.
Distribution: ba
Date: Wed, 19 Aug 1992 20:07:04 GMT

About a year ago I remember reading rework instructions to disconnect
the clock on the STS handheld radios to increase battery life.
I knew I should have saved those because I now have an STS7600.

Could someone please e-mail those instructions, and the  information 
on the supplier of replacement battery packs.

Thanks

Eric Niedrauer
ericn@corp.sgi.com

PIK20D  N6VS    Truckee/Byron
From: jcs@zoo.bt.co.uk (John C Sager)
Newsgroups: rec.aviation
Subject: Re: Principle of VOR
Date: 21 Aug 92 08:50:11 GMT
Organization: British Telecommunications plc

In <1992Aug20.133019.27192@cs.brown.edu>,
ST402421@brownvm.brown.edu (Chris Paine) writes:

>John Sager writes:
>>Modern Doppler VORs make the 30Hz carrier modulation the reference...


>I understand this;  I even built a circuit once to take the nav data
>that goes to the display head and display digitally the phase difference
>between the two, which gives the VOR radial in digital form.  What I
>never could figure out is how they manage to vary the phase difference
>_spatially_.  Have you an explanation?

I don't know the full details but here is the flavour:
If you've never seen a doppler VOR station, it consists of a building
with a circular mesh roof about 30ft dia with 20 or 30 vertical antennae
all the way round in a circle near the outer edge. The basic principle
is to switch the RF from antenna to antenna round the circle very rapidly.
This simulates a single antenna rotating around the circle rapidly. If
you are some distance away and observe the signal from such an antenna then
the doppler effect will make the frequency rise and fall as the antenna 
approaches & then recedes from you as it goes round the circle. This imparts
a sinusoidal frequency modulation to the signal. As you observe from different
bearings around the station, the phase angle of the modulation will change,
giving the phase variation with bearing on which VOR works.
This can't be the whole story as the FM is on a 9960Hz subcarrier, rather than
the carrier itself but it's something like that. Perhaps someone else can
augment this explanation?

John C Sager					Mail:	B67 G18, BT Labs
Email:	jcs@zoo.bt.co.uk				Martlesham Heath
Tel:	+44 473 642623					IPSWICH  IP5 7RE
Fax:	+44 473 637614					England
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Chart subscriptions / prices
Date: 19 Aug 92 21:08:02 GMT
Distribution: usa
Organization: Rutgers Univ., New Brunswick, N.J.


> I'd highly recommend the Air Chart system.

Yeah except that they aren't in color (well more than one color).

-Ron
Newsgroups: rec.aviation
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Re: That would never happen to me...BUT
Organization: Data Parallel Systems, Inc
Date: Mon, 17 Aug 1992 19:20:03 GMT

In <1992Aug10.191409.4269@peck.com> geoff@peck.com (Geoff Peck) writes:

>> Buy a "dip gauge" this is a clear tube with graduated markings, then make a
>> chart for the airplane which shows how many gallons are in the AC per marking.
>> This will leave you with no doubt.

>DANGER!  These "dip gauges" are subject to all sorts of errors, particularly
>in Cessnas, including:

>    -  they won't read correctly unless the aircraft is precisely level
>    -  aging of fuel bladders can dramatically reduce available fuel capacity
>    -  calibrations for a "generic" Cessna XXX may not apply to your Cessna
>       XXX (long range tanks, slightly different capacites in different
>       model years, etc.)

Geoff makes many good points, but I have to disagree with what I believe
to be an overtly negative tone towards dip guages.

I made a dip guage for my 172 out of a clear plastic tube.  I emptied the tanks
(completely, via the strainer plug) and shut off the selector (a NECESSARY
step in Cessnas with a "BOTH" position).  I marked the clear plastic tube
every 1/2 centimeter and put a simple numeral by each mark.  I also "levelled"
the airplane longitudinally and recorded the amount of front strut extension -
all on a level surface of course!

Then I progressively added 5 gallons of fuel to the right tank.  Each time,
after adding 5 gallons, I inserted the dip tube and removed it, carefully
marking on a piece of paper what quantity corresponded to what stick marking.
I continued until the tank was COMPLETELY full.

I then repeated with the left tank using a separate table.  When done, I typed
it all into the computer, made it look pretty, printed and affixed the tables
to my POH.

