HDTenEightyP/NetNews huggingface dataset:
From: len@Tandem.com (Len Fishler)
Subject: Re: fuel contamination checker
Organization: Tandem Computers
Date: Wed, 6 Jan 1993 18:42:42 GMT

In article <1993Jan5.191914.15288@Bang.UUCP>, bam@Bang.UUCP (Bret A. Marquis) writes:
|> 
|> IFR Refresher Magazine(Jan 93) has a product review for the (*)Clearsight
|> Fuel Tester.
|> 
|> The tester looks like a standard tubular tester but it has specific
|> gravity floats and can distinguish between water, avgas and Jet-A and
|> combinations of the above in suspension.
|> 
|> The float remains on the bottom if avgas, rises to the surface if water
|> or Jet-A and floats in the middle if jet-A is mixed.  For $14.95 (plus
|> $1.25 shipping) it seems like a great idea.
|> 
|> Has anyone here tried on yet?
|> 

Yes, I've had one for the past year.  It works great, although I've never had
it detect contaminated avgas in real life yet.  I did try it out with some
deliberately contaminated samples to see how it worked, though, and the 
little ball moved up, just as advertised.  I bought it after there was a 
scare over a batch of contaminated fuel in the Bay Area.  It's really a very
simple device, just a normal plastic fuel tester with a screwdriver end, with
a little metal screen installed about half way down the tube, and a plastic
ball beneath it.

- Len Fishler -
fishler_len@tandem.com
PP-ASEL-IA
Centurion N3784Y RHV
Newsgroups: rec.aviation.products
From: cap@selway.umt.edu (Charles A. Smith)
Subject: Re: fuel contamination checker
Summary: potential problems
Organization: University of Montana
Date: Wed, 6 Jan 1993 18:01:16 GMT

In article <1993Jan5.191914.15288@Bang.UUCP>, bam@Bang.UUCP (Bret A. Marquis) writes:
> 
> IFR Refresher Magazine(Jan 93) has a product review for the (*)Clearsight
> Fuel Tester.
> 
> (*)Clearsight Fuel Tester
> For-Mar Aviation Specialties
> 313 George Ave.
> Amery WI 54001

This was discussed last summer, I believe.  I seem to remember that a fellow 
netter had encountered two potential problems with this device.

1) The reading could be somewhat ambiguous.  That is, sometimes the indicator
   would not quite sink, or not quite float.

2) The indicator ball was subject to contamination by fuel if not stored
   properly.  That is, one must be careful to store the device in a way that
   allows the inside of the reservoir to dry completely between uses.

-- 
Cap Smith                 Assistant Prof. of MIS           
cap@selway.umt.edu        University of Montana            
Newsgroups: rec.aviation.products
From: myshatyn@fc.hp.com (Mike Myshatyn)
Subject: Re: fuel contamination checker
Date: Tue, 5 Jan 1993 20:57:30 GMT
Organization: Hewlett-Packard Fort Collins Site
X-Newsreader: TIN [version 1.1.8 PL6]

Bret A. Marquis (bam@Bang.UUCP) wrote:
> 
> IFR Refresher Magazine(Jan 93) has a product review for the (*)Clearsight
> Fuel Tester.
>     :
> Has anyone here tried one yet?

I bought one about a year ago.  It works really well - just as  advertised.
I wish that you could buy these at every pilot supply  store, not just mail
order  from  them.  This  could  go a  long  way  towards  preventing  fuel
contaminations (assuming that the pilot still does a thorough preflight).


--

      \ . /         Mike Myshatyn                   Hewlett-Packard Company
o______(*)______o   ASEL/AMEL COMM, INSTR, CFI-IA   Systems Technology Division
     Bonanza        ...!hplabs!fc.hp.com!myshatyn   Ft. Collins, CO  80525
     N4896J          or ... myshatyn@fc.hp.com      (303) 229-4067

Newsgroups: rec.aviation.products
From: bam@Bang.UUCP (Bret A. Marquis)
Subject: fuel contamination checker
Organization: Marquis Property Development Co., San Diego
Date: Tue, 5 Jan 1993 19:19:14 GMT


IFR Refresher Magazine(Jan 93) has a product review for the (*)Clearsight
Fuel Tester.

The tester looks like a standard tubular tester but it has specific
gravity floats and can distinguish between water, avgas and Jet-A and
combinations of the above in suspension.

The float remains on the bottom if avgas, rises to the surface if water
or Jet-A and floats in the middle if jet-A is mixed.  For $14.95 (plus
$1.25 shipping) it seems like a great idea.

Has anyone here tried on yet?


