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Konu: Pushback Uygulama Talimatı

  1. #1
    artık önemi yok Array teknikhavaci - ait Kullanıcı Resmi (Avatar)
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    Standart Pushback Uygulama Talimatı

    aşağıda bir örnek teşkil etmesi amacı ile bir modelin manualini olduğu gibi veriyorum. dikkat edilmesinde fayda gördüğüm kısımları ise renklendirdim. bahsi geçen atlasjet kazasına ise akıl erdiremediğim için yrum yapamıyorum, gerek kaptan gerek operatör arkadaş gerekse aracı kullanan arkadaş eminin aşağıdakileri uyguladılar ama nasıl olurda böyle bir kaza olur bi türlü anlayamadım. dahası direk sanki arkadan çarpmış gibi neyse...olayın aslını birinci ağızdan duyana kadar ...yorumsuz...


    737-300/400/500
    AIRCRAFT MAINTENANCE MANUAL

    09-CONTENTS

    CHAPTER 09
    TOWING AND TAXIING






    TOWING - MAINTENANCE PRACTICES
    TASK 09-10-00-582-001
    1. Towing
    A. General

    (1) The design of the airplane will permit you to tow the airplane from the nose or main landing gear. The tow fitting on the nose gear can be used to tow the airplane with a tow bar. The maximum normal towing turning limits are indicated by the painted stripes on the nose gear doors.

    (2) You can tow the airplane on firm and level terrain by the nose gear with one tire flat on each landing gear if the starting loads are held to the minimum. For other unusual towing loads, such as towing with two flat tires on one main gear, towing on soft terrain, or towing up inclines greater than 5 degrees, you should tow the airplane from the main gear as the structural
    limitations of the nose gear may be exceeded.

    NOTE: With two flat tires on one main gear, you should replace one of the flat tires with a serviceable tire before towing to prevent damage to the tires and wheels.

    (3) Towing the airplane with either or both engines removed is not a problem if you make sure the center of gravity remains forward of the aft center of gravity limits. Refer to the Center of Gravity Calculations for Towing task, for center of gravity data.

    (4) Towing stability of a Towbarless Tow Vehicle (TLTV)/Airplane combination is dependent on many variables, two of these key variables being the characteristics of the tow vehicle tractive forces and the runway conditions. Maximum towing speeds shall be the responsibility of the
    airplane operator in conjunction with the airport authorities with consideration of recommendations from the TLTV manufacturer.

    (5) You can use towbarless equipment to push or pull the airplane. Make sure the maximum permitted loads on the landing gear are not more than the Maximum Towing Loads as shown in Figure 202.

    NOTE: This procedure is for towing or pushing the airplane with a tow bar. However, most of the steps in this procedure will apply if you use towbarless equipment. Refer to the equipment manufacturers data for procedures that are specific to their equipment.

    (6) Boeing recommends towbarless tow vehicles be designed, tested, operated, and maintained per the following Society of Automotive Engineers (SAE) Aerospace Recommended Practices (ARP), and applicable Boeing documentation:

    NOTE: Airplanes must insure the latest revisions of the standards and documents are applied.

    (a) Towbarless tow vehicles documents and standards:
    1) SAE ARP 4852: Specification for Towbarless Push-Back Tow Vehicles.
    2) SAE ARP 4853: Specification for Towbarless Tow Vehicles (TLTV).
    3) SAE ARP 5283: Towbarless Tow Vehicles - Aircraft Nose Landing Gear Steering and Tractive Force Protection Systems or Alerting Devices - Inspection, Maintenance, and Calibration Requirements.


    4) SAE ARP 5285: Towbarless Towing Vehicle Operating Procedure.

    5) Boeing Document D6-56872: Towbarless Towing Vehicle Assessment Criteria.

    6) Boeing Service Letter 737-SL-09-002: Towbarless Towing Evaluation.
    NOTE: The service letter provides additional guidance and information regarding towbarless towing recommendations and regulatory requirements.

    (7) When it is necessary to tilt the airplane for tail clearance in hangars and storage areas, refer to PAGEBLOCK 07-13-00/201, Tilt Airplane for Tail Clearance.