While I wouldn't use the dipstick to plan a flight's fuel to the minute
(or even 30 minutes), in two years of use I have noted that the stick is an
INCREDIBLY accurate method of determining EXACTLY how much fuel I have.  I
have made many a premature stop because I did not believe that I had as much
fuel as the stick said I did, only to have the lineboy's fuel total match,
within 2 gallons, what the stick promised.

Now, what Geoff says is right:  I have all-metal tanks, not bladders.
I made my own stick and I calibrated it for EACH tank individually (and there
are slight differences!).

BTW:  My airplane POH says I have a total capacity of 54 gallons, with 50
usable.  I was able to get 59 gallons into it starting from a DRY system.

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)
Newsgroups: rec.aviation
From: bluejay@feathr.enet.dec.com (Bluejay Adametz)
Subject: Re: Engine swaps, dash-numbers, and the Feds
Reply-To: bluejay@feathr.enet.dec.com (Bluejay Adametz)
Organization: Technical Support & Magic
Date: Wed, 19 Aug 1992 18:54:42 GMT


In article <l94uh1INN847@peaches.cs.utexas.edu>, bunda@cs.utexas.edu (John Bunda) writes:
>
>The aircraft is a 1958 Skylane, which came originally with an O-470-L
>engine.  Over the years, Cessna went through the series of O-470s in
>the 182.  Early on (60's sometime) they switched to the O-470-R.  At
>one point, they went to the O-470-S, which lasted a single year before
>fouling problems with 100LL (or some such) prompted the final
>switch to the O-470-U.  The main differences in these engines, range
>from crankshaft counterweights, slightly different crankcase
>dimensions and total weight, high-compression pistons in the -U, etc.,
>but by and large they are reasonably interchangeable, and
>considered such on most of the later Cessna models.
>
>My friend's 1958 182 has an O-470-S, with, you guessed it, no trace of
>this installation having ever been approved.  It had this engine when
>he bought it years ago.  My friend learned about the problem at some
>point along the way, but on the sleepy little airport where he kept it
>nobody paid any attention.  It had been into most of the shops and
>repair stations in the area, and logbooks were signed by a lot of
>people who, depending on where you stand on this, were understanding
>folks who turned a blind eye, or "should have known better".  Well,
>the old A&P on the field retired, and a new guy shows up.  He notices
>right away that the engine is "wrong", and of course, refuses to sign
>off any work on it (for which you can hardly blame him).
>

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.

Presumable the "new" IA knows all this, but then again having a 
piece of paper in your pocket means only one thing: that you have 
a piece of paper in your pocket.

						- Bluejay Adametz
						  A&[any day now]P
Newsgroups: rec.aviation
From: gary@clarinet.mitre.org (Gary Bisaga)
Subject: Re: Flying/Driving Habits
Reply-To: gbisaga@mitre.org
Organization: The Mitre Corporation, McLean Virginia
Date: Fri, 21 Aug 1992 17:08:29 GMT

In article <1080@galileo.rtn.ca.boeing.com>, rfh3273@galileo.rtn.ca.boeing.com (Dick Harrigill) writes:
|> In article <Bt3ILE.920@chinet.chi.il.us> pjern@chinet.chi.il.us (Phil Jern) writes:
|> >I recently realized that I do have some crossover between flying and driving.
|> 
|> I find myself accellerating thru right turns and braking thru left turns.
How about: starting to pull back on the steering wheel when you reach
rotation speed?  (Of course, this is probably not much of a problem if you
fly 737s, but for us Cessna pilots ...)

-- 
Gary Bisaga (gbisaga@mitre.org)
Newsgroups: rec.aviation
From: rlarsen@bnr.ca (Richard Larsen P220)
Subject: re: soft release
Keywords: gliding
Organization: Bell-Northern Research, BNR-RTP
Date: Tue, 18 Aug 1992 18:28:33 GMT

When I mentioned soft release in response to noisy Schweizer release mechanisms I had no idea it would stir up so much response. The fears of loops in the rope and the glider overtaking the tow or upsetting the tow have been unfounded in my ten years (~350 takeoffs) of experience. The fear of this being for experienced pilots only is also unfounded. I was taught this as a student and had no problems of over doing it.

Climbing 20 to 30 feet above the tow on a 200 foot tow rope has never elicited complaints from the tow pilots. A shallow dive bringing you down to a position LEVEL with the tow plane puts about a foot or two of slack in the rope. After releasing i hold the release lever open as I turn right and climb away from the rope as a precaution. However I usually see the rope break away so I know it has released.

