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From: [email protected] (Geoff Peck)
Subject: rec.aviation FAQ
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Original-from: [email protected] (Geoff Peck)
Last-modified:  29 June 1999 by [email protected] (Geoff Peck)
Posting-frequency: semi-monthly (2nd and 16th)
Archive-name: aviation/faq

This regular posting was last revised June 29, 1999.  Changes since
the last posting are marked by a vertical bar ("|") in the left margin.
("rn" and "trn" users may search for new materials using "g^|".)  It
answers frequently asked questions on rec.aviation, and provides a
glossary of frequently-used acronyms, so posters don't need to provide
translations of these terms.  This posting was written by Geoff Peck,
with input from many other netters.  The author takes full responsibility
for any omissions or errors.  (Use of this posting in flight is prohibited.
:-) ) Comments and questions are most welcome.  This article is now
being automatically posted twice per month.

The questions which are answered include:

Q1:   How is rec.aviation organized?
Q2:   What other sources of aviation information are there on the net?
Q3:   I'd like to learn to fly.  How do I do it, how much does it cost, how
     long does it take?
Q4:   I'm flying to Canada, Mexico, or the Carribean.  What do I need to know?
     I'm having trouble getting a medical.  Who should I call?
     Does someone have sample aircraft partnership agreement?
     Where can I get the bluebook value of a particular aircraft?
Q5:   I want to buy a headset.  What should I buy?
Q6:   What about aircraft intercoms?
Q7:   Tell me about mail-order.
Q8:   I'm a private pilot.  How should I log time in instrument conditions?
Q9:   What about logging cross-country time?
Q10:  Tell me about DUATS on-line weather briefings.
Q11:  How do I start a brand-new thread of articles?
Q12:  I'm a non-U.S. licensed private pilot.  Can I fly in the U.S.?
Q13:  Where can I get a copy of public-domain flight planning software?
Q14:  I'm considering buying an airplane.  How much will it cost?
|Q15:  What are the expenses involved in owning an airplane?
Q16:  Can I use my cellular telephone in an airplane?
Q17:  Can I use a radio, either a broadcast or aviation receiver, in an
     aircraft?
Q18:  I have a physical disability and would like to learn to fly.  How?
Q19:  What are the alternatives for taking an FAA written examination?
Q20:  Are slips with flaps prohibited in certain Cessnas?
Q21:  How can I get a copy of an NTSB accident report?
Q22:  From what does "I have slipped the surly bonds..." come?
Q23:  Is there a resource on the net for getting aviation fuel prices?

You can search for the question you're interested in in "rn" or "trn"
using "g^Q13" (that's lower-case g, up-arrow, Q, and a number) where "11" is
the question you wish.  Or you may browse forward using <control-G> to
search for a Subject: line.  The Subject: lines and the lines of dashes
are an experiment; please send comments on this format to [email protected]

The glossary follows the questions and answers.  The new and exciting
rec.aviation guide to proper spelling follows the glossary.

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

Questions and answers

Subject: rec.aviation organization

Q1: How is rec.aviation organized?

A:  There are now 20 distinct newsgroups which comprise rec.aviation:

   aerobatics    aerobatic flight, techniques, events, and clubs
   announce      events of interest to the aviation community  (moderated)
   answers       frequently asked questions about aviation  (moderated)
   hang-gliding  all aspects of hang-gliding
   homebuilt     selecting, designing, building, and restoring aircraft
   ifr           flying under Instrument Flight Rules
   marketplace   selling and buying aviation-related things
   military      military aircraft of the past, present and future
   misc          miscellaneous topics in aviation
   owning        information on owning airplanes
   piloting      general discussion for aviators
   products      reviews and discussion of products useful to pilots
   restoration   questions, techniques, and groups for restoring aircraft
   rotorcraft    articles related to helicopters and other rotorwing aircraft
   seaplane      all aspects of seaplanes
   simulators    flight simulation on all levels
   soaring       all aspects of sailplanes
   stories       accounts of flight experiences (moderated)
   student       learning to fly
   ultralight    ultralight, microlight aircraft

   It is suggested that you read rec.aviation for a little while
   before you post, so that you can best determine which subgroup is
   appropriate for your posting.

   If you post to a moderated newsgroup, please note that your posting
   will be e-mailed to the moderator for approval.  Generally, approval
   occurs within 48 hours.  If your posting does not conform to the
   charter of the moderated group, it will not be posted, and, in general
   you will not receive a response.

   In addition, the following newsgroups outside the rec.aviation
   hierarchy may be of interest:
   sci.aeronautics   the science of aeronautics & related technology (mod.)
   sci.aeronautics.airliners (moderated)
   sci.military      discussion about science & the military (moderated)
   rec.travel.air    airline travel around the world

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

Subject: Internet information sources

Q2:   What other sources of aviation information are there on the net?

A:  Guenther Eichhorn maintains a very well-organized set of information
   on general aviation which is available on the web:
       http://www.landings.com/aviation.html
   The information below has been extracted from this page for those who
   are not web-capable and would like ftp access to a few key items.

   The Federal Government maintains a fair amount of FAA information
   which may be obtained by ftp from:
       ftp://fwux.fedworld.gov/pub/faa/faa.htm
   These documents are in a number of different formats, including text,
   various versions of MS Word, Adobe Acrobat, several compressed archive
   files, and more.  The FARs (FAR_xx.DOC) are text files; the Practical
   Test Standards (PTS_xxx.n) are Word 6.0 for Windows.

   A list of major airports, including code letters and latitude and
   longitude, may be obtained by ftp from:
       ftp://aviation.jsc.nasa.gov/pub/fly/data/airports.txt
   This site also contains a set of FAA data tapes, last updated 9/14/95.
   These data tapes are large and not particularly easy to process; if you
   are looking for data with which to do flight planning, please read Q13
   and Q10 below.

