HDTenEightyP/NetNews huggingface dataset:
From: mgc@unislc.uucp (Marc Christensen)
Subject: Re: Frost Accumulation Summary
X-Newsreader: TIN [version 1.1 PL6]
Organization: Unisys Corporation SLC
Date: Thu, 7 Jan 1993 18:14:31 GMT

Jim Burke (burke@tss.com) wrote:
: 
: Question:  Does any company sell deicing solution in an aerosol can that
: could be reasonably carried in a flight bag, or at least in a baggage
: compartment?

I have seen a product for car windows. it was prices about $2.50 / can. 

: why not?

you would probably have to clean all loose snow and ice of first then use
4 or 5 cans of the stuff. What will it do to aluminum and plexiglass? 

: Is there a product idea here for someone?
: If an aerosol can isn't practical, what about using something like a 2 gallon
: garden sprayer?

I couldn't keep it hot enough and the droplets REALLY cool fast between the 
sprayer and the plane. even in a few inches.

: What is the solution used by airlines? 

Heated antifreeze and a high pressure sprayer.

: Is it commercially available?  

I saw an 8 gallon heated unit for about $2,000.00 


Marc Christensen
Newsgroups: rec.aviation.piloting
From: philf@xymox.palo-alto.ca.us (Phil Fernandez)
Subject: Re: Any tips for a pilot-to-be?
Organization: Jade and Jett Incorporated
Date: Tue, 12 Jan 1993 06:13:17 GMT

In article <C0ptFv.AwF@fc.hp.com> woof@fc.hp.com (Steve Wolf) writes:
>...
>Five days after getting my Instrument rating, I flew from Colorado into
>the LA Basin IFR.  ATC was calling me out to other traffic, but never
>had to bother me.  I saw most of the other traffic, but, unlike VFR
>traffic advisories, ATC was required to thread me through empty air.  My
>head was still on a swivel, and I still can't imagine flying in the LA
>area VFR!

Although I must admit that I too prefer to fly in the LA Basin on an
IFR plan, I get very little comfort from being threaded through "empty
air" in very high traffic areas.  I've done too much VFR flying near
high-density IFR corridors (e.g., in the Bay Area, departing PAO to
the northeast through the OAK final approach corridor), and too much
IFR flying near high-density VFR areas (e.g., *on* the OAK final
approach through the PAO departure corridor, IFR arrival or departure
to/from VNY or SNA in LA area, etc.) to have any illusion that IFR
traffic is being threaded through anything approaching empty space.

I've had a couple of experiences on IFR flight plans when if any of
the VFR airplanes around me decided to do something weird, ATC would
have very few options to give me a useful vector after calling a
traffic alert.

I don't mean this as a criticism.  I'm sure that Steve understands
this all too well.  I just think that it's important to continually
avoid complacency about looking for traffic while on an IFR plan.

pmf
pp-asmel-ia
mooney n5632j
Newsgroups: rec.aviation.piloting
From: cep@taligent.com (Christophe Pettus)
Subject: Re: AM Stations 4 ADF
Organization: Taligent, a little subsidiary of two really big companies.
Date: Mon, 11 Jan 1993 19:52:24 GMT

In article <WD.93Jan11111949@sam.cs.tu-berlin.de> wd@cs.tu-berlin.de (Wolfgang Diestelkamp) writes:
>So while you may use them on a clear VFR flight to listen to that
>football game, and maybe tripel-check your position, you can't really
>use them for navigation.

To be fair, you can't use them as your sole source of navigation (although
there was a time that _IFR approaches_ were based on commercial radio
stations, such as KVIS in Visalia).

Anyway, I routinely use KMYX 1310 near Taft, California; when I'm abeam
it, headed south on V137, I know that I'm approaching a changeover
point and MEA increase.  Music's good, too.
--
-- Christophe

"Bad analogy!  No biscuit!"
From: rdj@adpgate.UUCP (Richard Johnson)
Newsgroups: rec.aviation.misc,rec.aviation.piloting
Subject: Recommendations?
Date: 5 Jan 93 21:30:16 GMT
Article-I.D.: curly.1826
Followup-To: rec.aviation.misc
Distribution: pnw
Organization: ADP Dealer Services R&D, Portland, OR

I'm preparing to get current again.  (said with glee.)
Unfortunately, my FBO has moved from Twin Oaks (7S3) to Chehalem.  Being a
resident of Hillsboro, I'd like to move my operations to Hillsboro.