    B. References

    Reference Title

    05-51-51 HARD LANDING OR HIGH DRAG/SIDE LOAD LANDING OR OFF
    RUNWAY EXCURSION
    05-51-51 P/B 201 HARD LANDING OR HIGH DRAG/SIDE LOAD LANDING, OR OFF
    RUNWAY EXCURSION MAINTENANCE PRACTICES (CONDITIONAL
    INSPECTION)
    05-51-51-202-001 Phase I Inspection (P/B 201)
    07-13-00 P/B 201 TILT AIRPLANE FOR TAIL CLEARANCE - MAINTENANCE
    PRACTICES
    24-41-00 AC EXTERNAL POWER
    29-15-00 P/B 201 HYDRAULIC SYSTEMS A, B, AND STANDBY - MAINTENANCE
    PRACTICES
    32-00-01 GROUND LOCK ASSEMBLIES
    32-00-01 P/B 201 GROUND LOCK ASSEMBLIES - MAINTENANCE PRACTICES
    32-21-00 P/B 601 NOSE LANDING GEAR - INSPECTION/CHECK
    49-11-00 APU POWER PLANT
    71-11-02 P/B 201 FAN COWL PANELS - MAINTENANCE PRACTICES (OPENING AND CLOSING)
    78-31-00 P/B 201 THRUST REVERSER SYSTEM - MAINTENANCE PRACTICES


    C. Tools/Equipment

    NOTE: When more than one tool part number is listed under the same "Reference" number, the tools shown are alternates to each other within the same airplane series. Tool part numbers that are replaced or non-procurable are preceded by "Opt:", which stands for Optional.
    Reference Description COM-1500 Towbar - Airplane, Towing and Steering
    (Part #: 200470-1, Supplier: 08118, A/P Effectivity: 737-ALL)
    SPL-961 Tow - Towbarless (Part #: AST-3, Supplier: C3351, A/P Effectivity: 737-ALL)
    SPL-1498 Eyebolt - Towing, Main Gear (737 Classic and NG)
    (Part #: F72719-500, Supplier: 81205, A/P Effectivity: 737-ALL)
    SPL-1499 Pin - Lock, NLG Towing Lever
    (Part #: A09003-2, Supplier: 81205, A/P Effectivity: 737-600, -700,
    -700C, -700ER, -700QC, -800, -900, -900ER, -BBJ)
    (Opt Part #: A09003-1, Supplier: 81205, A/P Effectivity: 737-600, -700,
    -700C, -700ER, -700QC, -800, -900, -900ER, -BBJ)
    SPL-9807 Ground Lock Assy - Nose Wheel Steering - 737-200,300,400,500 *
    Flyaway Eqpt *
    (Part #: F72735-13, Supplier: 81205, A/P Effectivity: 737-200, -200C,
    -300, -400, -500

    D. Center of Gravity Calculations for Towing

    SUBTASK 09-10-00-582-042

    (1) During all phases of ground handling and maintenance, the center of gravity (CG) of the airplane must be forward of the aft CG limit (Figure 201). This CG limit provides a margin of safety to allow for grade, winds, and acceleration forces as noted. The configuration to be towed should
    be carefully checked to make sure that the CG is forward of the towing limit. If the aft towing limit is exceeded, the recommended procedure is to add ballast or fuel, to move the CG forward. The Table in Figure 202 gives the incremental CG shift for some of the items that you need to
    consider. A forward CG shift is (-) and an aft CG shift is (+). All of the data is for a level airplane.


    E. Prepare To Tow the Airplane

    SUBTASK 09-10-00-862-003

    (1) Close the Fan Cowl Panels, do this task: PAGEBLOCK 71-11-02/201.

    (2) Close the Thrust Reversers, do this task: PAGEBLOCK 78-31-00/201.

    (3) Make sure that the airplane is within the center of gravity towing limitations and that the fuel is balanced. Refer to the Center of Gravity Calculations for Towing task, for center of gravity data.

    SUBTASK 09-10-00-862-004

    (4) Make sure that the nose wheel steering ground lock, SPL-9807 is installed (PAGEBLOCK 32-00-01/201).

    NOTE: Towing and pushing with the landing gear ground lockpins removed is optional.

    SUBTASK 09-10-00-782-005

    CAUTION: DO NOT TOW THE AIRPLANE WITH THE NOSE GEAR FULLY COMPRESSED OR EXTENDED MORE THAN 23.5 INCHES FROM THE BOTTOM OF THE INNER CYLINDER TO THE BOTTOM OF THE STEERING PLATE. YOU CAN DAMAGE THE NOSE GEAR STRUT INTERNALLY.

    (5) Make sure that the tires and shock struts are correctly inflated (Ref Chapter 12).

    WARNING: PERFORM THE FOLLOWING STEPS BEFORE APPLYING EXTERNAL POWER; OTHERWISE, THE PITOT PROBE CAN BECOME VERY HOT AND CAN BURN.

    (a) Push the BAT switch on the P5 panel to the ON position.

    (b) Turn the STBY power switch on the P5 panel to the AUTO position.

    SUBTASK 09-10-00-862-006

    (6) Apply the external electrical power or start and operate the APU (SUBJECT 24-41-00 or SUBJECT 49-11-00 or SUBJECT 49-11-00).
    SUBTASK 09-10-00-782-008

    (7) Pressurize the system B hydraulic system (PAGEBLOCK 29-15-00/201).
    SUBTASK 09-10-00-782-009


    (8) Make sure that the brake hydraulic pressure is normal, approximately 3000 psi (20,684 kPa).