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

Subject: Learning to fly

Q3: I'd like to learn to fly.  How do I do it, how much does it cost, how
   long does it take?

A:  Learning to fly a single-engine airplane is usually accomplished by
   visiting an FBO (see acronym list below) or two and selecting one for
   your instruction.  Costs vary widely, not only by geographic area, but
   also because different individuals take different amounts of time to
   learn to fly.  You should expect that learning to fly in the U.S. will
   cost you between US$3,000 and US$5,000, and it will take about 60-80
   hours of flying of which about 20-30 hours will be solo (on your own) and
   the rest with an instructor, spread out over a period of 3-6 months.

   For further information, send e-mail to [email protected] (ask for the
   private pilot handout), and you can receive a helpful and comprehensive
   handout.  [Note:  sometimes, due to mail system problems, you may not get
   a copy of this handout when you ask for one -- if you ask and don't get a
   response within a week, or if you've asked before and didn't receive it,
   send me e-mail again, preferably containing some "alternate" e-mail
   addresses!]

   If your goal is to fly a glider or a helicopter, you need not start out
   by learning to fly a single-engine airplane.  Learning to fly in a
   helicopter will cost about twice as much as learning to fly in an
   airplane.  (In U.S. metropolitan areas, a typical trainer helicopter
   rents for about US$100/hour; a typical trainer-class airplane for
   US$30-50/hour.)  Learning to fly in a glider will vary in cost from
   significantly less than the cost to learn in an airplane to about the
   same as learning to fly in an airplane.  If you plan to learn to fly
   airplanes as well as gliders or helicopters, it is typically less
   expensive to do the airplane first and then the other aircraft type.
   If you're interested in flying gliders (soaring), in the U.S., contact
   the Soaring Society of America (SSA -- see below) for information on
   glider sites around the country.

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

Subject: Miscellaneous questions

Q4: I'm flying to Canada, Mexico, or the Carribean.  What do I need to know?
   I'm having trouble getting a medical.  Who should I call?
   Does someone have sample aircraft partnership agreement?
   Where can I get the bluebook value of a particular aircraft?

A:  These questions, and many others, can be simply and correctly answered
   for U.S. readers by the Aircraft Owners and Pilots Association,
   AOPA.  Call 1-800-USA-AOPA.  You can speak to a number of different
   specialists, who will gladly answer your questions whether or not
   you are a member.  Of course, you can and should also join AOPA --
   it's $35/year, and you can do so on the same toll-free number.

   So, gentle reader, rather than asking these questions on the net and
   getting a mixed bag of answers, please call AOPA and then report to
   the net with your question -- and their answer!

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

Subject: Headsets

Q5: I want to buy a headset.  What should I buy?

A:  There are three types of aviation headsets which are commonly available:

   1.  Active noise-cancelling (ANC).  These are in the $600-$900 range,
       from Telex (ANR, ~$660; the ANR 4000 is not recommended), David Clark
       (~$850), and Sennheiser (~$700).  The Bose headset (~$900) is
       available only directly from Bose in Framingham MA.

   2.  Passive noise-cancelling.  These are in the $90-$300 range, and
       come from a variety of manufacturers.  David Clark is generally
       regarded as the "Rolls Royce" of headset makers, and their models are
       more expensive than the competition -- they stand up to amazing
       abuse.  Recommended models include the H10-13.4 (13.4 oz -- light!)
       ~$245, H10-60 ~$250, H10-20 ~$225, H10-80 ~$245, and H10-40 ~$220,
       usually in that order.  The H10-30 is not recommended (inferior
       microphone).  A number of companies import "clones" of the David
       Clarks; many netters have found the Flightcom 4DLX, ~$120, to
       be satisfactory in terms of performance and reliability.  There are
       many, many more makers out there -- try 'em on and see what feels
       comfortable to you.  Other notable headsets:  Peltor 7004 ~$190,
       which has a significantly different and possibly more comfortable
       "feel" -- buy it in preference to the 7003, which has an inferior
       dynamic microphone; Pilot PA11-20 ~$140; Telex Pro-Air 2000E, ~$225.
       The Peltor is probably the best choice for kids.

   3.  "Open-air," "Walkman-style".  These are for quieter aircraft such as
       jets or sailplanes, and are _not_ recommended for prop aircraft use.

   [Headsets are typically discounted; prices given above are typical US$
   discounted prices, not list.  See Q7 below for mail-order supply houses.]

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

Subject: Intercoms

Q6: What about aircraft intercoms?

A:  There are two basic types of intercoms -- portable and panel-mount.
   If you're an aircraft owner, you should strongly consider a permanently
   installed, panel-mounted intercom.  There are many brands out there --
   investigate carefully.  You will probably want to wire the aircraft for
   stereo, even if you don't have stereo headsets right away, since the
   cost of having an avionics shop wire the intercom can easily exceed the
   price of the intercom.

   Renters should consider purchasing their own portable intercom.
   With a portable intercom, you plug the intercom in to the pilot-side
   microphone and headphone jacks, and then plug all the other headsets
   (up to 4) into the portable.  You will also want to purchase a
   push-to-talk switch which will allow you to use your headset's boom
   mic with the radios in aircraft which are not equipped with a
   push-to-talk switch.

   Portable units vary from about US$90 to US$300; permanent units seem
   to be priced US$100-200 more than the portables.

   Good squelch action, overall sound quality, audio entertainment inputs,
   ability to mix headset models, sufficient output volume, durability,
   and whether the instructor can talk during transmissions from the
   left seat (without being heard over the air) are important factors.