The only disadvantage I know of is that the tow pilot sometimes doesn't know I have released.
From: rlarsen@bnr.ca (Richard Larsen P220)
Newsgroups: rec.aviation
Subject: re: Life Insurance
Keywords: Life Insurance
Date: 14 Aug 92 12:26:21 GMT
Organization: Bell-Northern Research, BNR-RTP

I bought my aviation life insurance eight years ago. It cost me $1000 plus about $50 a year to maintain it. It is blue with built in seat cushion and air bladders to be adjusted for comfort. It is called a Security 350 parachute.
Newsgroups: rec.aviation
From: will@wixer.cactus.org (Bill Staniewicz)
Subject: Hawker Siddeley Vulcan
Organization: Real/Time Communications
Date: Sat, 22 Aug 92 21:48:05 GMT

I was watching an old James Bond film and found one
of the aircraft portrayed rather interesting. It was
a Hawker Siddeley Vulcan. Does anyone know if this
aircraft is currently being used and in what capacity?
From: laubach@hpl.hp.com (Mark Laubach)
Newsgroups: rec.aviation
Subject: Re: So what' so great about Nut Tree?
Date: 12 Aug 92 20:30:47 GMT
Organization: Hewlett-Packard Laboratories Palo Alto,CA
X-Newsreader: Tin 1.1scd1 PL4

The best thing about the Nut Tree is that I fly over it when I'm on my
way to Yolo to do Skydiving!  YAHOO!

I ate there once on the way back from skiing one year and was not
impressed.  The earlier comment about the upscale Denny's is right on.
Couple that with a gift shop and there you have it.

--
Mark
PP-ASEL-GAT
D-14706
Newsgroups: rec.aviation
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: Re: GLiding instruction
News-Software: VAX/VMS VNEWS 1.41    
Organization: European Organization for Nuclear Research, CERN
Date: Thu, 20 Aug 1992 09:38:00 GMT

In article <Bt96C1.Go1@news.cso.uiuc.edu>, peltz@cerl.uiuc.edu (Steve Peltz) writes...
>In article <18AUG199210200746@vxcrna.cern.ch> cohler@vxcrna.cern.ch (Mike Cohler) writes:
>>until a few feet from the ground.  The pupil, then suddenly pulled out the
>>air brakes, and let the speed decay.   The instructor tried to put the brakes
>>back in, but the pupil froze on the controls and the instructor was unable
>>to over-ride the locked out air brakes.
> 
>Depending on air speed, you may still have plenty of available excess lift
>despite the brakes being on; a reasonably quick increase in angle of attack
>could still save such an occurance from being more than a somewhat heavy
>landing; or was the student frozen on the stick as well?

The air speed had been bleeding off, and the instructor was ready to close 
the brakes when this occured... the student froze on the brakes only.  
It was not me in the aircraft, I must add !!  
==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
Newsgroups: rec.aviation
From: kerry@Ingres.COM (Kerry Kurasaki)
Subject: Re: Dip Gauges
Reply-To: kerry@Ingres.COM (Kerry Kurasaki)
Organization: Ask Computer Systems Inc., Ingres Division, Alameda CA 94501
Date: 13 Aug 92 17:21:00 GMT

In article <1992Aug12.173246.2171@selway.umt.edu> cap@selway.umt.edu (Charles A. Smith) writes:
>I disagree with the general statement that dip gauges are always
>unreliable.  In a Cessna 150/152, I think that they work very well.

[Stuff deleted]

>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. [but can be accounted for]

Aha! I might call this the "classic" wet wings VS dry wings correlation
problem.  With wet wings, the wing section is sealed and the fuel
actually sloshes around the wing section (metal).  Readings tend to
be very accurate.

With "dry" wings, a bladder is usually inserted into the wing, hence
the bladder is "wet", not the wing.  The problem with bladders is that
they may contract slightly when not completely filled causing the fuel
level to be higher than normal and creating the impression that you have
a few more gallons than you think you have.  Enough to cause an accident
if you plan that closely.

We normally fuel out CAP C-182 to the tops.  It has 88 gallon long range
tanks.  1" under the caps is about 5 gallons per tank in that bird.  For
both sides, that is almost an hour of flying!

Again, know thy airplane!

As an aside, some "dry" wing aircraft have metal tanks rather than
bladders.  The only problem I have with these are that the filler neck
is far away that a visual check with partial fuel is almost impossible.
I'll slosh the fuel around, listen, and then be ultra-conservative on
the fuel guestimated in the tanks.

Kerry