HDTenEightyP/NetNews huggingface dataset:
From: scottcr@wkuvx1.bitnet
Newsgroups: rec.aviation.piloting
Subject: Heated De-Ice Machine for $50
Date: 10 Jan 93 13:12:21 CST
Organization: Western Kentucky University, Bowling Green, KY


How to build a (heated) de-icer that *really works* for $50:

1. Obtain a 2.5 gallon garden sprayer with hand pump;
   ($30 from Sears)

2. Purchase a "replacement water heater element" rated at
   3500-4500 watts at 240 volts.  (about $9)

3. Get antifreeze on sale (I bought 12 gallons @ $2.99 ea)

4. (optional) enclose the sprayer in an insulated housing;
   (plastic trash container with foam peanuts and foam ring
   at top)  (this ensures that it will stay *hot* for a while,
   but if you de-ice quick it's not required.)

The following assumes that you understand the hazards of 
electricity, burns from boiling liquid, and *very hot*
elements.
(I do not warantee the design of this whatsoever; construct
entirely at your own risk! )

5. A line cord (at least 16 gauge) with 10 amp inline fuse
   is attached to the 240 volt element; at 120 vac it will
   draw about 600 watts and last forever (unless operated out
   of liquid).

6. A nonconductive top is constructed to suspend the element down into
   the glycol & water (antifreeze).  The element is positioned just
   so the top (electrical connections) are out of the solution, and
   the element must *not* touch the plastic at all.

USE: Fill the machine to exactly the correct level; ensuring that
     the element is covered but not the connections (I used hi-temp
     silicone  
     rubber to pot the top up) 
     Place the unit in a safe area, label it, plug it in.
     After about 15-30 minutes the solution will be near 200 F,
     and you can unplug, put pump top on and de-ice.

     The commercial de-icers (like Fed-Ex uses on their caravans)
     work in similar fashion on a larger scale.

     *Heating the solution makes a big improvement*

Remember: Glycol can catch fire under certain conditions;
          construct and use entirely at your own risk!
-- 
Chris Scott Public Radio Western KY U 502 745 3834
SCOTTCR@WKUVX1.BITNET      fx off: 745-2084     fx hm: 781-1232
From: scottcr@wkuvx1.bitnet
Newsgroups: rec.aviation.piloting
Subject: Re: AM Stations 4 ADF
Date: 11 Jan 93 17:35:01 CST
Organization: Western Kentucky University, Bowling Green, KY

In article <WD.93Jan11111949@sam.cs.tu-berlin.de>, wd@cs.tu-berlin.de (Wolfgang Diestelkamp) writes:
> 
> [ Robert asks for a list of AM stations for ADF use ]
> 
> There has been some discussion about this topic on rec.avaition a while
> ago, and I would urge you to consider at least the following:
> 
> These stations are not certified for navigational use for a couple of reasons,
> some of them being:
> 
> - You cannot reliably identify a station

In the USA, most, if not all announce call letters/city
within 5 minutes of the top of each hour.

> - there location can be changed without notice

In the US, this is a very formal process with the FCC, and
recently, due to economic pressures very few do move.


> - they do (may) not have monitors for the signal

...US more than 90% have a licensed operator *on duty*
monitoring the transmitters audio, the remainder have
a semi-automated system comparable to those for NDBs.


> - they do not necessarily have an instant backup

Very few NDBs have backups.

> - etc, etc ...
> 
> 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.
> 
> On the other hand, there are some countries (was that iceland ?, and
> some African countries), where some stations are *officially published*
> as navaids and may thus be used.
> 
> -- 
On the other hand, Broadcast stations operate with more power
and more efficient radiators... much better coverage.

If you know the local station of the podunkville you may be trying
to fly to, it makes it easier to find. (some airports have no
approaches, and virtually no navaids).

When my instructor was young they would routinely fly ADF
approaches down to 300 & 1/2 mi.

Of course, now that we have GPS it's all a moot point. :-) 

-- 
Chris Scott,  C/E Public Radio,  Western KY Univ,  (502) 745-3834
SCOTTCR@WKUVX1.BITNET      fx off: 745-2084     fx hm: 781-1232  
Newsgroups: rec.aviation.piloting
From: woof@fc.hp.com (Steve Wolf)
Subject: Re: Any tips for a pilot-to-be?
Date: Tue, 12 Jan 1993 20:08:30 GMT
Organization: Hewlett-Packard Fort Collins Site
X-Newsreader: TIN [version 1.1.8 PL6]

Phil Fernandez (philf@xymox.palo-alto.ca.us) wrote:

>                     I just think that it's important to continually
> avoid complacency about looking for traffic while on an IFR plan.