   By far the most popular portable intercoms from the net's perspective
   are the Flightcom IIsx (mono) and Flightcom III (stereo), which can be
   bought as two-place or four-place units (there's a small expansion box
   for the rear seats).  The IIsx typically retails for a little over
   US$100.  A more deluxe version is the Flightcom III, which offers
   stereo audio with a plug-in Walkman or Discman.  The IIId offers a
   digital clearance recorder, which can "remember" and re-play up to
   about 30 seconds of speech at the push of a button.  Cute, but not
   very useful.  Panel-mount versions of the III, and IIId are available
   as the 403 (stereo), and 403D (DCR), respectively.

   Other brands of intercoms include [listed alphabetically] David Clark,
   NAT (panel only), Pilot, PS Engineering, Sigtronics, Softcomm, and
   Telex.  Regrettably, pilots will often defend their own purchase
   choices, whether or not they actually have significant experience with
   other intercoms.  (The FAQ author does have significant in-flight
   experience with all of the brands listed above, and he still
   recommends the Flightcom units for overall audio quality, squelch
   performance, reliability, feature versatility, and price.)

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

Subject: Mail-Order

Q7: Tell me about mail-order.

A:  For pilot supplies such as intercoms, headsets, tires, etc.:
       Aircraft Supply, Pittsburgh, PA [1-800-245-0690]
       Chief Aircraft, Grants Pass, OR [1-800-447-3408]
       Marv Golden, San Diego, CA [1-800-348-0014,1-800-433-0055 in CA]
       San-Val, Los Angeles, CA [1-800-423-3281, 1-800-624-9658 in CA]
       Sporty's, Batavia, OH [1-800-LIF-TOFF, FAX 1-513-732-6560]
       The Airport Shoppe, San Jose, CA [1-800-634-4744]
       Wickes Aircraft Supply, Highland, IL [1-800-221-9425]
   For aviation books:
       Airplane Things, Dallas, TX [1-214-956-3510, FAX 1-214-956-3518]
       Aviation Book Company, Santa Clarita CA [1-800-423-2708,
           FAX 1-805-294-0035, direct 1-805-294-0101, 7:30am-4:30pm Pacific]
       Sporty's, Batavia, OH [1-800-LIF-TOFF, FAX 1-513-732-6560]
       Zenith Books, Osceola, WI 54020 [1-800-826-6600, FAX 1-715-294-4448,
           ask for aviation catalog]
   All of these are reputable companies, with many satisfied net.customers.

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

Subject: Logging time in instrument conditions

Q8: I'm a private pilot.  How should I log time in instrument conditions?

A:  The key concept here, and in most logging questions, is that the
   requirements for LOGGING pilot time (in FAR 61.51) are completely
   distinct from the requirements for ACTING as pilot in command.

   If
       (1) you are the sole manipulator of the controls, and
       (2) you have at least a private certificate for that category
           and class of aircraft
   then
       you may log the time as pilot in command.

   It does _not_ matter whether or not you are in visual or instrument
   conditions, nor whether or not you have a "high-performance" endorsement
   and are flying an retractable-gear airplane.  (If you are flying in IMC
   and are not instrument rated, you must have a current, instrument rated
   pilot who is rated to fly the aircraft in the plane with you. The
   instrument-rated pilot then _acts_ as pilot in command while you fly and
   log time as sole manipulator; the other pilot may also log the time spent
   in actual instrument conditions as pilot in command.)

   Much confusion stems from the long sentence in FAR 61.51(c)(2)(i) which
   governs who may log pilot-in-command flight time; this indented,
   specially punctuated "translation" of this clause should be helpful:

      (i)  A recreational, private, or commercial pilot may log as pilot in
           command time only that flight time during which that pilot
           (1)  is the sole manipulator of the controls of an aircraft
                for which the pilot is rated, OR
           (2)  when the pilot is the sole occupant of the aircraft, OR,
           (3)  except for a recreational pilot, when acting as pilot in
                command of an aircraft on which more than one pilot
                is required under
                (a)  the type certification of the aircraft, or
                (b)  the regulations under which the flight is conducted.

   Instrument flight is much easier, as FAR 61.51(c)(4) shows:
   (4)     Instrument flight time. A pilot may log as instrument flight time
           only that time during which he operates the aircraft solely by
           reference to instruments, under actual or simulated instrument
           flight conditions. ...

   OK, so this means that
       (1) As a private pilot, you get to _log_ PIC whenever you are the
           sole manipulator of the controls of an aircraft for which you are
           rated.  Note that "rated" in this case means "rating", as in
           "airplane, single-engine land", _not_ "endorsement", as in
           "high-performance endorsement", or (worse yet) insurance-company
           endorsement.
       (2) If you're the sole occupant of an aircraft and you hold a
           private pilot license or better, even if you aren't rated for
           that category and class of aircraft, you can log it as pilot in
           command (i.e., you're soloing a glider as a student glider pilot).
       (3) As a pilot (doesn't matter what kind), you get to log instrument
           flight time whenever you "operate the aircraft solely by reference
           to instruments".

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

Subject: Logging cross-country time

Q9:   What about logging cross-country time?

   You *may* log as a cross-country flight any flight at which you leave
   the immediate vicinity of the airport.  From the point of view of
   cross-country flight experience requirements any FAA rating or
   certificate, you need to *land* at an airport other than the airport of
   departure for the flight to be counted as a cross-country flight.  You
   don't even have to do a full-stop landing at the second airport -- a
   touch-and-go (shudder) is fine.  You do have to land -- an instrument
   missed approach doesn't count, as far as the FAA is concerned.
   However, it's also true that you are not *required* to log any flight
   as cross-country.  It's up to you.

