File - welcome.html

Table of Content Introduction to Flight Training Purpose of Flight Training Role of the FAA Role of the Pilot Examiner Role of the Flight Instructor Sources of Flight Training Practical Test Standards Flight Safety Practices Collision Avoidance Runway Incursion Avoidance Stall Awareness Use of Checklists Positive Transfer of Controls Ground Operations Visual Inspection Inside the Cockpit Outer Wing Surfaces and Tail Section Fuel and Oil Landing Gear, Tires, and Brakes Engine and Propeller Cockpit Management Ground Operations Engine Starting Hand Propping Taxiing Before Takeoff Check After Landing Clear of Runway Parking Engine Shutdown Post-flight Securing and Servicing Basic Flight Maneuvers The Four Fundamentals Effects and Use of the Controls Feel of the Airplane Attitude Flying Integrated Flight Instruction Straight and Level Flight Trim Control Level Turns Climbs and Climbing Turns Normal Climb Best Rate of Climb Best Angle of Climb Descents and Descending Turns Partial Power Descent Descent at Minimum Safe Airspeed Glides Pitch and Power Slow Flight, Stalls, and Spins Introduction Slow Flight Flight at Less than Cruise Airspeeds Flight at Minimum Controllable Airspeed Stalls Recognition of Stalls Fundamentals of Stall Recovery Use of Ailerons/Rudder in Stall Recovery Stall Characteristics Approaches to Stalls (Imminent Stalls) - Power On or Power Off Full Stalls Power Off Full Stalls Power On Secondary Stall Accelerated Stalls Cross Control Stall Elevator Trim Stall Spins Spin Procedures Entry Phase Incipient Phase Developed Phase Recovery Phase Intentional Spins Weight and Balance Requirements Takeoff and Departure Climbs General Terms and Definitions Prior to Takeoff Normal Takeoff Takeoff Roll Lift-Off Initial Climb Crosswind Takeoff Takeoff Roll Lift-Off Initial Climb Ground Effect on Takeoff Short-Field Takeoff and Maximum Performance Climb Takeoff Roll Lift-Off Initial Climb Soft/Rough-Field Takeoff and Climb Takeoff Roll Lift-Off Initial Climb Rejected Takeoff/Engine Failure Noise Abatement Ground Reference Maneuvers Purpose and Scope Maneuvering By Reference to Ground Objects Drift and Ground Track Control Rectangular Course S-Turns Across a Road Turns Around a Point Elementary Eights Eights along a Road Eights Across a Road Eights Around Pylons Eights-On-Pylons (Pylon Eights) Airport Traffic Patterns Airport Traffic Patterns and Operations Standard Airport Traffic Patterns Approaches and Landings Normal Approach and Landing Base Leg Final Approach Use of Flaps Estimating Height and Movement Round-out (Flare) Touchdown After-Landing Roll Stabilized Approach Concept Intentional Slips Go-Around (Rejected Landings) Power Attitude Configuration Ground Effect Crosswind Approach and Landing Crosswind Final Approach Crosswind Round-out (Flare) Crosswind Touchdown Crosswind After-Landing Roll Maximum Safe Crosswind Velocities Turbulent Air Approach and Landing Short-Field Approach and Landing Soft-Field Approach and Landing Power-Off Accuracy Approaches 90° Power-Off Approach 180° Power-Off Approach 360° Power-Off Approach Emergency Approaches and Landings (Simulated) Faulty Approaches and Landings Low Final Approach High Final Approach Slow Final Approach Use of Power High Round-out Late or Rapid Round-out Floating During Round-out Ballooning During Round-out Bouncing During Touchdown Porpoising Wheel-barrowing Hard Landing Touchdown in a Drift or Crab Ground Loop Wing Rising After Touchdown Hydroplaning Dynamic Hydroplaning Reverted Rubber Hydroplaning Viscous Hydroplaning Performance Maneuvers Performance Maneuvers Steep Turns Steep Spiral Chandelle Lazy Eight Night Operations Night Vision Night Illusions Pilot Equipment Airplane Equipment and Lighting Airport and Navigation Lighting Aids Preparation and Preflight Starting, Taxiing, and Run-up Takeoff and Climb Orientation and Navigation Approaches and Landings Night Emergencies Transition to Complex Airplanes High Performance and Complex Airplanes Wing Flaps Function of Flaps Flap Effectiveness Operational Procedures Controllable-Pitch Propeller Constant-Speed Propeller Takeoff, Climb, and Cruise Blade Angle Control Governing Range Constant-Speed Propeller Operation Turbo-charging Ground Boosting vs Altitude Turbocharging Operating Characteristics Heat Management Turbocharger Failure Over-boost Condition Low Manifold Pressure Retractable Landing Gear Landing Gear Systems Controls and Position Indicators Landing Gear Safety Devices Emergency Gear Extension Systems Operational Procedures Preflight Takeoff and Climb Approach and Landing Transition Training Transition to Multiengine Airplanes Multiengine Flight General Terms and Definitions Operation of Systems Propellers Propeller Synchronization Fuel Cross-feed Combustion Heater Flight Director / Autopilot Yaw Damper Alternator / Generator Nose Baggage Compartment Anti-Icing / Deicing Performance and Limitations Weight and Balance Ground Operation Normal and Crosswind Normal and Crosswind Takeoff and Climb Level Off and Cruise Normal Approach and Landing Crosswind Approach and Landing Short-Field Takeoff and Climb Short-Field Approach and Landing Go-Around Rejected Takeoff Engine Failure After Lift-Off Engine Failure During Flight Engine Inoperative Approach and Landing Engine Inoperative Flight Principles Slow Flight Stalls Power-Off Stalls (Approach and Landing) Power-On Stalls (Takeoff and Departure) Spin Awareness Engine Inoperative - Loss of Directional Control Demonstration Multiengine Training Considerations Transition to Tail-wheel Airplanes Tail-wheel Airplanes Landing Gear Taxiing Normal Takeoff Roll Takeoff Crosswind Takeoff Short-Field Takeoff Soft-Field Takeoff Touchdown After-Landing Roll Crosswind Landing Crosswind After-Landing Roll Wheel Landing Short-Field Landing Soft-Field Landing Ground Loop Transition to Turbo-propeller Powered Airplanes General Gas Turbine Engine Turboprop Engines Turboprop Engine Types Fixed Shaft Split-Shaft / Free Turbine Engine Reverse Thrust and Beta Range Operations Turboprop Airplane Electrical Systems Operational Considerations Training Considerations Transition to Jet Powered Airplanes General Jet Engine Basics Operating the Jet Engine Jet Engine Ignition Continuous Ignition Fuel Heaters Setting Power Thrust to Thrust Lever Relationship Variation of Thrust with RPM Slow Acceleration of the Jet Engine Jet Engine Efficiency Absence of Propeller Effect Absence of Propeller Slipstream Absence of Propeller Drag Speed Margins Recovery from Over-speed Conditions Mach Buffet Boundaries Low Speed Flight Stalls Drag Devices Thrust Reversers Pilot Sensations in Jet Flying Jet Airplane Takeoff and Climb V-Speeds Pre-Takeoff Procedures Takeoff Roll Rotation and Lift-Off Initial Climb Jet Airplane Approach and Landing Landing Requirements Landing Speeds Significant Differences The Stabilized Approach Approach Speed Glide-path Control The Flare Touchdown and Rollout Emergency Procedures Emergency Situations Emergency Landings Types of Emergency Landings Psychological Hazards Basic Safety Concepts General Attitude and Sink Rate Control Terrain Selection Airplane Configuration Approach Terrain Types Confined Areas Trees (Forest) Water (Ditching) and Snow Engine Failure After Takeoff (Single-Engine) Emergency Descents In-Flight Fire Engine Fire Electrical Fires Cabin Fire Flight Control Malfunction / Failure Total Flap Failure Asymmetric (Split) Flap Loss of Elevator Control Landing Gear Malfunction Systems Malfunctions Electrical System Pitot-Static System Abnormal Engine Instrument Indications Door Opening In Flight Inadvertent VFR Flight Into IMC General Recognition Maintaining Airplane Control Attitude Control Turns Climbs Descents Combined Maneuvers Transition to Visual Flight