Anyone have a recommendation for people to contact for instruction and
renting?  Probably I can afford 1.5 -2 hr/mo.  Not much, but better than
not flying at all.  Anyone happen to _be_ interested?

Answers to 
   richard@agora.rain.com
because the work address doesn't work so well.  (But you're welcome to
try.)  Phone (503) 640-9209 at home, (503) 294-4200 x 2256 at work.

Thanks.
-- 
Richard Johnson  (rdj%adpgate@pdxgate.cs.pdx.edu)  
If you can survive death, you can probably survive anything.
Xref: sparky rec.aviation.misc:1294 rec.aviation.student:501
Organization: University of Maine System
Date: Tuesday, 12 Jan 1993 15:13:45 EST
From: <HAWES@MAINE.MAINE.EDU>
Newsgroups: rec.aviation.misc,rec.aviation.student
Subject: AME in/near Arlington, VA?

     Can anyone recommend an inexpensive AME who is located in or
near Arlington, Virginia?  I need to get a 3rd class medical on
Friday, January 22 or Saturday, January 23.

     I live way up in the very northern end of Maine, at least an
hour away from the nearest AME.  I have been trying to schedule a
trip over to Presque Isle for the exam, but I just realized that
I have to go down to Virginia to visit my mother next week.  I'm
hoping someone could steer me to a good AME in her neighborhood.
(She lives on Fairfax Blvd, near the Ballston metro.)

     The last time I had a physical in D.C., it cost me over $140!
(Fortunately, I was on GWU health plan at the time!)  Locally, a
3rd class runs between $35 and $60.  Any chance of finding an AME
in this price range down south?

    Thanks in advance.

    Nick Hawes
    hawes@maine.maine.edu
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: rec.aviation.misc
Subject: Freq's wanted for Tampa a
Date: 6 Jan 93 17:46:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

JR> .I will visit Florida end of this month and I am looking for frequencies
  > .(Tower/Approach) of airports in the Tampa area.
  > .I am interested in Tampa Int Airport, St. Petersburg Int. Airport
  > .and the USAF Airbase (is it McDill ??).

                         CD     CTAF    APP     DEP     GND     ATIS
TPF     Knight          119.8   122.8   134.25  134.25
KTPA    Tampa Int'l     133.6   119.5   118.5   118.15  121.7   126.45
                                                118.8
KPIE    St. Pete Int'l          118.3   125.3   125.3   121.9   134.5
SPG     Whitted                 120.4   125.3   125.3   121.8

Have a good trip...

        D/
---
 . QMPro 1.0 41-3345 . Bring back A-N airways!!    Dick.Zeitlin%acc1bbs@ssr.com
                       
From: ms@hpfcso.FC.HP.COM (Mark Stolz)
Date: Fri, 8 Jan 1993 16:59:50 GMT
Subject: Re: Certificate Confirmation
Organization: Hewlett-Packard, Fort Collins, CO, USA
Newsgroups: rec.aviation.misc

  It's called the Federal Aviaition Administration.
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation.misc
Subject: Re: Flying defensively...
Date: 12 Jan 93 14:14:41 GMT
Organization: U. S. Naval Academy

In article <1993Jan11.170830.4514@dg-rtp.dg.com> waugh@rtpnet05.rtp.dg.com (Matthew Waugh) writes:
!In article <JONT.93Jan11135606@ml.harlqn.co.uk! jont@harlqn.co.uk (Jon Thackray) writes:
!!aileron, but not engine controls yet). Apart from this, accident
!!statistics still suggest that engine failures in twins still cause
!!more crashes than in singles (ie the probability of a crash given an
!!engine failure in a twin is higher than in a single, despite the fact
!!that a twin should never crash from an engine failure assuming it can
!!produce positive climb on one engine). So, if anything, twin
!
!I don't think this statement is true. If you have to have a crash in a
!aircraft due to the loss of an engine, your chances of surviving it
!are much better in a single, left with no engines, than a twin

!You cannot argue that you don't fly twins because they are more
!dangerous than singles, you have to honest, and say you don't fly
!them because you are poor :-)

Even with the smiley I'll still argue that I don't fly twins because
they are more dangerous than a good well maintained single. I could
certainly handle the financial end. However, as an aeronautical
engineer, I've taken a good look at the performance of the typical
light twin and don't like either the single engine climb performance
nor the single engine control characteristics. I think I'd have
to go to something like a small Citation Jet or a Beech 350 to
get what I would call reasonable performance from a twin and
that I can't manage economically.