Oh, I agree 100%.  I made a point of mentioning that my head was still
on a swivel even though I was on an IFR plan.  But I'd rather be "in the
system" in crowded airspace than out of it.

"See and avoid" applies at _all_ times, VFR or IFR.  The only exception
is when you're in the clouds (and, lest it need be said, on an IFR
flight plan with IFR currency on an Instrument-rated ticket in said
clouds :-).

--
Steve Wolf
Hewlett-Packard				UUCP: hplabs!fc.hp.com!woof
Fort Collins, CO			ARPA: woof@fc.hp.com

(Yes, there is an exception to my last paragraph -- IFR in uncontrolled
airspace doesn't require a flight plan; just currency and an Instrument
rating.  But I file this exception in my I-would-never-do-that-just-in-
case-somebody-else-is-doing-the-same-thing-at-the-same-time-in-the-same-
place-and-we'd-make-a-mess file.)
Newsgroups: rec.aviation.piloting
From: ginsberg@t.Stanford.EDU (Matthew L. Ginsberg)
Subject: Re: Any tips for a pilot-to-be?
Organization: Computer Science Department, Stanford University.
Date: Tue, 12 Jan 1993 16:30:40 GMT


In article <1993Jan12.051935.23731@netcom.com> hchong@netcom.com (Hoi Chong) wr\
ites:
>cloud is not a solid object, difficult
>to tell when it begins, when it ends.

Other people have made this point as well, and I have to confess to
being confused by it.

In my experience, it's actually pretty *easy* to tell how far you
are from a cloud.  There are a couple of cases:

1.  If you're approaching the cloud from below (or above), your rate
of closure with the cloud is typically on the order of 500 fpm, about
jogging speed.  Now you have lots of time to notice the wispy stuff
that surrounds the cloud.

2.  If you're approaching the cloud head on, you can estimate the
distance to it by observing the rate of change in its aspect.  So if
it takes a minute for the cloud to grow from the size of a quarter
held at arm's length to the size of a grapefruit, you've still got a
while.  If it takes a minute to grow to the size of a watermelon,
you're getting pretty close.

Maybe this is learned; I learned to fly in England, where clouds were
always an issue, and spent plenty of time dodging them before I ever
soloed.  The point, I guess, is that this cloud-dodging seems (in
retrospect!) to have been useful training; maybe instructors should
include it in their syllabi as a matter of course.

						Matt Ginsberg


Newsgroups: rec.aviation.piloting
From: ritter@claude.ma30.bull.com (Roger Ritter)
Subject: Re: Any tips for a pilot-to-be?
Organization: Bull HN Informations Systems Inc.
Date: 12 Jan 93 14:41:58 GMT

amazon@sgi.com (Stormwind) writes:
>another example: on the way to 
>columbia, flying at 3,500 feet and
>talking to stockton approach, with both
>my passenger and myself continually 
>scanning for traffic, my passenger 
>suddenly shot out one arm.  i had spotted
>the traffic at nearly the same instant,
>another single engine high wing aircraft
>headed the *opposite* direction at
>my altitude, and who had clearly only
>just spotted us a fraction of a second
>earlier.

[Some lessons deleted]

>3.  be real careful when climbing/descending.

>i came to the conclusion on 3.  because i 
>really couldn't figure out how he managed
>to be at 3,500 headed the opposite direction
>when he should have been at 4,500.  giving him
>the benefit of the doubt, i concluded that
>perhaps he was climbing or descending and
>was not able to see me during this process.
>therefore, lest i repeat the same thing 
>myself, i am even MORE careful during climbing
>and descending.

Remember also that the VFR hemispherical altitude rules only apply
when you're higher than 3,000 feet *AGL*.  If you were flying at 3,500
MSL over terrain whose elevation is greater than 500 feet, then the
hemispherical rules don't apply, and both of you were at a legal 
altitude even if you were both in level cruise flight.  The answer,
as always, is keep looking for traffic!  Having your passengers scan
is a good thing.  