Use left panel to navigate Airplane Flying Handbook

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IFAIMA

International Federation of Aeronautical Information Management
Associations - IFAIMA

Hello Everybody,

We apologise for disturbing you.

As you probably already heard about, during the course of the Global
AIM Congress, Singapore, June 2008, a group of participants met to
come to an agreement and signed the Convention for the creation of
the International Federation of Aeronautical Information Management
Associations - IFAIMA.
The main objectives of the Federation are:

- To operate as a non-political Federation of AIM and COM
Associations;
- To promote safety, efficiency and regularity in International Air
Navigation;
- To assist and advise in the development of AIM and COM;

To follow these objectives, the Federation intends, amongst others,
to:

- Closely co-operate with national and international Aviation
Authorities and other Institutions or persons concerned with Air
Navigation;
- Sponsor and support the passage of legislation and regulations
which will increase and protect the safety of air navigation;

Presently, IFAIMA is managed by an Implementation Commission, which
has already officially registered the Federation before authorities.
The Implementation Commission, also has the task to implement all
efforts to bring IFAIMA to the knowledge of the Aeronautical
Community, especially the AIM and COM Community.

That is the main reason why we come to you and ask, if possible, to
help us get the most successful results on the completion of such
difficult task. We dare to ask you to publish some information about
IFAIMA on your website, newsletters, articles, etc.

All the information is available on our blog (http://ifaima-
federation.blogspot.com/ ), forum ( http://forum.ifaima.org/ ) and
website ( under construction http://ifaima.org/ ).

We already started receiving Applications for Membership and
registrations (by e-mail) to be present on our first General
Assembly, South Africa, June 2009 (Parallel to the Global AIM
Congress). We want to grow bigger until South Africa, where, we will
elect our first Executive Board and start "Auto-Pilot" co-operating
with you and other Aeronautical Organizations.

You also, may be a member of our Federation, depending on the
circumstances, you may be an Associate Association, a Corporate
Member or even an Individual Associate. We'll be glad to have you
with us.

We express our deepest thanks

The Implementation Commission of IFAIMA

P.S. If you wish not to receive IFAIMA news, just reply with Remove
on the subject field.