   The requirements for certain ratings make restrictions on which logged
   cross-country flights may be counted towards a given rating.  To make
   your logbook simpler, you may wish to count as cross-country flight
   time only those flights which are relevant to ratings which you are or
   might be seeking.  Note that the mileage requirement is the
   _straight-line_ distance between two airports -- if you take a
   circuitous route, that won't help.  (The summary below applies to
   airplanes only; rotorcraft, Gliders, etc. differ.)

   for the Private Pilot certificate (see FAR 61.109(b)(2)):
       Dual cross-country:  no restrictions.  Solo cross-country:  more than
       50nm from the point of departure.

   for the Instrument rating (see FAR 61.65(e)(1)):
       more than 50nm from the point of departure.

   for the Commercial certificate (see FAR 61.129(b)(3)(ii):
       more than 50nm from the point of departure.

   for the ATP certificate (see FAR 61.155(b)(2)):
       no restrictions.

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

Subject: DUATS on-line weather briefings

Q10: Tell me about DUATS on-line weather briefings.

A:  If you can dial a U.S. (800) number, or you have access to the Internet,
   you can access DUATS, the FAA's Direct User Access Terminal System,
   at no charge.  DUATS service is provided by two commercial vendors:

                                           voice info      data line
       DTC (Data Transformation Corp.)   1-800-243-3828  1-800-245-3828
       GTE Federal Sys Division (Contel) 1-800-345-3828  1-800-767-9989

   GTE (Contel) DUATS may be accessed via the Internet; simply telnet to
   duat.gtefsd.com.  If your machine seems to be brain-dead in the name
   server department, try 131.131.7.105.  Non-pilots must use the machine
   duats.gtefsd.com (note the "s" in duats), address 131.131.7.106.  You
   can use e-mail to contact GTE for help at [email protected] .
   A shell script which allows an entire briefing to be obtained using
   a single command to the shell is available by request from
   [email protected]

   GTE's 800-number dial-in lines now support v32bis (14400).  GTE DUATS
   may also be accessed via SPRINTNET; call the voice info line for a
   local access number.  For DTC, 243-3828 is "AID-DUAT" and 245-3828 is
   "CHK-DUAT".

   If you're a U.S.-licensed pilot (student pilots and glider pilots
   without medicals included), it is to your advantage to obtain a DUATS
   user I.D. and to use that I.D. whenever you obtain a briefing.  Users
   who sign on without giving an I.D. cannot file flight plans, and the
   briefing will not be recorded for the purposes of counting as a "legal"
   briefing.

   If you haven't used DUATS before, you can simply call the data number and
   register on-line.  When registering, student pilots should use their
   student pilot certificate number which is also the medical certificate
   number; it begins with "BB" or "DD", and you need to type in the "BB" or
   "DD" as well as the digits.  If your medical is less than about three
   months old, or you are a glider or other pilot who doesn't have a medical
   certificate, you may need to call the voice info numbers to get them to
   add you to the database.  You must register with each provider
   independently; they provide similar levels of service.

   Several commercial weather vendors also exist, and each of them provides
   additional services which may not be available on DUATS.
   Jeppesen-Sanderson has two different services, Jeppesen DataPlan at 1-800-
   358-6468 [voice] is designed for "big guys"; Jepp/Link at 1-800-553-7750
   [voice] is an enhanced version of DUATS for "the rest of us".  CompuServe
   Information Services (buy a starter pack from a local computer store,
   type "GO AWX") has local data access numbers throughout the country.
   WeatherBank, Inc. of Salt Lake City, UT, also has more specialized
   information such as ROAB soundings and farm forecasts, as well as a
   longer online "history" (up to one year) than other vendors.

   There is a wealth of additional weather information available on the
   Internet.  Please see Ilana Stern's Sources of Meteorological Data FAQ
   which is posted to sci.geo.meteorology, news.answers, and sci.answers

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

Subject: Starting a new article thread

Q11: How do I start a brand-new thread of articles?

A:  On UNIX systems, the typical method is to use the "postnews" or "Pnews"
   command to the shell.  These days, it is _particularly_ important to
   start a new thread of articles when you start a new subject, rather
   than just following up an existing article and changing the subject.
   This is because threaded newsreaders depend on article-id's to sort
   articles, and they can't do this properly if one doesn't start new
   threads properly.

   If you wish to create a posting to one of the moderated rec.aviation
   groups (.announce or .stories), most UNIX posting software will allow
   you to enter the post in the normal manner; that post will then be
   mailed to the group moderator for approval.  If you are on a non-UNIX
   system, simply mail your article to [email protected]
   or [email protected].

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

Subject: non-U.S. pilots flying in the U.S.

Q12: I'm a non-U.S. licensed private pilot.  Can I fly in the U.S.?

A:  In general, a pilot's license entitles you to fly aircraft of the same
   country of registry as your license _anywhere_ in the world.  So if
   you can find an airplane registered in your "home" country, there's
   no problem.  For most non-U.S. pilots, if you wish to obtain a U.S.
   pilot's certificate, simply present your existing pilot certificate at
   any FAA FSDO (acronyms below), and you will receive free of charge an
   equivalent U.S. certificate (private and instrument ratings only).
   Note that non-governmentally regulated licenses, such as a BGA or
   FAI badge issued by the British Gliding Association, will _not_ be
   honored by the FAA.  (In this particular case, experienced British
   glider pilots will usually have no trouble having a U.S. flight
   instructor issue a U.S. student pilot certificate as part of the
   checkout process.  This will be valid for restricted solo flight.)
   Some FSDOs also require a current medical certificate; you will
   probably be able to use your "home" medical.  But call the FSDO
   before you visit.  You can then legally fly U.S.-registered
   aircraft.

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

Subject: public-domain flight-planning software

Q13:  Where can I get a copy of public-domain flight planning software
     and other good stuff on the net?

A:   Aviation data changes on a day-to-day basis.  Your best bet is to
    use the comprehensive flight planner which is available from GTE
    DUATS (see Q10).  GTE has a staff which maintains the database on
    a daily basis, and the flight planner is a thorough and complex
    piece of software.  It is also the only known flight planner which
    has been tested and approved by the FAA; this was done as part of
    the FAA-required DUATS review process.


