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Original-from: geoff@peck.com (Geoff Peck)
Last-modified: 29 June 1999 by geoff@peck.com (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 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: 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 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 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 system@gnd1.wtp.gtefsd.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
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 rec-aviation-announce@uunet.uu.net
or rec-aviation-stories@uunet.uu.net.
------------------------------
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?
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