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

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File - welcome.html

Table of Content Introduction to Flight Training Purpose of Flight Training Role of the FAA Role of the Pilot Examiner Role of the Flight Instructor Sources of Flight Training Practical Test Standards Flight Safety Practices Collision Avoidance Runway Incursion Avoidance Stall Awareness Use of Checklists Positive Transfer of Controls Ground Operations Visual Inspection Inside the Cockpit Outer Wing Surfaces and Tail Section Fuel and Oil Landing Gear, Tires, and Brakes Engine and Propeller Cockpit Management Ground Operations Engine Starting Hand Propping Taxiing Before Takeoff Check After Landing Clear of Runway Parking Engine Shutdown Post-flight Securing and Servicing Basic Flight Maneuvers The Four Fundamentals Effects and Use of the Controls Feel of the Airplane Attitude Flying Integrated Flight Instruction Straight and Level Flight Trim Control Level Turns Climbs and Climbing Turns Normal Climb Best Rate of Climb Best Angle of Climb Descents and Descending Turns Partial Power Descent Descent at Minimum Safe Airspeed Glides Pitch and Power Slow Flight, Stalls, and Spins Introduction Slow Flight Flight at Less than Cruise Airspeeds Flight at Minimum Controllable Airspeed Stalls Recognition of Stalls Fundamentals of Stall Recovery Use of Ailerons/Rudder in Stall Recovery Stall Characteristics Approaches to Stalls (Imminent Stalls) - Power On or Power Off Full Stalls Power Off Full Stalls Power On Secondary Stall Accelerated Stalls Cross Control Stall Elevator Trim Stall Spins Spin Procedures Entry Phase Incipient Phase Developed Phase Recovery Phase Intentional Spins Weight and Balance Requirements Takeoff and Departure Climbs General Terms and Definitions Prior to Takeoff Normal Takeoff Takeoff Roll Lift-Off Initial Climb Crosswind Takeoff Takeoff Roll Lift-Off Initial Climb Ground Effect on Takeoff Short-Field Takeoff and Maximum Performance Climb Takeoff Roll Lift-Off Initial Climb Soft/Rough-Field Takeoff and Climb Takeoff Roll Lift-Off Initial Climb Rejected Takeoff/Engine Failure Noise Abatement Ground Reference Maneuvers Purpose and Scope Maneuvering By Reference to Ground Objects Drift and Ground Track Control Rectangular Course S-Turns Across a Road Turns Around a Point Elementary Eights Eights along a Road Eights Across a Road Eights Around Pylons Eights-On-Pylons (Pylon Eights) Airport Traffic Patterns Airport Traffic Patterns and Operations Standard Airport Traffic Patterns Approaches and Landings Normal Approach and Landing Base Leg Final Approach Use of Flaps Estimating Height and Movement Round-out (Flare) Touchdown After-Landing Roll Stabilized Approach Concept Intentional Slips Go-Around (Rejected Landings) Power Attitude Configuration Ground Effect Crosswind Approach and Landing Crosswind Final Approach Crosswind Round-out (Flare) Crosswind Touchdown Crosswind After-Landing Roll Maximum Safe Crosswind Velocities Turbulent Air Approach and Landing Short-Field Approach and Landing Soft-Field Approach and Landing Power-Off Accuracy Approaches 90° Power-Off Approach 180° Power-Off Approach 360° Power-Off Approach Emergency Approaches and Landings (Simulated) Faulty Approaches and Landings Low Final Approach High Final Approach Slow Final Approach Use of Power High Round-out Late or Rapid Round-out Floating During Round-out Ballooning During Round-out Bouncing During Touchdown Porpoising Wheel-barrowing Hard Landing Touchdown in a Drift or Crab Ground Loop Wing Rising After Touchdown Hydroplaning Dynamic Hydroplaning Reverted Rubber Hydroplaning Viscous Hydroplaning Performance Maneuvers Performance Maneuvers Steep Turns Steep Spiral Chandelle Lazy Eight Night Operations Night Vision Night Illusions Pilot Equipment Airplane Equipment and Lighting Airport and Navigation Lighting Aids Preparation and Preflight Starting, Taxiing, and Run-up