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

Subject: airplane ownership costs

Q14:  I'm considering buying an airplane.  How much will it cost?

A:   The general consensus is that if you fly from 200 to 300 hours per
    year, the hourly costs for owning an airplane will be about equal to the
    hourly costs of renting an equivalent airplane from a local FBO.  In a
    partnership, evaluate the total flying hours for the aircraft.  This
    number of hours is required because there are substantial fixed costs
    associated with ownership:  tiedown, insurance, annual inspections,
    taxes, and so on, which must be amortized over flight hours.

|    Other "rules of thumb" include:
|    o  Operating costs exclusive of capital costs will be 3 to 4 times
|       the cost of fuel.
|    o  Allocate 2 times the cost of fuel plus an additional 25% for each
|       10 years since the aircraft was manufactured (this estimate is
|       from AvWeb, http://www.avweb.com/articles/cost2fly/).

    Many people who own aircraft do so not to reduce the cost of flying
    but to improve its quality, convenience, and safety.  With an
    owned aircraft, one can have the equipment one wants in the condition
    one wants, and the airplane will (well, mostly) be available when
    one wants.  There's nothing like deciding the day before a major
    holiday weekend "oh, let's go flying to XYZ!"

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

|Subject: airplane ownership costs

Q15: What are the expenses involved in owning an airplane?

|A:  Aircraft ownership expenses are highly variable. Two owners of essentially
|    identical airplanes may disagree widely on the cost of owning. Here's a
|    guide so you can put together your own cost model.

|    Fixed expenses - you'll incur these no matter how much or little you fly
|    o  Capital cost - the cost of the money you've tied up in the aircraft.
|       Some pilots say "don't count this - the airplane is an investment and
|       will appreciate". Others say "even if you buy it outright, you've got
|       to look at what that money would earn you on the open market".
|    o  Taxes - varies by state and county.
|    o  Insurance - get several quotes before you buy. Can vary from a few
|       hundred dollars a year to over $10K per year for a piston single.
|       Factors influencing cost include coverage chosen (liability limits,
|       hull limits), pilot qualifications (ratings, total time, time in type,
|       violations/accidents), type of use (personal, commercial), etc.
|    o  Hangaring or tiedown costs - vary from about $20/month to over
|        $1000/month for a single-engine aircraft.
|    o  Annual inspections - labor cost of the required annual inspection;
|       repairs are additional.
|    o  Paint and interior reserve (does vary somewhat with hourly operation,
|       but typically more tied to age than flight time unless you fly a lot).

|    Variable expenses - these are typically proportional to hourly operation
|    o  Fuel
|    o  Oil changes every 25 or 50 hours of operation
|    o  Engine / propeller overhaul reserve
|    o  Maintenance reserve
|    o  Avionics reserve

|    Notes:
|    o  Maintenance labor rates can vary from about $30/hour in some rural
|       areas to $120/hour and up per mechanic in major metro areas at
|       specialty shops. If you elect to perform owner maintenance, you can
|       save a lot, but isn't your time worth something in the calculations?
|    o  When buying an aircraft, the first few years of operation are likely
|       to be much more expensive. For example, if you have an engine with
|       1400 hours on it and a 2000-hour time before overhaul (TBO), you can
|       expect to fly it *at most* 600 hours before you need a new one.
|       If the engine overhaul cost is $25,000, you ned to set aside at least
|       $41.66 for every hour you fly (25000/600). And the engine probably won't
|       make it all the way to TBO. After you've done the overhaul, the engine
|       reserve number goes down to $12.50/hour. Beware that this calculation
|       applies to other major components (paint, avionics, etc.) too!

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

Subject: cellular telephones and airplanes

Q16:  Can I use my cellular telephone in an airplane?

A:   FCC regulations effective March 9, 1992 state that:
    o  Cellular phone use while airborne is illegal.  Regulations permit
       cellular phone companies to cut off service of violators.
    o  Cellular phone use on the ground is legal, as far as the FCC is
       concerned.  Of course, FAA regulations still apply; for private
       flights this isn't a big deal, for airline flights the FAA is
       apparently making guidelines on when to allow cellular phone use.
    Further info is in the Federal Register, vol. 57, pages 830-831.

|    Cellular radio service includes 900 MHz systems. PCS services in the
|    1.8 GHz band are governed by different rules, and operation is not
|    prohibited in aircraft by FCC rules. However, in practice, most newer
|    cellular and PCS systems utilize antennas which don't radiate upwards
|    so the phone simply won't work in the air.

|    Air Cell, Inc. (http://www.aircell.com) has an airborne cellular system
|    which is being rolled out in the US; it utilizes special cell phone
|    equipment in the $4-7K range and costs about $1.75/minute to use.

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

Subject: use of radios in flight

Q17:  Can I use a radio, either a broadcast or aviation receiver, in an
     aircraft?

A:   FAR 91.21 governs portable electronic devices.  Use of a receiver is
    prohibited except for units which "the operator of the aircraft has
    determined will not cause interference with the navigation or
    communication system of the aircraft on which it is to be used."
    "(c) In the case of an aircraft operated by a holder of an air carrier
    operating certificate ... the determination ...  shall be made by that
    operator of the aircraft on which the particular device is to be used.
    In the case of other aircraft, the determination may be made by the
    pilot in command or other operator of the aircraft."

    In plain English, this means that on an airliner, the _airline_ must
    allow you to operate the radio -- the captain does not have the sole
    authority to authorize its use.  On a private aircraft, the captain does
    have that authority.  Note that amateur (ham) radio operators are
    forbidden by FCC regulations from transmitting on _any_ IFR flight.

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

Subject: physical disabilities and flying

Q18: I have a physical disability and would like to learn to fly.  How?

A:  There are pilots in all kinds of aircraft flying all over the world with
   some kind of disability, including amputees, paraplegics, etc.