Bret Marquis
bam@trout.nosc.mil



----
(*)Clearsight Fuel Tester
For-Mar Aviation Specialties
313 George Ave.
Amery WI 54001
From: nikke.gaby@compart.fi (Nikke Gaby) 
Newsgroups: rec.aviation.products
Subject: PILOTE TRAINING SCHOOL
Date: 5 Jan 93 22:16:00 GMT
Distribution: world
Organization: ComPart BBS, Helsinki-Finland, +358 0 506 3329 (14 lines V.32bis)
Reply-To: nikke.gaby@compart.fi (Nikke Gaby) 

        Hi !

        I'd like to introduce myself : I'm a 25 years old student at the
        Helsinki University of Technology. (Finland)

        I got me Private Pilote Licence last summer in France where I
        was instructed on Robin DR-400, DR-300 and ATL by a former Navy
        Fouga-Magister instructor. Anyway, my interest on flying is
        growing everyday and I will graduate in the next future from the
        University.

        So, I'm looking for me and my brother Patrick a high caliber
        pilote training in a professional environment. We're searching
        full-time training and high quality education. We're certified
        physically fit and drug-free. We both have the Private Pilote
        Licence.

        What we want is that the institute, or academy is an FAA
        approved Part 141 Flight School and provides Certificates of
        Eligibility for Nonimmigrant (M-1 & I-20) Student Status or
        equivalent.

        If you know such a school that will provide us a Professional
        Multi-Engine Turbine Instrument Flight Degree, please live a
        message or send your proposition to the following address :

                                        Nicolas Gabriel-Robez
                                        Alalinnake 1 E 47
                                        02160 ESPOO
                                        Finland
                                        fax : (358-0) 425 940

        Thank you !
---
 . SLMR 2.1a . Backup not found: (A)bort (R)etry (P)anic
                                                                                                                             
----
+--------------------------------------------------+
| ComPart BBS    +358-0-506-3329 (ZyXEL V.32bis)   |
| Helsinki, Finland  -  Number 1 BBS in Finland    |
+--------------------------------------------------+
Newsgroups: rec.aviation.products
From: Glenn Stauffer <stauffer@cc.swarthmore.edu>
Subject: Headsets and flight bags?
X-Xxmessage-Id: <A76F08182A01432F@stauffer.swarthmore.edu>
X-Xxdate: Tue, 5 Jan 93 14:40:40 GMT
Organization: Swarthmore College Computing Center
X-Useragent: Nuntius v1.1.1d16
Date: Tue, 5 Jan 1993 14:35:15 GMT

I
pilot friend.  From the FAQ file, I
H10-60, H10-20, H10-80 or H10-40.  I
between these models.  My friend flies VFR in a Cessna 172.  Are their
features of these models that make them more or less appropriate for
someone flying at that level?  I want to get something that they
for a while - but don
helicopters or jets.

As for Flight Bags, Sporty
the 
flight bags that would be worth looking at - one vendor mentioned SimCal
(sic).  How do those bags stack up?

Any advice is much appreciated...
Newsgroups: rec.aviation.products
From: bryan@intellistor.com (John Bryan)
Subject: Re: fuel contamination checker
Organization: Intellistor, Inc.
Date: Wed, 6 Jan 93 22:32:03 GMT

In <1993Jan5.191914.15288@Bang.UUCP> bam@Bang.UUCP (Bret A. Marquis) writes:
>IFR Refresher Magazine(Jan 93) has a product review for the (*)Clearsight
>Fuel Tester.

Yes, I have one and it seems to work great.  I bought it after reading
(a) a series of articles here about aircraft marked "Turbo" on the
outside getting filled with Jet-A (I fly a Turbo Cessna 210 routinely),
and (b) an article here by someone who tested it with mixtures of Jet-A
and avgas, as well as water.

One time I drained fuel from the tanks of some plane I was about to
fly, looked at it and it looked fine, smelled it and it smelled like
avgas, and then almost tossed it before I noticed the little ball was
floating about half-way up the tube.  I looked again and realized that
the tester was nearly half-full of water, but I had somehow missed
noticing the line.  Probably this was because I'd never really seen
much water before (a glob or two in the bottom is about the most I've
ever seen -- before or since) (well, from an aircraft fuel tank,
anyway).  I ended up draining a fair bit of water out of that tank on
that occasion (a fair bit for me, anyway -- maybe 4 oz. in actuality).
I wrote it up and there are now new fuel caps on that plane.  Yay!
The Clearsight fuel tester helped catch the problem.

