From: geoff@peck.com (Geoff Peck)
Subject: Frequently Asked Questions about Aviation (regular posting)
Followup-To: poster
Reply-To: geoff@peck.com
Organization: Geoffrey G. Peck, Consultant, San Jose, CA
Date: Fri, 14 Aug 1992 08:00:10 GMT
Expires: Fri, 4 Sep 1992 07:00:00 GMT

Original-from: geoff@peck.com (Geoff Peck)
Last-modified: 13 Aug 1992 by geoff@peck.com (Geoff Peck)
Archive-name: aviation-faq

This regular posting was last revised August 13, 1992.  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 (geoff@peck.com), 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
every two weeks.  [If you have trouble sending mail to geoff@peck.com, you
may send to geoff@apple.com; it will be forwarded.]

The questions which are answered include:

Q1:   I'd like to learn to fly.  How do I do it, how much does it cost, how
      long does it take?
Q2:   I want to buy a headset.  What should I buy?
Q3:   OK, what about a portable intercom?
Q4:   Tell me about mail-order.
Q5:   I'm a private pilot.  How should I log time in instrument conditions?
Q6:   Tell me about DUATS on-line weather briefings.
Q7:   Tell me about BITNET access and the aviation-digest list.
Q8:   How do I start a brand-new thread of articles?
Q9:   I'm a non-U.S. licensed private pilot.  Can I fly in the U.S.?
Q10:  What about hang-gliding?
Q11:  Where can I get a copy of public-domain flight planning software
      and other good stuff on the net?
Q12:  I'm considering buying an airplane.  How much will it cost?
Q13:  Can I use my cellular telephone in an airplane?
Q14:  Can I use a radio, either a broadcast or aviation receiver, in an
      aircraft?
Q15:  I have a physical disability and would like to learn to fly.  How?
Q16:  What are the alternatives for taking an FAA written examination?
Q17:  Are slips with flaps prohibited in certain Cessnas?

You can search for the question you're interested in in "rn" or "trn"
using "g^Q11" (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 geoff@peck.com

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

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

Questions and answers

Subject: Learning to fly

Q1: 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 geoff@peck.com (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: Headsets

Q2: 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.
    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]
    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

Q3: OK, what about a portable intercom?

A:  Again, there are many different intercom makers out there.  By far
    the most popular from the net's perspective are the Flightcom IIgx (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).

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

Subject: Mail-Order

Q4: Tell me about mail-order.

A:  For pilot supplies such as intercoms, headsets, tires, etc.:
	Airplane Things, Dallas, Texas [1-800-283-2855, FAX 1-214-956-3518]
	Aircraft Supply, Pittsburgh, Pennsylvania [1-800-245-0690]
	Central Aircraft Supply, Vancouver, Washington [1-800-426-6612]
	Chief Aircraft, Grants Pass, Oregon [1-800-447-3408]
	Haski Aviation, New Castle, Pennsylvania [1-800-247-2897]
	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 1-513-732-6560]
	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 [1-800-283-2855, 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, Ohio [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]
    For aviation software, "techno-toys", etc.:
	Flight Computing Catalog,San Jose,CA [1-800-282-6675,FAX 1-408-947-8595]
    All of these are reputable companies, with many satisfied net.customers.

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

Subject: Logging time in instrument conditions

Q5: 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: DUATS on-line weather briefings

Q6: 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
	Contel                            1-800-345-3828  1-800-767-9989

    Contel DUATS may be accessed via the Internet; simply telnet to
    duat.contel.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.contel.com (note the "s" in duats), address 131.131.7.106.  You
|   can use e-mail to contact Contel for help at system@gnd1.wtp.contel.com .
    A shell script which allows an entire briefing to be obtained using a
    single command to the shell is available by request from geoff@peck.com

    Contel's 800-number dial-in lines now support v.32 (9600 baud).  Contel
    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
    (300/1200/2400 baud, with MNP level 5 available) 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

Q7: 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 the present
    time, digest subscribers appear to be unable to post to rec.aviation.
    To subscribe or unsubscribe, mail to "aviation-request@mc.lcs.mit.edu".
|   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...

|   At this time, posting to rec.aviation via e-mail is not available
|   through the MIT gateway.  Watch this space for possible future changes.

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

Subject: Starting a new article thread

Q8: 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.

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

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

Q9: 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).
    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

Q10: What about hang-gliding?

A:   Galen Hekhuis (gjh@virginia.edu) maintains a hang-gliding mailing
     list.  To post to the list, send mail to hang-gliding@virginia.edu;
     to get on the list, write to hang-gliding-request@virginia.edu.

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

Subject: public-domain flight-planning software

Q11:  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 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

Q12:  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

Q13:  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

Q14:  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.

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

Q15: 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.

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

Q16: 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.

     Two 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.

     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.

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

Q17: 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.]

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

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.

AOPA	Aircraft Owners and Pilots Association, 421 Aviation Way, Frederick,
	MD 21701; 1-800-USA-AOPA or 1-308-695-2000; FAX 1-301-695-2375
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 1-414-426-4800; FAX 1-414-426-4828; 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 Q15 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 will be 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

ARSA	Airport Radar Service Area
ATA	Airport Traffic Area
CZ	Control Zone
MOA	Military Operations Area
PCA	Positive Controlled Airspace (above 18,000')
TCA	Terminal Control Area
TRSA	Terminal Radar Service Area

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
OAK	Oakland CA
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
definitely				definately
flare (part of a good landing)		flair (with panache)
gauge					guage
hangar					hanger
| it's (contraction for "it is")	its (possessive, belonging to it)
lose (to misplace or forget)		loose
loose (not fully attached)		lose
propeller				propellor
turbulence				turbulance
yoke (aircraft control)			yolk (yellow part of an egg)
| you're (you are)			your (indicating possession)

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

Subject: Copyright

Copyright (C) 1990, 1991, 1992 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.