    If you have a condition which might preclude you from getting a
    medical certificate, contact the medical services department of
    AOPA (see below).  They will be glad to assist you, whether or not you
    are a member.

    We also are fortunate to have an expert in our midst on the net, Dr.
    Richard Kaplan, M.D., CFI, AME.  Please contact him with your questions
    directly at <[email protected]>; he's also offered to provide flight
    physicals and flight instruction (you provide the airplane) to
    disabled netters at no charge.  He's located ~50nm SE of Pittsburgh PA.

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

Subject: FAA written exams

Q19: What are the alternatives for taking an FAA written examination?

A:  Multiple commercial vendors offer computerized testing with results
   available immediately after you finish the test.  Costs range from $40
   to $85 for a test.  To find out where your nearest testing center is
   and to schedule a test, contact one of
   Lasergrade Computer Testing <http://www.lasergrade.com>
       1-800-211-2754 or 1-360-896-9111,
   Aviation Business Services (Computerized Aviation Testing Service)
       1-800-947-4228 or 1-415-259-8550, or
   Sylvan/Prometric 1-800-359-3278, 1-800-967-1100, 1-612-896-7702 or
       1-410-843-8000 x8890

    You will need a written authorization before you can take most FAA
    tests.  This may be obtained from an appropriately rated and
    FAA-Certificated Flight Instructor or Ground Instructor, or, if you
    completed a home-study course, with some difficulty you can get your
    local FSDO to sign you off.

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

Subject: slips with flaps in Cessnas

Q20: Are slips with flaps prohibited in certain Cessnas?

A:   No.  Some Cessna 172's have a recommendation that extended slips with
    full flaps be _avoided_.  This is because the flaps on these aircraft
    are sufficiently effective to partially blanket the empennage during a
    full-flap slip, which may result in a gentle, but fully controllable,
    bobbing motion.  That bobbing motion has on more than one occasion
    unduly alarmed a pilot on short final, resulting in a less than
    satisfactory outcome.  Bottom line:  go up to altitude and try it
    yourself, with a CFI aboard if you prefer.  Then you won't need to worry
    about the recommendation.  [Disclaimer:  if the POH for your specific
    aircraft says something different, the POH takes precedence over this
    note.  Certain C-170s are reported to have such a prohibition, because
    they exhibit "exciting" descents in this configuration.]

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

Subject: NTSB accident reports

Q21: How can I get a copy of an NTSB accident report?

A:   The NTSB has a web page which contains synopses, statistics, reports,
    and publications related to aviation:
       http://www.ntsb.gov/aviation/
    Accident synopses (preliminary, factual, and final) are organized on
    a month-by-month basis on the page:
       http://www.ntsb.gov/aviation/months.htm

    There are several types of reports available:  preliminary reports,
    which are usually available within a month of the accident; factual
    reports, which are usually available 7 months to 1 year following the
    accident; and probable cause reports, which may take up to 2 years.
    Copies may be obtained from General Microfilm, 11141 Georgia Avenue,
    Suite B6, Silver Springs MD 20902; phone 301/929-8888.  You'll need (a)
    the aircraft registration number, or (b) the date and location of the
    accident, or (c) the name of the pilot for accidents which occurred
    prior to 1978.  [Thanks to _Flying_ magazine, June 1993, for this info.]

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

Subject: Frequently-Asked-For Poem

Q22:  From what does "I have slipped the surly bonds..." come?

A:                 High Flight

           by John Gillespie Magee, Jr.

    Oh, I have slipped the surly bonds of earth
    And danced the skies on laughter-silvered wings;
    Sunward I've climbed, and joined the tumbling mirth
    Of sun-split clouds -- and done a hundred things
    You have not dreamed of -- wheeled and soared and swung
    High in the sunlit silence.  Hov'ring there,
    I've chased the shouting wind along, and flung
    My eager craft through footless halls of air.
    Up, up the long, delirious, burning blue
    I've topped the windswept heights with easy grace
    Where never lark, or even eagle flew.
    And, while with silent, lifting mind I've trod
    The high untrespassed sanctity of space,
    Put out my hand, and touched the face of God.

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

Subject: Fuel price listing

Q23:  Is there a resource on the net for getting aviation fuel prices?

A:  Yes.  Visit <http://www.airaffair.com/Fuel> with thanks to Ross Oliver,
   and <http://www.airnav.com/fuel> with thanks to Paul Santos.

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

Subject: The rec.aviation glossary

Pilots, Ratings, and other basic stuff

ATP     Airline Transport Pilot (the "highest" grade of pilot certificate)
AME     Aviation Medical Examiner (U.S.)
FAR     Federal Aviation Regulations (U.S.)
CFI     Certificated Flight Instructor (see suffixes, below)
COM     Commercial (pilot certificate) (see suffixes, below)
IFR     Instrument Flight Rules (see below)
PP      Private Pilot
PVT     Private (pilot certificate) (see suffixes, below)
VFR     Visual Flight Rules (see below)

       Pilot and instructor certificates may be suffixed with certain
       combinations of the following:
       A  Airplane     ME  Multi-Engine        L  Land         I Instrument
       G  Glider       SE  Single-Engine       S  Sea
       H  Helicopter
       For example, the typical private pilot is "PP-ASEL" or "PVT-ASEL".
       Ratings are more complex than this limited explanation -- for
       example, Rotorcraft come in two flavors, Helicopter and Gyroplane;
       Lighter-than-Air aircraft come in two flavors, Free Balloon and
       Airship; and there are specific type ratings for aircraft over 12,500
       pounds.  One can spend several lifetimes accumulating ratings.