I broke off the pointy thing that sticks up into Cessna-style fuel
drains one day by accident, so I bought an el cheapo tester somewhere
and then ended up cutting down the tabs of the insert with the pointy
thing on it to make it fit the Clearsight.  But I'd probably have
broken the end off of any tester under the same circumstances, so I
don't blame that on the Clearsight.

All in all, I'm pleased.



-- 
------------------------------------------------------------------------
John T. Bryan       | e-mail: bryan@intellistor.com
Intellistor         | UUCP:   ...!csn!arrayb!bryan
Longmont, CO        | USPS:   2402 Clover Basin Drive, 80503
(303) 682-6527      | PP-ASEL/IA
------------------------------------------------------------------------
From: jcs@bear.bt.co.uk (John C Sager)
Newsgroups: rec.aviation.products
Subject: Re: Wanted info: GPS Systems
Date: 5 Jan 93 16:04:33 GMT
Organization: British Telecommunications plc

In <215.182.uupcb@ssr.com>, dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin)
writes:

>GPS is the greatest thing since sliced bread.  <~>  It's far superior to
>anything else, and is the only reliable source of altitude information
>that you're likely to encounter on your trip.

I really like GPS, but it does have its drawbacks. Don't rely on its
altitude info near the ground, as it can be several hundred feet wrong.
You also get sudden changes of indicated altitude when the satellite set
that is used for computation changes for any reason. This is mostly due
to the errors (Selective Availability) deliberately introduced by the US 
government to prevent GPS being used by its adversaries for accurate
navigation & targeting. An altimeter correctly set to current QNH or QFE will be
superior near the ground, until either the US government switches off Selective
Availability, or differential GPS becomes widespread, or both.

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
Xref: sparky rec.aviation.products:304 rec.video:15434
From: arnie@col.hp.com (Arnie Berger)
Newsgroups: rec.aviation.products,rec.video
Subject: Re: NiCd Batteries, Part 3/3
Date: 5 Jan 1993 20:02:39 GMT
Organization: HP Colorado Springs Division
NNTP-Posting-Host: hplsduc.col.hp.com

elmore@rap.ucar.edu (Kim Elmore) writes:


> 	How to determine cell capacity?  If it's not printed somplace
> on the cell, you'll have to do some test discharges.  Pick some low
> current for the cell -- AA cells are typically 500 mAh capacity, D
> cells are about 1200 mAh capcity, so 100 mA discharge rate is a good
> one to choose -- and monitor the cell voltage with time.  When the
> cell under test drops to about 1 V, consider the cell discharged.
> Multiply the discharge current by the number of hours it takes to
> discharge the battery and you have the capacity, C.  If it takes 10
> hours to discharge a cell at a nomibal current of 100 mA, then you
> have a 1000 mAh cell to deal with.


   I actually did this test using a chart recorder. I discharged my
7.2V battery pack at C/10 and recorded the voltage vs time until the
voltage dropped below 6V ( 1 volt per cell ). Since I was discharging
it through a fixed resistor I had to recalculate the current flow as
the batteries discharged. I ended up doing a numerical integration
of the area under the curve but the reults were really remarkable.
The batteries were rated at 2400 mAH each and I think that I calculated
about 2430 mAH as the final result.
 
   
> 
> 	Ham magazines have featured articles on home-brewing NiCd
> pulse chargers in the past.  The ARRL Handbook has an article (page
> 27-10 in the 1992 edition) that describes a non-pulsed charger that
> won't damage batteries, but isn't as good as a pulse charger, which is
> a bit more trouble to build.  Most libraries carry QST (a ham
> magazine) and you could probably find articles in back issues on pulse
> charging.  If you're really interested and can't find the article,
> e-mail me and I'll dig up a reference


     There is a company called Benchmarq which makes an integrated circuit
specifically designed for normal or rapid charging NiCad or NiHydride
batteries.

                                                    Arnie
 
-- 
Arnie Berger
arnie@col.hp.com
Telnet 719-590-5642
Newsgroups: rec.aviation.products
From: cohler@vxcrna.cern.ch (Mike Cohler)
Subject: Pye Bantam Circuit diagram
News-Software: VAX/VMS VNEWS 1.41    
Organization: European Organization for Nuclear Research, CERN
Date: Mon, 4 Jan 1993 11:23:00 GMT

Does anyone have a circuit diagram for the Pye Bantam radio... which I need
to effect a repair ?   Help very much appreciated if possible.

