Speed ​​of the aircraft relative to the ground is different from the speed that shows the speed indicator on the plane.
First, the plane flies through the air, regardless whether the air moves out or not.
That is, the plane flies inside a certain air, so the instrument displays the speed relative to the surrounding air.
If the air is moving relative zamli, the speed of the aircraft relative to the ground changes, the speed relative to the air remains the same. It is like a boat in the current. If the flow and the boat is worth, then nothing changes. If the flow is moving and the boat is not moving in the flow, it will still go with the flow relative to the shore. If the boat is adrift with the engine, the water speed is increased by the flow velocity and the velocity is obtained relative to the shore - just as the task of stredney school.
If the boat is going against the flow, and the flow velocity is equal to the speed of the boat , the boat relative to the shore may remain stationary.
And with the aircraft, but instead will wind flow, and instead shore will land.

Altitude at which the aircraft can be defines a special rule. It's like a left-hand and right-hand traffic only two main areas . One direction of motion is from 0 ° to 179 °, different from 180 ° to 359 °. All directions are defined in degrees magnetic compass. This rule applies equally throughout the world without exception.
Depending on the direction of the plane can select only a certain height . At this height, no one will have the right to fly in the opposite direction. These heights are determined by a few simple rules . Also, you can just take the height of the finished table.
FL - this flight level, which indicates the height in hundreds of feet. For convenience, the last two are discussing is not zero and not prescribed. Not at very high altitudes can also use the full height of the designation. All of the samples indicated in the table below
VFR - it Visual Flight Rules, ie visual flight, when the benchmarks used for navigation map and the terrain.
IFR - this Instrument Flight Rules, ie instrument flight when used to guide the navigation instruments.

A good landing begins with a good approach (see below). Before the final approach is begun, the pilot performs a landing checklist to ensure that critical items such as fuel flow, landing gear down, and carburettor heat on are not forgotten. Flaps are used for most landings because they permit a lower- approach speed and a steeper angle of descent. This gives the pilot a better view of the landing area. The airspeed and rate of descent are stabilized, and the airplane is aligned with the runway centreline as the final approach is begun.

An important element that is learned by the student pilot 'by just keeping on doing it', is to maintain the right attitude and rate of descent during the approach. Gradually one learns to 'see the picture'..... of how much nose cowling can be seen, and the perspective of the runway. It can be difficult at first if you are landing on different sized runways, as one must make a mental adjustment to the 'picture'. The numbers on the runway are an important pointer whether you are going to overshoot or land short.
If the numbers start to disappear under the aircraft's nose, you are landing long.
If the number distance themselves from the aircraft's nose, you are landing short.

When the airplane descends across the approach end (threshold) of the runway, power is reduced further (probably to idle). At this time, the pilot slows the rate of descent and airspeed by progressively applying more back pressure to the control wheel. The airplane is kept aligned with the centre of the runway mainly by use of the rudder.

Continuing back pressure on the control wheel, as the airplane enters ground effect and gets closer and closer to the runway, further slows its forward speed and rate of descent. The pilot's objective is to keep the airplane safely flying just a few inches above the runway's surface until it loses flying speed. In this condition, the airplane's main wheels will either "squeak on" or strike the runway with a gentle bump. With the wheels of the main landing gear firmly on the runway, the pilot applies more and more back pressure on the control wheel. This holds the airplane in a nose-high attitude which keeps the nose wheel from touching the runway until forward speed is much slower. The purpose here is to avoid overstressing and damaging the nose gear when the nosewheel touches down on the runway. The landing is a transition from flying to taxiing. It demands more judgment and technique than any other manoeuvre. More accidents occur during the landing phase than any other phase of flying. Fortunately, most of these accidents bend the aircraft rather than people. Variables such as cross wind, wind shear and up-and-down draft add to the problem of landing. Good pilots can be easily recognized. They land smoothly on the main wheels in the centre of the runway and maintain positive directional control as the airplane slows to taxiing speed.

After taxying to the holding point of the runway in use, the aircraft is aligned to about 45° to the runway and towards the wind. Aligning the aircraft in this manner ensure that the prop wash created during the full power tests does not damage an aircraft that may be behind you. The pre-takeoff check list is accomplished. The checks are always enumerated in the pre-flight check list which should always be available in the cockpit. Checks will include engine functions, and fuel. With the brakes full on, the engine is run up to high revs, usually 2200 rpm, and each magneto is cut in turn. This will result in an RPM drop which should normally not exceed 125 RPM. The carb heat is tested, which should show a small drop in RPM. If the aircraft is complex, the propeller is recycled twice by increasing pitch sufficiently to reduce the RPM by at least 100. The engine RPMs are then dropped to tick-over to ensure that even running is experienced. The fuel boost pump is switched on and if the airfield is controlled, permission to line up is requested.

First degree of flap is usually applied, and the elevator trim adjusted to neutral. When this is completed, and clearance is given, the airplane is taxied to the centre of the runway and aligned with it. The throttle is opened fully to start the takeoff run (also called take off roll). During this takeoff run, the control wheel, or stick, is usually held in the neutral position, but the rudder pedals are used to keep the airplane on the runway's centreline. If the aircraft has a castoring nosewheel, small dabs of differential brake will be required until sufficient airspeed has been attained to give rudder authority.

The sudden increase in engine power will place and uneven pressure on the empennage. This will result in a tendency to yaw, which must be counteracted using the rudder pedals. Some aircraft offset the engine installation to reduce the effect. Most engines rotate clockwise, which will produce a yaw to the left and require right rudder. Anticlockwise engines (some older British types for instance) will produce the opposite effect. A large power decrease will cause the aircraft to yaw in the opposite direction.

If a crosswind is present, the control wheel is held towards the wind to prevent the windward wing lifting.

As takeoff airspeed is approached, gentle back pressure on the control wheel raises the elevator which causes the airplane's nose to pitch upward slightly. This lifts the nose wheel off the runway
(see fig. below).

Once the nose wheel is off the runway, the more right rudder will probably have to be applied to counteract the left-turning tendency which is greater once the aircraft leaves the ground. As the airplane lifts clear of the runway, the pilot varies the pressure on the control wheel. First, pressure is relaxed slightly to gain airspeed while still in ground effect (additional lift provided by compression of air between the airplane's wings and the ground). As airspeed increases to the best rate-of-climb airspeed, back pressure on the control wheel is adjusted to maintain that airspeed until the first desired altitude is reached. (Best rate-of-climb airspeed provides the most altitude for a given unit of time.) Once the runway is clear, the undercarriage is retracted (if the aircraft is complex) and flaps are returned to neutral (clean) at about 300 feet.

Light signals are few and fed either to the aircraft on the ground or in the air for the aircraft.

In flight of light signals from the ground signals are as follows:

• Blinking green - approach allowed , then usually followed by a continuing resolution green landing
• Steady green - cleared to land
• Solid red - landing is not allowed, but remain in the area of the circle, all succumb to landing
• Flashing red - landing prohibited airfield unsafe
• Flashing red / green alternately - CAUTION , use caution!

On the ground, the light signals are as follows:

• Blinking green - taxiing along the paths allowed (does not exit right on the runway)
• Steady green - off is enabled ( gives the right to occupy the runway )
• Solid red - STOP! Stop motion!
• Flashing red - obliges osvobodit runway or taxiway
• Flashing red / green alternately - CAUTION , use caution!
• FLASHING WHITE ! Attention! On the ground, there is an additional signal - Blinking white - to immediately return to the starting point