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I don't know if this is the case in the Airbus A320, but in smaller aircraft (including GA airplanes) there often is a power port that looks like the cigarette lighter port in many cars. They easily fit USB car chargers such as this one. (For years I used an earlier generation of this very adapter in a Cessna 172 to power my iPad.)

The problem is, unlike in a car where the power port is always around 12-14 volts, the voltage in aircraft has (to the best of my knowledge) never been standardized. I've heard of airplanes which pump out up to 28 volts (instead of 12-14 volts), which is why if you are not certain of the airplane you're flying in, you need a specialized adapter such as this one.

Since so many aircraft have power ports at 12 volts, many pilots I know simply buy a car power adapter. But if you plug it into a 24 volt power port (and the ports are often unmarked: the only way to tell is to crack open the airplane's POH), you're going to have a bad time.

Why wasn't there a 5 minute reserve attached to the pilot's flight suit? Even General Aviation pilots can get such a reserve for $12.50.

1) An iridium phone. They're not too expensive compared to other aircraft avionics. They work almost anywhere in the world. And you can get prepaid versions if you don't want a huge monthly fee.

2) An ELT. http://www.sportys.com/acb/showdetl.cfm?DID=19&Product_ID=7279

This satellite PLB is the smallest, most functional emergency transmitter available. In an emergency, it could quite simply save your life. It transmits on 406 MHz via the COSPAS-SARSAT satellite system with a registered unique, digitally encoded distress signal and 121.5 MHz homing frequency. Plus, onboard GPS acquires LAT/LON when the unit is activated, meaning search and rescue crews will know your location within 100 meters. It is unaffected by terrain, obstructions or weather, and works anywhere in the world. It is also buoyant and totally waterproof. Weighs just 12 oz. and measures 1 3/4"d x 5 3/4"h x 3"w. Powered by two lithium-ion batteries.

Yes, these two items are expensive. But no more then an annual on your plane or the radio equipment onboard. Blame rests solely on the pilot for the safety of himself and those who he/she carries.

This is an old thread, hopefully you'll check your post history.

First off, let me start by saying I'm an avid aviation fan. I love flying, and am a private pilot with current medical. I fly (generally) a few times per month, in a rented Cessna 172.

You assume the aircraft has electrical power. I've got a 1962 Stitts that does not have an electrical system. You start it the old fashion way - spin the prop. Cost me ~6.5, with a couple thousand more in maintenance to fly a 100 hp, two seat, tail dragger that has its aerobatics rating.

Thanks for making my point. We have an ANCIENT fleet of airplanes, with an average age about as old as myself. (I'm 35) In 50 years there have been no great changes in aviation - somebody who flew a brand new 2007 Cessna would find that the original straightback from 1956 was largely unchanged, with some changes in the layout of the instruments. While there are cosmetic differences, there's virtually no significant change in the general operational characteristics, fuel economy, crash-survivability, or pilot visibility. They go about as fast, as far, with the same amount of gas, with the same performance and safety envelopes, as they ever did.

Compare that to my recent monologue, in particular comparing my Dad's late 1970's VW Rabbit against my late 1990's Saturn SL2. In many ways they are comparable cars for their day - midrange, 5 seat cars with good efficiency. If anything, the Saturn has LESS bend on efficiency than the original Rabbit. Yet on just about every metric, the Saturn bests the VW handily, sometimes shockingly, including fuel economy! Compare 20 years of advances in automotive technology to the ones you see in General Aviation in 50 years. It's a stark difference, especially if you look at price point.

Next time I resurface the wings, I'll probably run wiring for lights. I just cannot afford (weight) an alternator. The extras are nice - but the moment you buy anything 'aviation' grade, you tend to shell out 2-3 times what one would think you might pay.

Airplanes today are largely hand made. Even the certified ones from Cessna and Cirrus. You can't get the combination of consistency, quality, durability, and cost out of *anything* hand made that you can get out of some reasonable quality mass-production.

I'd reply back - why are bicyclist allowed to bike on a street without a drivers license? Why aren't all cars all wheel drive?

Probably because bikes don't weigh 2,500 pounds and travel at 130 MPH?

Just like a radio, in some conditions you don't need it. Flying is not so different from boating. Most areas follow some simple rules.

Cars don't always need headlights. But they all have them. They don't always need window defrosters, either. However, items that significantly improve safety are pretty much required. EG: brake lights, seat belts, crumple zones, etc. Even your boats require life vests for everybody. (In California, anyway) Ever wonder where the crumple zone is in your Stitts?

Personally, I have a Sporty's SP 200 that I ALWAYS carry on flights. I took it "just in case" on my first solo X-Country, and the radio died in my plane. Completely. Wow, did I appreciate having failover NAV/COM in my hand! I've never again flown without it and fresh batteries!

Compared to dash radios, it's small, light, and portable. It doesn't even require an electrical system in your Stitts. I'd strongly recommend it. Flying with a radio is night and day for situational awareness, particularly in even lightly packed airspace. Yet compared to the Razr cellphone in my pocket, it's large, bulky, and old-fashioned looking. The screen is a dim LCD, it uses 8 AA batteries to get just a dozen or so hours of battery life, and that's among the better battery life among full-strength handhelds.

Of course, the Int

...well, a circular slide rule, that is...

The information isn't cheap to come by because it is updated so often and used by so few, but a lot of smaller airports are public knowledge. Private pilots know where to get it.

Isn't cheap to come by? Nonsense. Sectional charts are about $8 each, and airport facility directories are about $4 each. Just visit your friendly neighborhood airport and ask where they sell charts. Or if you're too lazy to get up out of your chair, go visit the pilot shop at Sporty's. The information is easy to find for free on-line as well.

The expensive part is keeping the information up to date, because it does change regularly. Charts expire every 6 months and AF/Ds every 56 days. But if you're not a pilot you won't care about that.

Prediction: the first consumer device to use this technology will be a headband unit that will knock out your hearing so you can actually get some sleep on an airplane.

It will be sold in Sporty's for $699 and Slashdotters will complain that earplugs work almost as well.

The next generation will actually knock you unconcious, leaving nothing to chance.