Then there is the issue of the time to maintain proficiency. Even though I
am currently flying 150-200 hours/year I don't think that is enough to
maintain proficiency and also do anything reasonable with the aircraft.

Dave Rogers
From: cab@col.hp.com (Chris Best)
Newsgroups: rec.aviation.misc
Subject: Re: One of my "heard on the air" postings in IFR unattributed
Date: 5 Jan 1993 18:00:38 GMT
Organization: your service
NNTP-Posting-Host: hpctdke.col.hp.com

> >So, if I happen to miss an ATC instruction, my instructor is PROHIBITED 
> >from telling me what they said?  And if I report icing or turbulence,
> >they are PROHIBITED from passing it on to other pilots?  
> >
> >Something tells me this isn't quite right...
> 
> GET SERIOUS!!!!

----------

I was being serious.  But I'm glad you noticed how foolish it
sounded.  I'm just pointing out that something was missing or
wrong in the poster's citation of the law, since infractions 
of the law (as cited) are happening every second.

The rules covering what can and can't be repeated when heard 
on the radio usually deal with someone making some sort of 
personal gain from the disclosure.  But, in these cases, it's 
still happening, so maybe it's FINANCIAL gain.  Or something.
Newsgroups: rec.aviation.misc
From: jont@harlqn.co.uk (Jon Thackray)
Subject: Re: Flying defensively...
Organization: Harlequin Limited, Cambridge, England
Date: Mon, 11 Jan 1993 13:56:06 GMT

In article <76258@apple.apple.COM> robg@Apple.COM (Rob Griffiths) writes:

   Fairly basic stuff here.  I've never flown with an instructor who pulled
   the mixture, and I hope I never do.  The throttle will provide ample engine
   out practice.  Reduce it to idle (over a few minutes), and then occasionally
   clear it during the practice!  OK, possible exceptions to the mixture rule
   for twin training, but I haven't started that yet...

There are no exceptions for the mixture rule in twin training, (other
than when the plane is still on the ground (EFTO)), the instructor
still reduces the throttle to simulate an engine failure. The only
difference is that he/she will shield the throttle/pitch/mixture
controls from your view until you have correctly identified the failed
engine and controlled the resulting situation (using rudder, pitch and
aileron, but not engine controls yet). Apart from this, accident
statistics still suggest that engine failures in twins still cause
more crashes than in singles (ie the probability of a crash given an
engine failure in a twin is higher than in a single, despite the fact
that a twin should never crash from an engine failure assuming it can
produce positive climb on one engine). So, if anything, twin
instructors tend to be more shy of using the mixture control to
produce engine failure. All this says nothing about training to do
with engine shutdown and restart in flight, which will be done for
real, at a safe altitude. But then you'd do that on an aerobatics
course in a single as well.
--

Jon Thackray                    jont@uk.co.harlqn       44 223 872522 (voice)
Harlequin Ltd.                  jgt1@uk.ac.cam.phx      44 223 872519 (fax)
Barrington Hall
Barrington
Cambridge CB2 5RG
England
From: lee@deneb.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation.misc
Subject: Re: Article copying.
Date: 7 Jan 1993 14:47:31 GMT
Organization: Stratus Computer, Software Engineering
NNTP-Posting-Host: deneb.sw.stratus.com

In article <ZomywB2w165w@major.panix.com> dos@major.panix.com (Dave O'Shea) writes:
>stephens@access.digex.com (John Stephens) writes:
>
>> Andrew is correct -- Jason is incorrect.  The mere act of
>> "publishing" establishes the copyright (according to the Berne
>> convention).  Something is "published" when it is made available
>> to others. This can be by writing it down on a piece of paper,
>> posting it to a computer network, printing it in a newspaper, or a
>> 101 other mechanisms.  The (C) or similar notice is merely
>> convention -- its absense does not void the author's legal rights.
>
>That's my understanding.. but I remember attending a seminar on
>computers and copyright law, where an attorney indicated something along
>the lines of, "if the author doesn't take steps to protect his work,
>then it can be considered public domain".. Or did I misunderstand?