    SUBTASK 09-10-00-862-010
    (9) Remove the external electrical power (SUBJECT 24-41-00) or shut down the APU (SUBJECT 49-11-00 or SUBJECT 49-11-00).

    WARNING: IF THE NOSE GEAR STEERING LOCKOUT PIN IS NOT INSTALLED, MAKE SURE THAT THE PRESSURE IN HYDRAULIC SYSTEM A IS COMPLETELY REMOVED BEFORE TOWING THE AIRPLANE. FAILURE TO OBEY COULD RESULT IN INJURY TO PERSONNEL AND DAMAGE TO THE STEERING COMPONENTS.

    CAUTION: TO AVOID DAMAGE TO THE STEERING COMPONENTS OR THE TOWING,

    EQUIPMENT, THE DEPRESSURIZATION VALVE KNOB MUST BE DEPRESSED AND HELD WHEN THE LOCKOUT PIN IS INSERTED.

    (10) Depress the knob and install the NLG towing lever pin, SPL-1499 in the steering depressurization valve (SUBJECT 32-00-01), or remove the pressure of the hydraulic system A.

    NOTE: You can install and remove the nose gear steering depressurizing lockout pin from the aft of right nose wheel well door without entering the wheel well.

    SUBTASK 09-10-00-862-019

    (11) Connect the interphone system between the control cabin, the tow tractor operator, and the towing ground crew.

    SUBTASK 09-10-00-862-002
    (12) Make sure you have an approved brake operator in the flight compartment.

    SUBTASK 09-10-00-212-020
    (13) Make sure that the ramp area is clear of all stands and equipment in the towing path.

    SUBTASK 09-10-00-782-047
    WARNING: WHEN YOU WILL USE A TOW BAR TO MOVE THE AIRPLANE IN HIGH WINDS, CONNECT THE TOW BAR BEFORE YOU INSERT THE STEERING LOCKOUT PIN (TOW PIN). THE AIRPLANE COULD MOVE IN HIGH WINDS AND CAUSE INJURY TO PERSONS OR DAMAGE TO EQUIPMENT.

    (14) Connect the towbar, COM-1500 to the tow tractor and to the airplane, if it is necessary.
    SUBTASK 09-10-00-862-013

    (15) Remove the airplane static ground wires.

    F. Tow the Airplane from the Nose Gear

    SUBTASK 09-10-00-582-021

    (1) Put into position the wing, the tail, the tow tractor operator, and the ground crew so that all are in visual contact.

    SUBTASK 09-10-00-582-022

    (2) Make sure that the cockpit man, the ground crew, and the tow tractor operator are in intercom communication.
    SUBTASK 09-10-00-862-014
    (3) Make sure that the wheel chocks are removed.
    SUBTASK 09-10-00-862-015
    (4) Make sure that the hydraulic brakes are released.

    CAUTION: MOVE THE AIRPLANE FORWARD BEFORE YOU START SHARP TURNS. AVOID SUDDEN STARTS AND STOPS. IF YOU TOWN THE PLANE UNDER HIGH LOAD CONDITIONS, SUCH AS TOWING WITH BOTH TIRES FLAT ON ONE MAIN GEAR, TOWING ON SOFT TERRAIN, TOWING UP INCLINES GREATER THAN 5 DEGREES, OR OTHER ABNORMAL LOADS, REFER TO THE TOW AIRPLANE UNDER ABNORMAL LOADS TASK, AS THE NOSE GEAR TOWING LIMITATIONS MAY BE EXCEEDED.

    (5) Tow the airplane.

    WARNING: WHEN YOU TOW THE AIRPLANE, ALL PERSONS MUST STAY OUT OF THE DANGEROUS AREAS AROUND THE TOW VEHICLE, TOW BAR, NOSE WHEELS, AND MAIN WHEELS. PERSONS ON THE GROUND MUST KNOW IT IS POSSIBLE TO BE RUN OVER BY THE NOSE WHEELS, MAIN WHEELS, AND THE TOW VEHICLE. THIS IS BECAUSE THE AIRPLANE WILL CHANGE POSITION DURING PUSHBACK AND TOWING. MAKE SURE YOU KEEP A MINIMUM OF 10 FEET SEPARATION BETWEEN PERSONS ON THE GROUND AND THE EQUIPMENT THAT MOVES. IF YOU DO NOT KEEP THE MINIMUM DISTANCE, A FATAL INJURY COULD OCCUR.

    (a) Make sure the persons that work near the areas that follow know the pushback hazard zones as shown in Figure 207:

     tow vehicle
     towbar
     nose wheels
     main wheels.

