Usenet 1994 January/usenetsourcesnewsgroupsinfomagicjanuary1994.iso/answers/aviation/faq

Text File | 1993-12-22 | 46KB | 939 lines

Newsgroups: rec.aviation.answers,news.answers,rec.answers
Path: senator-bedfellow.mit.edu!bloom-beacon.mit.edu!gatech!swrinde!sgiblab!news.kpc.com!kpc!peck.com!geoff
From: [e-mail] (Geoff Peck)
Subject: rec.aviation FAQ
Message-ID: <[e-mail]>
Followup-To: poster
Supersedes: <[e-mail]>
Reply-To: [e-mail]
Organization: Geoffrey G. Peck, Consultant, San Jose, CA
Date: Thu, 16 Dec 1993 08:30:06 GMT
Approved: [e-mail], [e-mail]
Expires: Thu, 6 Jan 1994 08:00:00 GMT
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Xref: senator-bedfellow.mit.edu rec.aviation.answers:203 news.answers:16098 rec.answers:3442

Original-from: [e-mail] (Geoff Peck)
Last-modified:  01 Dec 1993 by [e-mail] (Geoff Peck)
Archive-name: aviation/faq

This regular posting was last revised December 1, 1993.  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 ([e-mail]), 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.  [If you have trouble sending mail to
[e-mail], you may send to [e-mail]; it will be forwarded.]

The questions which are answered include:

Q1:   How is rec.aviation organized?
Q2:   I'd like to learn to fly.  How do I do it, how much does it cost, how
      long does it take?
Q3:   I'm flying from the U.S. to Canada or Mexico.  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?
Q4:   I want to buy a headset.  What should I buy?
Q5:   What about aircraft intercoms?
Q6:   Tell me about mail-order.
Q7:   I'm a private pilot.  How should I log time in instrument conditions?
Q8:   What about logging cross-country time?
Q9:   Tell me about DUATS on-line weather briefings.
Q10:  Tell me about BITNET access and the aviation-digest list.
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:  What about hang-gliding?  Ultralights?
Q14:  Where can I get a copy of public-domain flight planning software
      and other good stuff on the net?
Q15:  I'm considering buying an airplane.  How much will it cost?
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?

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 [e-mail]

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 13 distinct newsgroups which comprise rec.aviation:

    announce   events of interest to the aviation community  (moderated)
    answers    frequently asked questions about aviation  (moderated)
    homebuilt  selecting, designing, building, and restoring aircraft
    ifr        flying under Instrument Flight Rules
    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
    simulators flight simulation on all levels
    soaring    all aspects of sailplanes and hang-gliders
    stories    accounts of flight experiences (moderated)
    student    learning to fly

    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.

    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: Learning to fly

Q2: 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 [e-mail] (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 all else fails, send a self-addressed, stamped envelope to
    Geoff Peck at 3075 Marston Way, San Jose, CA 95148-3121]

    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

Q3: I'm flying to Canada.  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

Q4: 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.  These are in the $700-1000 range, and are
    available directly from Bose Corporation in Framingham MA, or from
    aviation supply houses (see below) which carry models by Telex and
    David Clark.  A new model from Peltor is due sometime in 1993.
    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 H10-60, H10-20, H10-80, and
    H10-40, 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 4DX, at about
    $100, to be satisfactory.  [Flightcom, Portland, Oregon:
    1-800-432-4342]  There are many, many more makers out there -- try
    'em on and see what feels comfortable to you.  [Other notable
    headsets:  Peltor 7004, discount ~$210 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, list $229, discount $159; Pilot PA11-90 (a Peltor
    "clone") list $299, discount $189; Telex Pro-Air 2000.]  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 single-engine use.

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

Subject: Intercoms

Q5: 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 intercom 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 IIsx, III, and IIId are
    available as the 403M (mono), 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

Q6: Tell me about mail-order.

A:  For pilot supplies such as intercoms, headsets, tires, etc.:
    Aircraft Supply, Pittsburgh, Pennsylvania [1-800-245-0690]
    Chief Aircraft, Grants Pass, Oregon [1-800-447-3408]
    Marv Golden, San Diego, California [1-800-348-0014,1-800-433-0055 in CA]
    San-Val, Los Angeles, California [1-800-423-3281, 1-800-624-9658 in CA]
    Sporty's, Batavia, Ohio [1-800-LIF-TOFF, FAX [phone]]
    The Airport Shoppe, San Jose, California [1-800-634-4744]
     Wickes Aircraft Supply, Highland, IL [1-800-221-9425]
    For aviation books:
    Airplane Things, Dallas, Texas [1-214-956-3510, FAX [phone]]
    Aviation Book Company, Santa Clarita CA [1-800-423-2708,
         FAX [phone], direct 1-805-294-0101, 7:30am-4:30pm Pacific]
    Sporty's, Batavia, Ohio [1-800-LIF-TOFF, FAX [phone]]
    Zenith Books, Osceola, WI 54020 [1-800-826-6600, FAX [phone],
        ask for aviation catalog]
    For aviation software, "techno-toys", etc.:
    Flight Computing Catalog [1-800-992-7737]
    All of these are reputable companies, with many satisfied net.customers.

