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#11
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The 1956(?) Cessna 175 I once owned had pitot heat, but I can't deny that
you are right. I wonder how many questions posed in the newsgroups would be answered differently if we took into account the totality of GA history. I know that there are a lot of CAR 3 airplanes still flying in the GA fleet, but I have a habit of answering questions based on more recent standards. Bob "Bill Zaleski" wrote in message ... On Fri, 15 Apr 2005 11:13:57 -0700, "Bob Gardner" wrote: FAR 23.1323(d) tells manufacturers that if IFR certification is requested, pitot heat is required. Check your AFM to see if the plane is certificated for IFR and you have your answer....if it is "yes," the airplane is not airworthy without it. Bob Gardner "Lakeview Bill" wrote in message . com... How necessary would it be to have a pitot heater if you are flying year-round VFR day (only) in the Chicago area? Many small single engine aircraft are IFR capable and airworthy, but were never built with pitot heat. The early PA 28-140 and Cessna 175 didn't even have a pitot head, let alone heat. Just an end of an aluminum tube end pointing forward. Still legal per the original drawings. CAR 3 certification basis, Bob, not Part 23. |
#12
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"Bob Gardner" wrote in message ... The 1956(?) Cessna 175 I once owned had pitot heat, but I can't deny that you are right. The Cessna 175 was produced from 1958 to 1962. |
#13
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it would have helped if the original poster had mentioned the yr/make/model
of the aircraft.. I agree that Bob's first answer was correct... check the certification.. and go by that.. BT "Bob Gardner" wrote in message ... The 1956(?) Cessna 175 I once owned had pitot heat, but I can't deny that you are right. I wonder how many questions posed in the newsgroups would be answered differently if we took into account the totality of GA history. I know that there are a lot of CAR 3 airplanes still flying in the GA fleet, but I have a habit of answering questions based on more recent standards. Bob "Bill Zaleski" wrote in message ... On Fri, 15 Apr 2005 11:13:57 -0700, "Bob Gardner" wrote: FAR 23.1323(d) tells manufacturers that if IFR certification is requested, pitot heat is required. Check your AFM to see if the plane is certificated for IFR and you have your answer....if it is "yes," the airplane is not airworthy without it. Bob Gardner "Lakeview Bill" wrote in message .com... How necessary would it be to have a pitot heater if you are flying year-round VFR day (only) in the Chicago area? Many small single engine aircraft are IFR capable and airworthy, but were never built with pitot heat. The early PA 28-140 and Cessna 175 didn't even have a pitot head, let alone heat. Just an end of an aluminum tube end pointing forward. Still legal per the original drawings. CAR 3 certification basis, Bob, not Part 23. |
#14
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It's been a long time since I owned it in the late 60s and I no longer have
any records, thus the question mark. Bob "Steven P. McNicoll" wrote in message ink.net... "Bob Gardner" wrote in message ... The 1956(?) Cessna 175 I once owned had pitot heat, but I can't deny that you are right. The Cessna 175 was produced from 1958 to 1962. |
#15
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Actually, my question was intended to be a "generic" question.
I am looking at several different Light Sport Aircraft, and none of the specs mention Pitot Heat, either as a standard item or as an option. I'm not tied to a desk, so, if the planets and stars all align, I will be in a situation where I can be sitting in my living room, decide to "go", and be in the air in about an hour. But given that I am in Chicago, I'm trying to determine the absolute necessity of pitot heat, as, since I will only have a Sport Pilot ticket, I will be restricted to VFR day only. I'm already planning to spend the extra $$$ to get carb heat, which is an option on most of the a/c I'm looking at, and now I'm looking at pitot heat. Thanks to everyone who's already replied... "BTIZ" wrote in message news:iiZ7e.12008$%c1.1265@fed1read05... it would have helped if the original poster had mentioned the yr/make/model of the aircraft.. I agree that Bob's first answer was correct... check the certification.. and go by that.. BT "Bob Gardner" wrote in message ... The 1956(?) Cessna 175 I once owned had pitot heat, but I can't deny that you are right. I wonder how many questions posed in the newsgroups would be answered differently if we took into account the totality of GA history. I know that there are a lot of CAR 3 airplanes still flying in the GA fleet, but I have a habit of answering questions based on more recent standards. Bob "Bill Zaleski" wrote in message ... On Fri, 15 Apr 2005 11:13:57 -0700, "Bob Gardner" wrote: FAR 23.1323(d) tells manufacturers that if IFR certification is requested, pitot heat is required. Check your AFM to see if the plane is certificated for IFR and you have your answer....if it is "yes," the airplane is not airworthy without it. Bob Gardner "Lakeview Bill" wrote in message .com... How necessary would it be to have a pitot heater if you are flying year-round VFR day (only) in the Chicago area? Many small single engine aircraft are IFR capable and airworthy, but were never built with pitot heat. The early PA 28-140 and Cessna 175 didn't even have a pitot head, let alone heat. Just an end of an aluminum tube end pointing forward. Still legal per the original drawings. CAR 3 certification basis, Bob, not Part 23. |
#16
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On Sat, 16 Apr 2005 14:17:41 GMT, "Lakeview Bill"
wrote: But given that I am in Chicago, I'm trying to determine the absolute necessity of pitot heat, as, since I will only have a Sport Pilot ticket, I will be restricted to VFR day only. Well, I have never flown an airplane with pitot heat, nor can I imagine much utility for it in a Light Sport Aircraft. When I took my first lesson, I complained to the instructor that his shoulders were blocking my view of the instruments (tandem Cub), whereupon he covered them with his hands and said: "You don't need this XXXX! Fly with what's outside the airplane!" Well, I do like to see the airspeed indicator, but I am absolutely sure that I could safely land the airplane without it. -- all the best, Dan Ford email (put Cubdriver in subject line) Warbird's Forum: www.warbirdforum.com Piper Cub Forum: www.pipercubforum.com the blog: www.danford.net In Search of Lost Time: www.readingproust.com |
#17
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If there was 1/4" to 3/8" ice on my airplane, a plugged pitot tube is not my
only problem. -- Hello, my name is Mike, and I am an airplane addict.... I'll vote "very necessary." Once at the Naval Nuclear Power Preparatory School, in North Chicago, there was ice on my windshield so thick I broke the tip off my Herter's sheath knife trying to get it off the windshield of my car. About 1/4" to 3/8" thick. And that was during the day in VFR conditions. John Lowry Flight Physics |
#18
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Good decision, I would consider carb heat a necessity on any aircraft.
The only reason you might consider adding the pitot heat would be resale value of the plane later on, might make it a little more appealing to a buyer. -- Hello, my name is Mike, and I am an airplane addict.... I'm already planning to spend the extra $$$ to get carb heat, which is an option on most of the a/c I'm looking at, and now I'm looking at pitot heat. Thanks to everyone who's already replied... |
#19
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In the Champ, I can see the reflection of the airspeed and altimeter in
the side windows (mirror image). Cub Driver wrote: When I took my first lesson, I complained to the instructor that his shoulders were blocking my view of the instruments (tandem Cub), whereupon he covered them with his hands and said: "You don't need this XXXX! Fly with what's outside the airplane!" |
#20
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I'll vote "very necessary." Once at the Naval Nuclear Power Preparatory
School, in North Chicago, there was ice on my windshield so thick I broke the tip off my Herter's sheath knife trying to get it off the windshield of my car. About 1/4" to 3/8" thick. And that was during the day in VFR conditions. One freak time 35 years ago, on a car no less, and that qualifies as very necessary? Remove head from ass. |
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