The copyright law has a great deal of tradition and precedent that doesn't
yield nicely to a programatic interpretation.  For example, publication has an
implicit copyright (as mentioned above) and you can attach a copyright
retroactively; if you act in a normal manner with regard to protecting your
work it is protected.  However, if you act in a manner that seems to imply
that people are free to use your work, and it is not explicitly marked with a
copyright notice, it is public domain and such a retroactive copyright won't
hold up.  People who widely distribute material (for example, a pamphlet sent
to hundreds of people) have been found to have waived their copyright
protection if it wasn't marked.

This business of how you act muddies the water a lot.  It could easily be
argued that posting to a bulletin board, for example, looks like releasing the
work to the public domain, since anyone (with internet access) can freely
peruse it without getting permission from the author.  It can be, and has
been, argued the other way.  What is clear to me is that the copyright
protection of such material is not clear.

Certainly explicitly marking something with a copyright notice shows intent to
protect the work.  Failing to do so leaves the subject open to question and
therefore potential litigation to protect the work after an alleged violation
has occurred.  Unless you are a lawyer who litigates vague copyright cases,
the latter method is considered inferior.
-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
From: ben@bailey.UUCP (Ben Bailey)
Subject: Fly-in Restaurants
Newsgroups: rec.aviation.misc
Date: 11 Jan 93 01:42:18 GMT
Distribution: world
Organization: Ben Bailey's Home..Tampa Fl.

I would appreciate hearing about any fly-in restuarants that are good.

You can either email me, or post here, and I'll produce a consolidate
list later.

Thanks!

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.
From: jav@mccall.com
Newsgroups: rec.aviation.misc
Subject: Re: Well, it was bound to happen to me eventually...
Date: 6 Jan 93 11:47:17 GMT
Organization: The McCall Pattern Co., Manhattan, KS, USA

> 
> Yup, I can't tell you how many times I have been taxiing with someone behind
> me, and I look up for the rear-view-mirror.
> 

Welp, a few of the C152's at the FBO where I usually rent at have little
rear view mirrors. They're located on the center of the panel, right above
the radios. They're even listed in the W&B sheet!

Not only they are useful to see who's behind you, but you can also see, on
takeoff, if you're aligned with the runway, without having to turn your
head around (do that on a Warrior/Archer/etc...)

Jav
From: nikke.gaby@compart.fi (Nikke Gaby) 
Newsgroups: rec.aviation.misc
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    |
+--------------------------------------------------+
From: PELL_MIKAEL@garbo.lucas.lu.se
Newsgroups: rec.aviation.misc
Subject: What is a lomcovak?
Date: 5 Jan 1993 02:34:38 -0600
Organization: UTexas Mail-to-News Gateway
NNTP-Posting-Host: cs.utexas.edu

Hi,

This is my first posting to rec.aviation although I have been reading 
the digest version for some time. Being a former soaring pilot, nowadays
flying R/C aircraft, I find a lot of interesting stuff in rec.aviation. 

I have a question for all you aerobatic experts out there. There is a 
maneuver, or rather family of maneuvers, named lomcovak(s). How are 
these maneuvers performed and what variants are there? What are the 
symbols (if any) for lomcovaks in the Aresti dictionary?
From an air show last summer I remember an outstanding display by a 
Russian pilot flying a Su-26M where more than half of the maneuvers was 
referred to as lomcovaks by the speaker. The prettiest one was when the 
pilot pulled his aircraft a little beyond the vertical and somehow, (I want 
to know how he did it!), made the aircraft describe a complete circle with 
its nose, the fuselage centerline tracing the path of an inverted cone 
rather like the precession of a spinning top.

Michael Osterlund        

Department of Physics         Internet: MICHAEL.OSTERLUND@NUCLEAR.LU.SE
University of Lund
Lund, Sweden
Newsgroups: rec.aviation.misc
From: rsilvers@cirrus.nynexst.com (Robert Silvers)
Subject: Need coordinates for Logan Airport and Albany.
Originator: rsilvers@cirrus
Organization: Nynex Science and Technology
Date: Mon, 4 Jan 93 21:39:47 GMT


	Will someone please mail me North and West corrdinates in Degrees,
minutes, and seconds?  I do not have a book handy.

					Thanks.