Mike

==============================================================
|                                                            |
|        Mike Cohler -  preferred email address:             |
|                       MDC1@VAXA.YORK.AC.UK                 |
|                   ie  MDC1%VAXA.YORK.AC.UK@UKACRL.BITNET   |
|                                                            |
|        UK PPL and Glider Pilot                             |
|                                                            |
==============================================================
From: d246@uni05.larc.nasa.gov (Braden Glen)
Newsgroups: rec.aviation.products
Subject: Aviation Art for sale!!!
Date: 5 Jan 1993 15:55:00 GMT
Organization: Unisys-Hampton VA
NNTP-Posting-Host: uni05.larc.nasa.gov
Keywords: art, aviation art

  
  I am an aviation artist with prints for sale of the various Pen and Ink
drawing I have been doing these last couple of years. The following prints
are available thru Snail Mail:
        FB-111 Aardvark
        F15    Eagle
	F117   Nighthawk (stealth)
        B2B    Stealth Bomber
	A-6    Intruder
	YF-23  Ghost/Grey Ghost
        Endeavour Orbiter (piggyback on 747)
	A-10   Warthog
	F-4    Phantom
  
   You can obtain flyers and prices by sending a SASE  as in Self addressed 
   stamped envelope to: 

              Glen Braden
              712 Fairfield Blvd
              Hampton Va 23669
  
   PS I am not a business. 


        
Glen A Braden                               d246@uni05.larc.nasa.gov
System Analyst                              804 865-9387 (WK)
UNISYS                                      804 851-6530 (HM)
  
'If you give the users a block, they'll take a cylinder...'
From: Charolyn_Babichuk@darwin.biochem.ualberta.ca
Newsgroups: rec.aviation
Subject: Question about Helicopters
Date: 5 Jan 93 05:17:15 GMT
Organization: University of Alberta

Would someone please tell me if it's possible for helicopters to;
   i)  Fly upside down
  ii)  Do a barrel roll
 iii)  Do a backloop or a frontloop
  iv)  Any other aeronautical tricks
       ?????????????????????????????

Thanks in advance for any response.  All I know about helicopters is that
they're extremely fun to jump out of at 10,000 ft. 

Charolyn Babichuk
Skydiver Extraordinaire ;-);-);-);-);-);-);-);-);-);-);-);-);-)
Newsgroups: rec.aviation
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: Are you too short?
Organization: National Library of Medicine
Date: Thu, 7 Jan 93 12:34:49 GMT

In article <19930106.140449.758@almaden.ibm.com> martinl@torolab6.VNET.IBM.COM writes:

>While negative G's do not cause redout, they do have some other interesting
>side effects......
>
>I grew an inch this past year (just had my height measured last week.)
>As I am 27, and have not grown since 18, this was quite unexpected.

Growing in the late twenties is not unheard of, but it is unusual
enough that most internal medicine specialists suspect Acromegaly,
a disorder of Human Growth Hormone (HGH) overproduction.

>Fearing the worst, I went to have a chat with my family doctor. He
>thought that everything seemed strange, until he asked about my
>flying.. and then he got an idea.. he aked me how many negative G's
>I was pushing. He thinks it has something to do with my spine
>stretching at -5.
>
Bullcookies. (... a medical term :-) ).  The tiny transient stretching
effects would be applied so briefly that it is essentially impossible
for them to influence physical structure.

>In a way this makes some sense. Astronauts returning from space are
>an inch or so taller, from prolonged exposure to 0 G. But in my case,
>wouldn't the +6 I do in the same flight crunch me back down again?
>
Correct.  Ground your doctor's flights of fancy and get some careful
medical evaluation.  Go see an endocrinologist if possible.



Dan Masys, MD
masys@nlm.nih.gov
From: garrot@ucrengr (gary rotter)
Newsgroups: rec.aviation
Subject: Supercub props for sale
Date: 6 Jan 93 20:31:39 GMT
X-Newsreader: TIN [version 1.1 PL8]

My soaring club has two supercub props sitting in the back of our
clubhouse.  If anyone is interested in purchasing one or more of
them they should contact me vi email at the following email address:

gr5@elsegundoca.ncr.com

Gary Rotter
From: dont@execu.execu.com (Don Thompson)
Newsgroups: rec.aviation
Subject: Gov. flight sims
Date: 5 Jan 93 14:21:43 GMT
Distribution: na
Organization: Austin Dev. Center, Comshare Inc.


Would anyone happen to know where a body could get information
on old flight simulation code written by NASA or any of the military
branches? I am interested in obtaining any code that might be declassified
and publicly availible. In addition, any data related to the flight models
of old or new aircraft would be nice.