Takeoff and Climb Orientation and Navigation Approaches and Landings Night Emergencies Transition to Complex Airplanes High Performance and Complex Airplanes Wing Flaps Function of Flaps Flap Effectiveness Operational Procedures Controllable-Pitch Propeller Constant-Speed Propeller Takeoff, Climb, and Cruise Blade Angle Control Governing Range Constant-Speed Propeller Operation Turbo-charging Ground Boosting vs Altitude Turbocharging Operating Characteristics Heat Management Turbocharger Failure Over-boost Condition Low Manifold Pressure Retractable Landing Gear Landing Gear Systems Controls and Position Indicators Landing Gear Safety Devices Emergency Gear Extension Systems Operational Procedures Preflight Takeoff and Climb Approach and Landing Transition Training Transition to Multiengine Airplanes Multiengine Flight General Terms and Definitions Operation of Systems Propellers Propeller Synchronization Fuel Cross-feed Combustion Heater Flight Director / Autopilot Yaw Damper Alternator / Generator Nose Baggage Compartment Anti-Icing / Deicing Performance and Limitations Weight and Balance Ground Operation Normal and Crosswind Normal and Crosswind Takeoff and Climb Level Off and Cruise Normal Approach and Landing Crosswind Approach and Landing Short-Field Takeoff and Climb Short-Field Approach and Landing Go-Around Rejected Takeoff Engine Failure After Lift-Off Engine Failure During Flight Engine Inoperative Approach and Landing Engine Inoperative Flight Principles Slow Flight Stalls Power-Off Stalls (Approach and Landing) Power-On Stalls (Takeoff and Departure) Spin Awareness Engine Inoperative - Loss of Directional Control Demonstration Multiengine Training Considerations Transition to Tail-wheel Airplanes Tail-wheel Airplanes Landing Gear Taxiing Normal Takeoff Roll Takeoff Crosswind Takeoff Short-Field Takeoff Soft-Field Takeoff Touchdown After-Landing Roll Crosswind Landing Crosswind After-Landing Roll Wheel Landing Short-Field Landing Soft-Field Landing Ground Loop Transition to Turbo-propeller Powered Airplanes General Gas Turbine Engine Turboprop Engines Turboprop Engine Types Fixed Shaft Split-Shaft / Free Turbine Engine Reverse Thrust and Beta Range Operations Turboprop Airplane Electrical Systems Operational Considerations Training Considerations Transition to Jet Powered Airplanes General Jet Engine Basics Operating the Jet Engine Jet Engine Ignition Continuous Ignition Fuel Heaters Setting Power Thrust to Thrust Lever Relationship Variation of Thrust with RPM Slow Acceleration of the Jet Engine Jet Engine Efficiency Absence of Propeller Effect Absence of Propeller Slipstream Absence of Propeller Drag Speed Margins Recovery from Over-speed Conditions Mach Buffet Boundaries Low Speed Flight Stalls Drag Devices Thrust Reversers Pilot Sensations in Jet Flying Jet Airplane Takeoff and Climb V-Speeds Pre-Takeoff Procedures Takeoff Roll Rotation and Lift-Off Initial Climb Jet Airplane Approach and Landing Landing Requirements Landing Speeds Significant Differences The Stabilized Approach Approach Speed Glide-path Control The Flare Touchdown and Rollout Emergency Procedures Emergency Situations Emergency Landings Types of Emergency Landings Psychological Hazards Basic Safety Concepts General Attitude and Sink Rate Control Terrain Selection Airplane Configuration Approach Terrain Types Confined Areas Trees (Forest) Water (Ditching) and Snow Engine Failure After Takeoff (Single-Engine) Emergency Descents In-Flight Fire Engine Fire Electrical Fires Cabin Fire Flight Control Malfunction / Failure Total Flap Failure Asymmetric (Split) Flap Loss of Elevator Control Landing Gear Malfunction Systems Malfunctions Electrical System Pitot-Static System Abnormal Engine Instrument Indications Door Opening In Flight Inadvertent VFR Flight Into IMC General Recognition Maintaining Airplane Control Attitude Control Turns Climbs Descents Combined Maneuvers Transition to Visual Flight