					--Rob.
Newsgroups: rec.aviation.misc
From: serafin@epcot.spdc.ti.com (Mike Serafin)
Subject: Re: Well, it was bound to happen to me eventually...
Organization: TI Semiconductor Process and Design Center
Date: Mon, 4 Jan 1993 10:19:12 GMT

In article <1i8kvfINN3qq@tamsun.tamu.edu> tel1568@tamuts.tamu.edu (Thomas Edward Landrum) writes:
>In article <1i8a1bINNp2f@fido.asd.sgi.com> jeffg@loki.esd.sgi.com (Jeff C. Glover) writes:
>>Just tooling along, Saturday afternoon, VMC, little traffic.
>>
>>Yep, the dreaded "flying reactions while ground-bound syndrome."  First
>>time it's happened and wasn't just a deja-vu' type feeling -- For
>>several moments I was convinced I was in deep doo-doo.
>>
>>Managed to get it down safely, and w/out damage.  :-)
>>
>>Jeff
>>jeffg@sgi.com
>   
>
>Jeff:
>
>This hasn't happened to me yet, but I do feel weird driving after flying.
>I keep reaching for the rudder pedal and I just about throw myself through
>the windshield with the sudden braking...I am a more careful driver after
>flying though...
>

Well the reverse has happened to me.  Approaching the let down point at the 
end of a long cross country: "What the hell happened to that gearshift?!"
From: stephens@access.digex.com (John Stephens)
Newsgroups: rec.aviation.misc
Subject: Re: One of my "heard on the air" postings in IFR unattributed
Date: 5 Jan 1993 15:48:23 GMT
Organization: Severn Companies, Inc., Lanham, MD 20706
NNTP-Posting-Host: access.digex.com

In article <1ia8jdINN6io@hp-col.col.hp.com> cab@col.hp.com (Chris Best) writes:
>
>----------
>
>So, if I happen to miss an ATC instruction, my instructor is PROHIBITED 
>from telling me what they said?  And if I report icing or turbulence,
>they are PROHIBITED from passing it on to other pilots?  
>
>Something tells me this isn't quite right...





GET SERIOUS!!!!





Newsgroups: rec.aviation.misc
From: mjoseph@ux1.cso.uiuc.edu (Mark Joseph)
Subject: visiting LA (Edwards??)
Organization: University of Illinois at Urbana-Champaign
Date: Fri, 8 Jan 1993 22:12:01 GMT

My wife and I will be visiting Los Angeles in March, and I was wondering
if we'd be able to see any of the facilities at Edwards.  Any idea
who I should contact?  I don't even know what there is to see, really.

Any pointers to Los Angeles area "aviation-must-sees" would be appreciated.

Mark

-- 
Mark Joseph             University of Illinois / Speech & Hearing Science
Technical Support Mgr.  901 S. Sixth St., Champaign, IL 61820
m-joseph@uiuc.edu       (217)244-2569   FAX:(217)244-2235
From: tel1568@tamuts.tamu.edu (Thomas Edward Landrum)
Newsgroups: rec.aviation.misc
Subject: Re: Well, it was bound to happen to me eventually...
Date: 4 Jan 1993 06:20:31 GMT
Organization: Texas A&M University, College Station
Distribution: world
NNTP-Posting-Host: tamuts.tamu.edu

In article <1i8a1bINNp2f@fido.asd.sgi.com> jeffg@loki.esd.sgi.com (Jeff C. Glover) writes:
>Just tooling along, Saturday afternoon, VMC, little traffic.
>
>    [me] <Sniff, Sniff> "You smell something?"
>
>    [passenger] "Yep."
>
>    [me] <Quick glance at panel, serious voice> "The engine temp is heading
>         toward the red zone."
>
>I start looking seriously for a spot to put it down if I have to,
>then sheepishly realize I'm cruzing at zero AGL in my Celica.
>
>Yep, the dreaded "flying reactions while ground-bound syndrome."  First
>time it's happened and wasn't just a deja-vu' type feeling -- For
>several moments I was convinced I was in deep doo-doo.
>
>Managed to get it down safely, and w/out damage.  :-)
>
>Jeff
>jeffg@sgi.com
   

Jeff:

This hasn't happened to me yet, but I do feel weird driving after flying.
I keep reaching for the rudder pedal and I just about throw myself through
the windshield with the sudden braking...I am a more careful driver after
flying though...