>			stormwind

>			hell's amazon
-- 
Roger Ritter N1FZZ (R.Ritter@ma30.bull.com) PP-ASEL, AGI
1946 Luscombe 8A N71983 "Rocky"
Sheep do not so much fly as plummet!        NH CAP: Profile 49
From: jd5f+@andrew.cmu.edu (Jeffrey Dunkle)
Newsgroups: rec.aviation.piloting
Subject: Re: AM Stations 4 ADF
Date: 11 Jan 93 04:37:00 GMT
Article-I.D.: andrew.8fIMMAO00WBK01OuRt
	<WD.93Jan11111949@sam.cs.tu-berlin.de>
Organization: Sponsored account, Carnegie Mellon, Pittsburgh, PA

>[ Robert asks for a list of AM stations for ADF use ]
> 
>There has been some discussion about this topic on rec.avaition a while
>ago, and I would urge you to consider at least the following:
> 
>These stations are not certified for navigational use for a couple of reasons,
>some of them being:
> 
>- You cannot reliably identify a station
>- there location can be changed without notice
>- they do (may) not have monitors for the signal
>- they do not necessarily have an instant backup
>- etc, etc ...
> 
>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.

I use commercial AM stations all the time as a VFR aid...having for
years flown from uncontrolled fields w/o Loran or GPS in the planes i
fly.  Knowing the closest AM station to the field and the
bearing/distance from the station to the field is a great way to get
over a small airport at night that has a "cheap"
...cant-see-till-on-top-of-it-anyway beacon.  Of course you're obligated
to abide by all VFR traffic avoidance and airspace restrictions...but
nothing illegal about using information like this.

Also, while going thru my instrument training...almost every night
return to the uncontrolled field from the nearest ILS/NDB/VOR equipped
airport....ended in flying the "local NDB approach"  under the
hood...with the instructor watching for traffic.

1) Tune to 620 AM ...maintain 3,000
2) On station passage turn to 187 degrees bearing from station...slow to
90...fly outbound for at least 1 min 30 seconds...procedure turn to 007
inbound...
3) On station passage....step down to 2,000, maintaining 90 kts.  
4) Time approach for 3:40 min.....lift hood....should be downwind for
runway 20 at pattern altitude.  (the instructor always gave traffic and
CTAF calls...and gave "minor" corrections of local winds.)

After a fairly grueling lesson flying "published" procedures....ending
with this approach  was "tedious"...but I sure got comfortable with ADF
techniques, which was, of course, the point.  Also...many of my practice
"NDB" holds...and position orientation exercises were done tuned to good
'ol 620 AM.  It saved a lot of "drone" time....to get to the nearest FAA
certified NDB which was also the compass locator for the "big field" ILS
and not the place to "practice" all the time.

The local gentry even had this "bootleg" approach charted.  Of course,
none of us ever flew it under "actual" conditions as a way to get home
(at least I never have)....but it was a great way to learn ADF
approaches.  I'm sure lots of other "local fields"  have similar stories.

Jeff Dunkle
From: brian@porky.contex.com (Brian Love)
Newsgroups: rec.aviation.piloting
Subject: Re: Frost Accumulation Summary
Date: 8 Jan 93 01:45:28 GMT
Organization: Xyvision Design Systems


> 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?  If not, why not?  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?  What is the solution used by airlines?  Is it commercially
> available?  Any ideas?

In what was close to a "Never Again" scenario, I put down in Du Bois, PA
(DUJ) this past Christmas day with about 1/4" of ice on the leading edges.
With the half-hearted idea of continuing the flight, I asked about deicing
my plane.  This airport serves 9 USAir Express flights a week and their sole
source of deicing is a relatively unlimited supply of glycol solution and
a garden sprayer.  They quoted $6 per gallon and $20 labor to deice the
Mooney.  However, with surface winds at a fairly steady 40 knots, the
lineman said it would be very difficult to actually get much fluid on the
airplane surfaces.  

By the way, on a different occasion, I had asked Stead Aviation at
Manchester, NH (MHT) about costs for deicing and they quoted exactly the
same price.  Assuming a hypothetical situation, the Mooney sits on the ramp
overnight through a freezing rain/sleet/snow storm, they felt it would take
10 gallons to deice the plane, or roughly $80.