Use left panel to navigate Airplane Flying Handbook

__._,_.___

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[Airplane Flying Handbook] Takeoff Roll

Taking off from a short field requires the takeoff to be started from the very beginning of the takeoff area. At this point, the airplane is aligned with the intended takeoff path. If the airplane manufacturer recommends the use of flaps, they should be extended the proper amount before starting the takeoff roll. This permits the pilot to give full attention to the proper technique and the airplane's performance throughout the takeoff.

Some authorities prefer to hold the brakes until the maximum obtainable engine r.p.m. is achieved before allowing the airplane to begin its takeoff run. However, it has not been established that this procedure will result in a shorter takeoff run in all light single-engine airplanes. Takeoff power should be applied smoothly and continuously—without hesitation—to accelerate the airplane as rapidly as possible. The airplane should be allowed to roll with its full weight on the main wheels and accelerated to the lift-off speed. As the takeoff roll progresses, the airplane's pitch attitude and angle of attack should be adjusted to that which results in the minimum amount of drag and the quickest acceleration. In nosewheel-type airplanes, this will involve little use of the elevator control, since the airplane is already in a low drag attitude.

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Posted By w3n-a to Airplane Flying Handbook at 12/18/2008 07:36:00 PM __._,_.___

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[Airplane Flying Handbook] Short-Field Takeoff and Maximum Performance Climb

Takeoffs and climbs from fields where the takeoff area is short or the available takeoff area is restricted by obstructions require that the pilot operate the airplane at the limit of its takeoff performance capabilities. To depart from such an area safely, the pilot must exercise positive and precise control of airplane attitude and airspeed so that takeoff and climb performance results in the shortest ground roll and the steepest angle of climb.

The achieved result should be consistent with the performance section of the FAA-approved Airplane Flight Manual and/or Pilot's Operating Handbook (AFM/POH). In all cases, the power setting, flap setting, airspeed, and procedures prescribed by the airplane's manufacturer should be followed.

In order to accomplish a maximum performance takeoff safely, the pilot must have adequate knowledge in the use and effectiveness of the best angle-of-climb speed (VX) and the best rate-of-climb speed (VY) for the specific make and model of airplane being flown.

The speed for VX is that which will result in the greatest gain in altitude for a given distance over the ground. It is usually slightly less than VY which provides the greatest gain in altitude per unit of time. The specific speeds to be used for a given airplane are stated in the FAA-approved AFM/POH. It should be emphasized that in some airplanes, a deviation of 5 knots from the recommended speed will result in a significant reduction in climb performance. Therefore, precise control of airspeed has an important bearing on the successful execution as well as the safety of the maneuver.