       A pilot who does not hold an instrument rating must fly under VFR,
       which specify minimum cloud clearance and visibility requirements.
       In some countries other than the U.S., VFR flight at night is not
       permitted.  Pilots who fly under VFR do so by looking out the
       window.  Flight through clouds is permitted only under IFR, which
       requires an instrument rating and an appropriately-equipped
       aircraft.  Instrument-rated pilots may control the aircraft solely by
       reference to instruments, but if they are flying in VMC, they are
       expected to look out the window to avoid other aircraft.

Navigation, Instruments, and Avionics

ADF     Automatic Direction Finder - an instrument in an airplane which
       displays the relative bearing to an NDB (see below) -- it
       essentially "points at the NDB"
AI      Attitude Indicator (also known as AH - Artificial Horizon) - an
       instrument which provides the pilot with pitch and roll information
ASR     Airport Surveillance Radar (usually, a type of instrument approach
       which provides only horizontal guidance to the pilot)
CDI     Course Deviation Indicator - part of a VOR navigation system, which
       shows how far off a desired course the aircraft is
DG      Directional Gyro - a compass-like device which uses a gyroscope to
       provide stable directional information for a pilot
DME     Distance Measuring Equipment
EFIS    Electronic Flight Instrumentation System
ELT     Emergency Locator Transmitter
GCA     Ground-Controlled (instrument) Approach (uses radar, see ASR and PAR)
GPS     Global Positioning System - a satellite-based navigation system,
       just coming up now
GS      Glideslope - the vertical guidance component of an ILS
HSI     Horizontal Situation Indicator - combines the functions of a VOR
       and a DG
IAC     International Aerobatic Club, see
       http://acro.harvard.edu/IAC/iac_homepg.html
IFF     Identify Friend or Foe -- see transponder
ILS     Instrument Landing System - a system which allows appropriately
       equipped aircraft to find a runway and land, when the clouds may
       be as low as 200 feet (or lower for special circumstances)
INS     Inertial Navigation System
IRS     Inertial Reference System
LOC     Localizer - the horizontal guidance component of an ILS
LORAN   Long RANge Navigation -- a navigation system, originally for marine
       use, which utilizes timing differences between multiple
       low-frequency transmissions to provide accurate latitude/longitude
       position information, at best to within 50 feet
MLS     Microwave Landing System - not in use yet, but it's getting warmer...
Mode-A  A transponder which does not give the controllers altitude information
Mode-C  A transponder and encoding altimeter which together give air
       traffic controllers altitude information
Mode-S  A new "flavor" of transponder which features unique identification
       per unit, the potential for low-speed up and down datalinks, and
       "selective interrogation" triggered by ground facilities
NDB     Non-Directional Beacon - an older type of electronic navigation
       aid, basically a low-power AM radio station
OBS     Omnibearing Selector - part of a VOR receiver system, which allows
       the pilot to select a course to or from a VOR station
PAR     Precision Approach Radar - a ground-radar based instrument approach
       which provides both horizontal and vertical guidance
RMI     Radio Magnetic Indicator - an ADF-like display with a pair of
       pointers which might be attached to either VOR or ADF receivers
RNAV    aRea Navigation - a VOR/DME based system which allows one to fly to
       an arbitrary point, rather than to a point under which a VOR exists
Squawk  A 4-digit (actually 4-octal-digit -> 12-bit) number which is
       set into a transponder by the pilot to identify the aircraft
       to air traffic controllers
Transponder  an airborne transmitter which responds to a ground-based
       interrogation signal to provide air traffic controllers with more
       accurate and reliable position information than would be possible
       with "passive" radar; a transponder may also provide air traffic
       control with an aircraft's altitude
VOR     VHF Omnidirectional Range - a common type of electronic navigation aid;
       the acronym refers both to the ground station and the airborne
       receiver.

Organizations, etc.

99's    The Ninety-Nines, Inc., Will Rogers World Airport, P.O. Box 59965,
       Oklahoma City, OK 73159; 405/685-7969, fax 405/685-7985
       [the 99's is the International Organization of Women Pilots]
AOPA    Aircraft Owners and Pilots Association, 421 Aviation Way, Frederick,
       MD 21701; 1-800-USA-AOPA or 1-301-695-2000; FAX 1-301-695-2375
       or http://www.aopa.org/
ARTCC   Air Route Traffic Control Center - a "long-distance" ATC facility,
       known more briefly as "Center"
ASRS    Aviation Safety Reporting System (voluntary NASA safety program)
       [write to:  Aviation Safety Reporting System, NASA Ames Research
       Center, Moffett Field, CA  94035-0189, or call 1-415-969-3969; Sue
       McCarthy should be able to send you copies of form 277 and/or
       a free subscription to the monthly _Callback_ newsletter]
ATC     Air Traffic Control
CAA     Civil Aviation Authority (U.K.)
CAP     Civil Air Patrol
DOT     Department of Transportation (U.S); Department of Transport (Canada)
EAA     Experimental Aircraft Association, PO Box 3086, Oshkosh, WI 54903
       Phone 1-414-426-4800; FAX 1-414-426-4828; Membership 1-800-843-3612
       or http://www.eaa.org
FAA     Federal Aviation Administration (U.S.)
FAI     Federation Aeronautique International
FBO     Fixed-Base Operator - a firm on an airport which maintains, rents,
       sells, and/or fuels aircraft, and may also provide flight training
FSDO    Flight Standards District Office - an FAA field office
FSS     Flight Service Station - an FAA facility which provides weather
       information to pilots and allows them to file flight plans
GADO    General Aviation District Office - an FAA field office for G.A. only
LTAS    The Lighter-Than-Air Society, 1800 Triplett Blvd., Akron, OH 44306
NASA    National Aeronautics and Space Administration (U.S.)
NOAA    National Oceanic and Atmospheric Administration (U.S.)
NOS     National Ocean Service, part of NOAA [they print aviation charts]
NTSB    National Transportation Safety Board (U.S.)
NWS     National Weather Service (U.S.)
OSH     Oshkosh, WI (see next entry)
Oshkosh Wisconsin is the site of the annual EAA convention, the largest
       gathering of aircraft in the world -- typically, over 15,000
       aircraft are on site.  Oshkosh '96 is August 1 through August 7.
       Details: http://199.201.68.240/
SSA     Soaring Society of America, PO Box E, Hobbs, NM 88241
       http://acro.harvard.edu/SSA/ssa_homepg.html
TAP     Trade-A-Plane, PO Box 509, 410 West 4th St., Crossville, TN 38557
       1-615-484-5137
USHGA   United States Hang Gliding Association [POB 8300 Colo Springs CO 80933]

Airspace

Changes to the U.S. Airspace system were instituted on 9/16/93; the changes
are primarily nomenclature, as shown below.  Note that there are a few
rules changes in addition to name changes -- consult the latest AIM.