Brian C. Love            |  Xyvision        |  Remember, you can put it in the
PP-ASEL-IA               |  Wakefield, MA   |  hands of your attorney, but you
M20J  N1024C  "Charlie"  |  (617) 245-4100  |  can't make it stand up in court.
From: nikke.gaby@compart.fi (Nikke Gaby) 
Newsgroups: rec.aviation.piloting
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: ulan@cbl.umd.edu (Robert Ulanowicz)
Newsgroups: rec.aviation.piloting
Subject: Fla Aviation Net?
Date: 12 Jan 1993 21:46:55 -0500
Organization: University of Maryland, Chesapeake Biological Laboratory
NNTP-Posting-Host: cbl.umd.edu
Summary: Inquiry about reputed aviation comp. network in Fla.
Keywords: Florida,aviation,network

I vaguely recall reading in "The Southern Aviator" a few months back that
there was an active computer network of Florida pilots. I believe it was
run by someone out of the Orlando area. Does anyone know whether such a
bulletin board exists and how one might check in to read the mail? 

Thanks,
Bob Ulanowicz
ulan@cbl.umd.edu
Newsgroups: rec.aviation.piloting
From: hchong@netcom.com (Hoi Chong)
Subject: Re: Any tips for a pilot-to-be?
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 
Date: Sun, 10 Jan 1993 06:30:56 GMT

From article <q074wB3w165w@elbert.sandr.com>, by elamjd@elbert.sandr.com (Dan Elam):
> hchong@netcom.com (Hoi Chong) writes:
> 
>> From article <1ii2kcINNj29@hp-col.col.hp.com>, by davea@col.hp.com (Dave Alle
>> > I would hope for your sake and your passengers' that you
>> > would be MORE afraid (not less) after an incident like this. Part of learni
>> > to fly is learning what not to be afraid of, and what TO be afraid of (and
>> > avoid). A pilot who's not afraid of anything is a scary thing indeed.
>> 
>> Yes, after that incident, cloud is a no-no for me, until if and when I
>> get IFR.  However I did survived for more than a minute with mountains
>> that I knew dead-ahead at my flight level.  Not bragging, just saying that
>> I was lucky.  Part of the problem was that I forgot to pull back the throttle
>> after doing 180 to drop out of the cloud, hence I continued to climb
>> (into the cloud).  After pulling back, I finally dropped out into full
>> (and lovely) visuability.  Very happy to be alive! 
> 
> Hey pal, you're starting to scare me about flying IFR.  You mean to tell
> me you went into the clouds just because you didn't reduce power?!?!
> And that you continued towards a mountain for more than 2 miles?

Nop!  You sure like to make assumptions.  I was climbing to make it over
the mountain, when I encounter cloud.  Immediately I "balanced" the plane
and turned 180, but forgot to lower the power because the recovery took
most all my concentration and hence continued climbing (with the mountain 
to my back).  
 
> Look, I don't mean to criticize, but unfortunately flying is a very small
> community and every mistake affects each and every one of us.  Every time
> my girlfriend hears about another plane crash somewhere it makes her 
> nervous.  If you won't fly safely for your sake, PLEASE fly safely for
> ours.
> Yes, you are lucky to be alive, but if you're flying for "bragging 
> rights" you will be especially lucky if you stay alive.

For a guy who don't mean to criticize, you sure have a lot of words.
I made an error judgement, and being relatively new to flying, I will need 
to learn.  The forcast then called for no cloud at or near that level, 
and having not come close to cloud prior, I made a bad call (about how
close I was to the cloud).  Are you happy now, Mr I-never-make-a-mistake?
From: elamjd@elbert.sandr.com (Dan Elam)
Newsgroups: rec.aviation.piloting
Subject: Re: Any tips for a pilot-to-be?
Date: Sat, 09 Jan 93 09:54:37 EST
Organization: Imaging Consultant

hchong@netcom.com (Hoi Chong) writes:

> From article <1ii2kcINNj29@hp-col.col.hp.com>, by davea@col.hp.com (Dave Alle
> > I would hope for your sake and your passengers' that you
> > would be MORE afraid (not less) after an incident like this. Part of learni
> > to fly is learning what not to be afraid of, and what TO be afraid of (and
> > avoid). A pilot who's not afraid of anything is a scary thing indeed.
> 
> Yes, after that incident, cloud is a no-no for me, until if and when I
> get IFR.  However I did survived for more than a minute with mountains
> that I knew dead-ahead at my flight level.  Not bragging, just saying that
> I was lucky.  Part of the problem was that I forgot to pull back the throttle
> after doing 180 to drop out of the cloud, hence I continued to climb
> (into the cloud).  After pulling back, I finally dropped out into full
> (and lovely) visuability.  Very happy to be alive! 