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Posted By w3n-a to Airplane Flying Handbook at 12/18/2008 07:32:00 AM __._,_.___

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[Airplane Flying Handbook] Ground Effect on Takeoff

Ground effect is a condition of improved performance encountered when the airplane is operating very close to the ground. Ground effect can be detected and measured up to an altitude equal to one wingspan above the surface. However, ground effect is most significant when the airplane (especially a low-wing airplane) is maintaining a constant attitude at low airspeed at low altitude (for example, during takeoff when the airplane lifts off and accelerates to climb speed, and during the landing flare before touchdown).

When the wing is under the influence of ground effect, there is a reduction in upwash, downwash, and wingtip vortices. As a result of the reduced wingtip vortices, induced drag is reduced. When the wing is at a height equal to one-fourth the span, the reduction in induced drag is about 25 percent, and when the wing is at a height equal to one-tenth the span, the reduction in induced drag is about 50 percent. At high speeds where parasite drag dominates, induced drag is a small part of the total drag. Consequently, the effects of ground effect are of greater concern during takeoff and landing.

On takeoff, the takeoff roll, lift-off, and the beginning of the initial climb are accomplished in the ground effect area. The ground effect causes local increases in static pressure, which cause the airspeed indicator and altimeter to indicate slightly less than they should, and usually results in the vertical speed indicator indicating a descent. As the airplane lifts off and climbs out of the ground effect area, however, the following will occur.

• The airplane will require an increase in angle of attack to maintain the same lift coefficient.
• The airplane will experience an increase in induced drag and thrust required.
• The airplane will experience a pitch-up tendency and will require less elevator travel because of an increase in downwash at the horizontal tail.
• The airplane will experience a reduction in static source pressure as it leaves the ground effect area and a corresponding increase in indicated airspeed.

Due to the reduced drag in ground effect, the airplane may seem to be able to take off below the recommended airspeed. However, as the airplane rises out of ground effect with an insufficient airspeed, initial climb performance may prove to be marginal because of the increased drag. Under conditions of high-density altitude, high temperature, and/or maximum gross weight, the airplane may be able to become airborne at an insufficient airspeed, but unable to climb out of ground effect. Consequently, the airplane may not be able to clear obstructions, or may settle back on the runway. The point to remember is that additional power is required to compensate for increases in drag that occur as an airplane leaves ground effect. But during an initial climb, the engine is already developing maximum power. The only alternative is to lower pitch attitude to gain additional airspeed, which will result in inevitable altitude loss. Therefore, under marginal conditions, it is important that the airplane takes off at the recommended speed that will provide adequate initial climb performance.

Ground effect is important to normal flight operations. If the runway is long enough, or if no obstacles exist, ground effect can be used to an advantage by using the reduced drag to improve initial acceleration. Additionally, the procedure for takeoff from unsatisfactory surfaces is to take as much weight on the wings as possible during the ground run, and to lift off with the aid of ground effect before true flying speed is attained. It is then necessary to reduce the angle of attack to attain normal airspeed before attempting to fly away from the ground effect area.

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Posted By w3n-a to Airplane Flying Handbook at 12/17/2008 07:31:00 PM __._,_.___

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[Airplane Flying Handbook] Initial Climb

If proper crosswind correction is being applied, as soon as the airplane is airborne, it will be sideslipping into the wind sufficiently to counteract the drifting effect of the wind. This sideslipping should be continued until the airplane has a positive rate of climb. At that time, the airplane should be turned into the wind to establish just enough wind correction angle to counteract the wind and then the wings rolled level. Firm and aggressive use of the rudders will be required to keep the airplane headed straight down the runway. The climb with a wind correction angle should be continued to follow a ground track aligned with the runway direction. However, because the force of a crosswind may vary markedly within a few hundred feet of the ground, frequent checks of actual ground track should be made, and the wind correction adjusted as necessary. The remainder of the climb technique is the same used for normal takeoffs and climbs.

Common errors in the performance of crosswind takeoffs are:

• Failure to adequately clear the area prior to taxiing onto the active runway.
• Using less than full aileron pressure into the wind initially on the takeoff roll.
• Mechanical use of aileron control rather than sensing the need for varying aileron control input through feel for the airplane.
• Premature lift-off resulting in side-skipping.
• Excessive aileron input in the latter stage of the takeoff roll resulting in a steep bank into the wind at lift-off.
• Inadequate drift correction after lift-off.

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Posted By w3n-a to Airplane Flying Handbook at 12/17/2008 07:30:00 AM __._,_.___

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