       Old name:                                       After 9/16/93:
       ---------                                       --------------
ARSA    Airport Radar Service Area                      Class C
ATA     Airport Traffic Area                            Class D
CZ      Control Zone                                    Class E
MOA     Military Operations Area
PCA     Positive Controlled Airspace (above 18,000')    Class A
TCA     Terminal Control Area                           Class B
TRSA    Terminal Radar Service Area                     -> Class C or D
       Uncontrolled Airspace                           Class G

Miscellaneous

A&P     Airframe and Powerplant - the basic FAA aircraft maintenance rating
AGL     Above Ground Level - distance above the ground you're over right now
AIM     Airman's Information Manual
Avgas   Aviation gasoline (two primary grades, 80 and 100 octane)
ATIS    Automatic Terminal Information Service - pre-recorded airport weather
BFR     Biennial Flight Review - an instructional review session required of
       all U.S. pilots once every two years
CAVU    Ceiling and visibility unrestricted (clear or scattered, vis > 10 miles)
DUATS   Direct User Access Terminal System (on-line weather briefings)
FAQ     Frequently Asked Questions (this posting)
FS      Flight Simulator, usually Microsoft's
IA      Inspection Authorization - added to an A&P, allows sign-off of annuals
IMC     Instrument Meteorological Conditions - flying in conditions below
       those required for VFR flight; colloquially, "in the clouds"
IMHO    in my humble opinion
LTA     Lighter Than Air
MEA     Minimum Enroute Altitude (IFR)
MOCA    Minimum Obstacle Clearance Altitude (IFR)
MP      Manifold Pressure (usually refers to the gauge which is the primary
       indication of power output in aircraft with controllable-pitch props)
MSL     Mean Sea Level - altitude above the ocean
Mogas   Motor (automotive) gasoline
NORDO   No-radio
NPRM    Notice of Proposed Rulemaking
O2      Oxygen (Aviator's Breathing Oxygen, of course!)
OAT     Outside Air Temperature
PIC     Pilot In Command
POH     Pilot's Operating Handbook (the manufacturer's guide to the airplane)
SIC     Second In Command
SMOH    Since Major Overhaul
STOH    Since Top Overhaul (cylinders, etc., but not crankshaft, etc.)
STC     Supplemental Type Certificate
SVFR    Special VFR - allows VFR flight in the vicinity of an airport in
       less than VFR conditions under restricted circumstances
TANSTAAFL  There Ain't No Such Thing As A Free Lunch [R. Heinlein]
TBO     Time Between (or Before) Overhaul
TSO     Technical Standard Order
VASI    Visual Approach Slope Indicator
VMC     Visual Meteorological Conditions - flying in conditions at least
       as good as the minimums required for VFR flight

Frequently-Noted Places
AGC     Pittsburgh (Allegheny Co.) PA
BED     Hanscom Field, Bedford MA
BMG     Bloomington, IN
BOS     Boston MA
BVY     Beverly MA
CGX     Chicago (Meigs) IL
CMH     Port Columbus OH
CMI     Champaign-Urbana IL
DCA     Washington (National) DC
DAY     Dayton OH
EFD     Ellington Field, Houston TX
HPN     White Plains NY
HWD     Hayward CA
IAD     Dulles International, Washington DC
IAH     Houston (Intercontinental) TX
IPT     Williamsport PA
LAX     Los Angeles CA
LGB     Long Beach CA
MVY     Martha's Vineyard MA
MYF     Montgomery Field, San Diego CA
OAK     Oakland CA
ORD     Orchard Field, a.k.a O'Hare, Chicago IL
PAO     Palo Alto CA
RHV     Reid-Hillview Intergalactic, San Jose CA
SFO     San Francisco CA
SJC     San Jose CA
SMO     Santa Monica CA
SNA     Santa Ana (Orange County) CA
STL     St. Louis (Lambert) MO
TEB     Teterboro NJ
VNY     Van Nuys CA

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

Subject: The rec.aviation guide to proper spelling

Right                                Wrong
-----                                -----
Beech[craft]                         Beach[craft]
Comanche                             Commanche
descend                              decend
definitely                           definately
gauge                                guage
hazard                               hazzard
Hobbs (an hour meter)                Hobb's, hobbs, Hobbes (as in Calvin and)
Monterey (California)                Monterrey (not CA, but Mexico)
propeller                            propellor
turbulence                           turbulance

And some words which are frequently confused:

advice (I'd like a bit of ...)       advise (please tell me)
descend (to lose altitude)           decent (proper; in good taste; moral)
flare (part of a good landing)       flair (with panache)
hangar (a place for airplanes)       hanger (a place for clothes)
it's (contraction for "it is")       its (possessive, belonging to it)
loose (not fully attached)           lose (to misplace or forget; to reduce)
roll (aerobatic maneuver)            role (part in a dramatic production)
yoke (aircraft control)              yolk (yellow part of an egg)
you're (you are)                     your (indicating possession)

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Subject: Copyright

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