I tried this on sci.space and got one good lead but that's all.
-- 
________________________________________________________________________________
Don "Syco" Thompson                 |   I may be opinionated, but at least
Comshare Inc. dont@execu.execu.com  |   my opinions are my own.
--------------------------------------------------------------------------------
    "There's no kill like a guns kill".  Lt Commander Joe "Hoser" Satrapa, USN
--------------------------------------------------------------------------------
From: steve@law7.DaytonOH.NCR.COM (Steve Bridges)
Newsgroups: rec.aviation
Subject: Re: Deaf piloting
Date: 6 Jan 93 04:01:50 GMT
Distribution: usa
Organization: NCR Corporation -- Law Department

sheinfel@ssd.comm.mot.com (Aviad Sheinfeld) writes:

>Hi all,

>Can a deaf person get a private pilot's certificate?  Is there
>a non-audio alternative to communications?

>Thanks,
>Aviad

Yes they can.  One young lady here in Dayton got hers with a restriction
that she must have another pilot on board to handle the radios when flying
into your favorite controlled airspace (TCA, ARSA, Tower controlled
airport) where 2-way radio communications are required.

Steve
-- 
Steve Bridges, Programmer/Analyst| NCR - Law Department, WHQ-5
steve@law7.DaytonOH.NCR.COM   ___| Phone:(513)-445-4486 622-4486 (VOICEplus)
Sci.military moderator        | "The airplane does not recognize attitude,
providing a maneuver is conducted at one G" -- A.M. "Tex" Johnston
Newsgroups: rec.aviation,rec.aviation.student,rec.aviation.piloting
From: taber@SunofInterlan.Interlan.COM (Bruce Taber)
Subject: Re: flying with disabilities
Organization: Racal Datacom, Inc., Boxborough, MA (1-800-LAN-TALK)
	<1993Jan11.063619.21079@peck.com>
Date: Mon, 11 Jan 1993 17:01:05 GMT

In article <1993Jan11.063619.21079@peck.com> geoff@peck.com (Geoff Peck) writes:

   Xref: interlan.InterLan.COM rec.aviation:1559 rec.aviation.student:456 rec.aviation.piloting:526
   Newsgroups: rec.aviation,rec.aviation.student,rec.aviation.piloting
Path: interlan.InterLan.COM!uunet!gatech!darwin.sura.net!spool.mu.edu!sgiblab!news.kpc.com!kpc!peck.com!geoff
   From: geoff@peck.com (Geoff Peck)
   Organization: Geoffrey G. Peck, Consultant, San Jose CA
   References: <9301041524.aa06433@Bonnie.ics.uci.edu> <1993Jan11.043042.25726@netcom.com>
   Date: Mon, 11 Jan 1993 06:36:19 GMT
   Lines: 37

   In article <9301041524.aa06433@Bonnie.ics.uci.edu> bbui@Bonnie.ICS.UCI.EDU
   (J S Bach) writes:
   > Hi all, I've contacted the International Wheelchair Aviator and have
   > gotten a list of flying schools that have adaptive equipment.  It turned out
   > that they only have adaptive equipment for disabled people who don't have
   > the use of their legs.  In my case, my legs are just fine (I ski) I just
   > don't have the use of my right arm.  Consequently, I can't adjust the throttle
   > and control the yoke at the same time.  Does anyone know a flying school that
   > has arm-adaptive equipment?

   Actually, I was just thinking about this, Bonnie, and I had an amusing
   thought.  You could learn to fly in an absolutely ordinary Cessna or
   Piper.  No special equipment needed.  What, you say?  How can this be?

   Simply learn to fly from the right seat.  You have full use of your
   left arm, and you can easily learn to never have to touch the throttle
   and the yoke at the same time.  (There are a few exceptions, which are
   the soft-field landing and possibly the crosswind landing.  Something
   innovative could probably be worked out for these two...indeed, except
   for a severe crosswind, I can already suggest how the crosswind landing
   could be accomplished.)  At *all* other times (barring some mental
   lapse on my part), you should be able to remove your hand from the yoke
   for a moment in order to adjust the throttle.

   The secret here -- and this is a secret which most pilots would do well to
   learn -- is proper use of elevator trim.  The purpose of the elevator trim
   control is to allow you to set up the airplane so that you need no pressure
   on the yoke in order to maintain level flight at any desired airspeed.  So,
   if you trim the airplane properly, you can let go of the yoke -- in some
   cases for several minutes -- and the airplane will keep on flying without
   needing any inputs on the yoke.  You can, by the way, make minor left-right
   corrections with the rudder pedals alone.

   If you can find a CFI who would be willing to try this with you, you might
   go up for a few lessons and see how easy it is!

						   Geoff

How do you trim the airplane?  Other than flying by the trim?

Bruce
Newsgroups: rec.aviation.piloting