Hey pal, you're starting to scare me about flying IFR.  You mean to tell
me you went into the clouds just because you didn't reduce power?!?!
And that you continued towards a mountain for more than 2 miles?

Look, I don't mean to criticize, but unfortunately flying is a very small
community and every mistake affects each and every one of us.  Every time
my girlfriend hears about another plane crash somewhere it makes her 
nervous.  If you won't fly safely for your sake, PLEASE fly safely for
ours.

Yes, you are lucky to be alive, but if you're flying for "bragging 
rights" you will be especially lucky if you stay alive.
Newsgroups: rec.aviation.piloting
From: chem4-aa@garnet.berkeley.edu (Lonnie C. Martin)
Newsgroups: rec.aviation.piloting
Subject: Re: Any tips for a pilot-to-be?
Date: 11 Jan 1993 19:02:29 GMT
Organization: University of California, Berkeley
NNTP-Posting-Host: garnet.berkeley.edu

In article <2621@usna.NAVY.MIL> dfr@usna.navy.mil (PROF D. Rogers (EAS FAC)) writes:
>In article <1993Jan11.040241.23474@netcom.com> hchong@netcom.com (Hoi Chong) writes:
>!From article <1993Jan11.033003.26791@CSD-NewsHost.Stanford.EDU!, by ginsberg@t.Stanford.EDU (Matthew L. Ginsberg):
...
>!! Let's give Mr. Chong a break.  Our complaint isn't with him, it's with
>!! his instructor.  If he can't tell how far away a cloud is while flying,
>!! and feels that climbing into/near clouds to get over a mountain is
>!! sensible for a student pilot, he shouldn't be flying solo.
>!! 
>!Wow, I can see it now.  Mr Ginsberg pitying poor Chinaman, cannot even
>!drive, must less fly a plane.  If a Chinaman should make a mistake, that
>!means he will do it EVERY time.  We've got ourselves another
>!Mr I-never-make-a-mistake, don't we?  :-) 
>
>Easy Mr. Chong. Most of us on the net would not care if you were purple
>and came from Mars. You'd get the same sort of response.
...
I can see where Mr. Chong would be offended. Matt's comments may have been
fine if they were addressed to the CFI, but they weren't. And, as I recall
from my student pilot days, to have someone suggest that my solo privileges
be revoked would have been very alarming, no matter how much I agreed with
the need for attention to my mistake. If every mistake I have made resulted
in a step backward ... well, I hope you see my point.

As for the racist element, victimization happens to the victim.  A
well-intending victimizer may mitigate the "crime", but, if Mr. Chong feels
victimized, then there is a problem; perhaps prior experience is a part
of that.  If it helps any, Mr. Chong, I have exchanged a little e-mail in
the past with Matt about other issues, and have the impression that he is an
honorable person, and think he would deserve the benefit of the doubt,
although, frankly, I don't remember him making a remark that appeared
racist.

Lonnie 
-- 
Lonnie C. Martin    lonnie@hydrogen.cchem.berkeley.edu
Newsgroups: rec.aviation.piloting
From: doug@alliant.com (Doug Bloomberg)
Subject: Re: Frost Accumulation Summary
Organization: Alliant Computer Systems, Littleton, MA
Date: Fri, 8 Jan 1993 22:29:21 GMT

In article <C0Fvx1.JJo@tss.com> burke@tss.com (Jim Burke) writes:
>In article <1993Jan5.202903.24402@odin.corp.sgi.com>, amazon@sgi.com (Stormwind) writes:
>
>
>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?  If not, why not?  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?  What is the solution used by airlines?  Is it commercially
>available?  Any ideas?
>

	I guess there are disadvantages to living in a warm climate. Most
	auto stores in cold weather areas carry a glycol type spray to
	de-frost windshields. Works fine on aircraft, no harm noted to 
	paint (remember it was marketed for autos). Cannot remember the
	name of the product though. 

	Doug Bloomberg