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

Subject: Logging time in instrument conditions

Q7: 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

Q8:   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

Q9: 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 [e-mail] .
    A shell script which allows an entire briefing to be obtained using
    a single command to the shell is available by request from
    [e-mail]

    GTE's 800-number dial-in lines now support v.32 (9600 baud).  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, which 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.

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

Subject: BITNET access and aviation-digest list

Q10: Tell me about BITNET access and the aviation-digest list.

A:  If you live at a site which can't receive rec.aviation through normal
    (netnews) channels, you can have a digest mailed to you.  At this time,
    all 13 rec.aviation subgroups are consolidated into a single digest;
    it is not at this time possible to subscribe to a selected subset.
    To subscribe or unsubscribe, mail to "[e-mail]".
    As a BITNET address, I'm told that this is
    "aviation-request%mc.lcs.mit.edu@INTERBIT".
    Please, please DO NOT send mail to aviation-digest...

    *** ATTENTION!!!  As of 5/14/93, the aviation digest service TEMPORARILY
    *** OFF the air; [e-mail] (Christopher C. Stacy) will fix it soon.

    To post to rec.aviation via e-mail, you can send the posting by mail to
    "[e-mail]".  To post to subgroups other than
    .misc, replace "misc" in this address with the name of the subgroup you
    wish.  Note that this is an _automated_ posting service, so be sure that
    your subject line contains the subject of the message, not "please post"!

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

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 [e-mail]
    or [e-mail].

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

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 British
    glider license which is issued by the British Soaring Association,
    will _not_ be honored by the FAA.  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: hang-gliding

Q13: What about hang-gliding?  Ultralights?

A:   Galen Hekhuis ([e-mail]) maintains a hang-gliding mailing
     list.  To post to the list, send mail to [e-mail];
     to get on the list, write to [e-mail].

     An ultralight mailing list is maintained by David Hempy; to find
     out more send mail to [e-mail].  The
     subject line should be "subscribe", "unsubscribe", "info", or "faq".

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

Subject: public-domain flight-planning software

Q14:  Where can I get a copy of public-domain flight planning software
      and other good stuff on the net?

A:   The public-domain flight-planning software and data is available on
     eecs.nwu.edu in pub/aviation and on lifshitz.ph.utexas.edu also in
     pub/aviation; data only from seas.smu.edu in the flight directory.

     rascal.ics.utexas.edu has a bunch of aviation related stuff in
     ~ftp/misc/av, including NTSB accident abstracts in in
     ~ftp/misc/av/safety-folder/aviation-abstracts.txt.

     Many folks ask about current FARs, the AIM, and published NOTAMS.  They
     are not available on the net.  Sorry.  Go buy a book.  Machine-readable
     FARs are available commercially on IBM-PC format diskettes (either 3.5"
     or 5.25") from FlytNET at 1-214-434-1127, or send $19.95 to FlytNET,
     P.O. Box 610128, DFW International Airport, TX  75261.  Regular updates
     are available.  Let's support these folks by _not_ copying disks or
     "making the material available", please.

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

Subject: airplane ownership costs

Q15:  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.

     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: 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.

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

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:   Contact:  Bill Blackwood, secretary, International Wheelchair Aviators,
     11117 Rising Hill Way, Escondido, CA 92025.  You need not be disabled
     or a pilot to join; membership is $15/year.  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.

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

Subject: FAA written exams

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

A:   The least expensive alternative, typically $20-30, is to find a local
     FBO or community college who is an FAA Designated Written Test Examiner.
     Call your nearest FAA FSDO for pointers.  (You might luck out and get
     the FSDO to give you an exam for free, but this is highly unlikely.)
     The drawback with these methods is that it will take 3-5 weeks for you
     to get your results, as the tests are scored by the FAA in Oklahoma City.

     Several commercial vendors now offer computerized testing with results
     available immediately after you finish the test.  Costs range from $50
     to $85 for a test.  To find out where your nearest testing center is,
     and to schedule a test, contact Drake Testing Services at 1-800-FLY-FAST
     or The Roach Organization (Plato Professional Testing) at 1-800-869-1100.
     There are other vendors; if you let the FAQ author know, they too can
     be listed here.  As of 10/93, Drake offers a $10 discount to AOPA members.

     In any case, you will need a written authorization to 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.]

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

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

A:   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 [phone].  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: The rec.aviation glossary

Pilots, Ratings, and other basic stuff

ATP    Airline Transport Pilot (the "highest" grade of pilot certificate)
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
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 [phone]
        [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 1-308-695-2000; FAX [phone]
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, 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 [phone]; FAX [phone]; Membership 1-800-322-2412
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
IWA    International Wheelchair Aviators (see Q17 above) 1-619-746-0518
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 '92 was July 31 through August 6.
SSA    Soaring Society of America, PO Box E, Hobbs, NM 88241
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 will occur 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.

    Current 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

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
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)

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

Subject: Copyright

Copyright (C) 1990-1993, Geoffrey G. Peck, all rights reserved.
You may redistribute this information freely as long as it is distributed in
its entirety, with this copyright notice included.  You may also not charge,
either directly or indirectly, for this information, nor may you include this
information in a compendium for which a charge of any sort is made.