    (b) To tow the airplane with the entry or lower cargo doors open is optional.
    (c) Tow the airplane slowly straight ahead before you try to turn.
    SUBTASK 09-10-00-582-040

    CAUTION: IF YOU USE A TOW BAR, YOU CAN CAUSE THE SHEAR PINS TO SHEAR IF YOU USE THE AIRPLANE BRAKES WHILE YOU TOW THE AIRPLANE. MOST TOWBARLESS TOW VEHICLES DO NOT HAVE A SHEAR PIN TO LIMIT THE LOADS IF AIRPLANE BRAKES ARE USED DURING TOWING. IF AIRPLANE BRAKES ARE USED WHILE TOWING WITH A TOWBARLESS TOW VEHICLE ATTACHED TO THE NOSE LANDING GEAR, DO THE ‘‘HARD LANDING OR HIGH DRAG/SIDE LOAD LANDING’’ INSPECTION FOR THE NOSE LANDING GEAR AREAS (HARD LANDING OR HIGH DRAG/SIDE LOAD LANDING OR
    OFF RUNWAY EXCURSION, SUBJECT 05-51-51).

    (6) Keep brake applications to minimum use within safety limitations.
    NOTE: Fully charged accumulators are capable of approximately six brake applications.

    (a) If airplane brakes are used while towing with a towbarless tow, SPL-961 vehicle attached to the nose landing gear, do this task: Phase I Inspection, Phase I Inspection,
    TASK 05-51-51-202-001.
    SUBTASK 09-10-00-582-018

    (7) Maximum normal turning angle is 78 degrees as indicated by red stripes on nose gear doors.

    NOTE: See Figure 202 for turning dimensions. See Figure 203 for the wingtip turning radius for various turning angles. See Figure 204 for ground turning techniques.

    (a) The theoretical (no slip angle) airplanes turning radii VS nose gear steering angle is shown in Figure 204

    (b) If the maximum turning angle is exceeded and oversteer occurs:

    1) Do this task: Nose Landing Gear Inspection (PAGEBLOCK 32-21-00/601).

    2) Do this task: Nose Landing Gear Torsional Freeplay Inspection
    (PAGEBLOCK 32-21-00/601).

    3) Do this task: Phase I Inspection (PAGEBLOCK 05-51-51/201).

    4) Do this task: Phase II Inspection (PAGEBLOCK 05-51-51/201).

    SUBTASK 09-10-00-582-023
    (8) Disconnect the torsion links on the nose gear, if a greater turning angle is required.

    SUBTASK 09-10-00-582-024
    (9) Disconnect the nose gear taxi light wire, if an angle in excess of 90 degrees is necessary.

    SUBTASK 09-10-00-582-025
    (10) When disconnected, support the lower torsion link against dragging to prevent damage to the lubrication fittings.
    ILF 052-054, 351, 353-363, 365-369, 372-377, 381-391, 394, 431-435, 441, 446, 447, 451-453, 471-474, 491-
    493, 502, 503, 505-508, 512, 526-528, 553, 581, 582, 584-588, 590-603, 693, 694, 701-703, 716-722, 803,
    804, 821-823, 851-999; AIRPLANES WITH NOSE LANDING GEAR TOWING BOLT

    SUBTASK 09-10-00-582-026

    (11) See Figure 205 for towing bolt.
    ILF ALL
    SUBTASK 09-10-00-582-027

    (12) Finish towing in a straight path for a minimum of 10 ft (3 m) to relieve the turning stresses that remain in the tires and the shock struts.

    SUBTASK 09-10-00-802-051

    (13) Set the parking brake.
    SUBTASK 09-10-00-582-028

    (14) At the end of towing, put the wheel chocks fore and aft of a main gear wheel on each of the main gear. The chocks should be approximately 2 in. (51 mm) to 4 in. (102 mm) away from the wheels.

    SUBTASK 09-10-00-862-050

    (15) Release the parking brake.

    SUBTASK 09-10-00-582-030

    (16) Disconnect the towbar, COM-1500 (if it was installed).

    SUBTASK 09-10-00-862-038
    WARNING: TO PREVENT INJURY TO PERSONNEL, STAY CLEAR OF THE NOSE GEAR WHEN THE STEERING LOCKOUT PIN IS REMOVED FROM THE STEERING DEPRESSURIZATION VALVE IF HYDRAULIC SYSTEM A IS PRESSURIZED.

    (17) Make sure that the steering metering valve control crank is in the neutral position, then remove the NLG towing lever pin, SPL-1499 from the steering depressurization valve

    (SUBJECT 32-00-01).
    G. Tow the Airplane Under Abnormal Loads (Main Gear Towing)
    SUBTASK 09-10-00-582-032

    (1) Preparation for towing and towing airplane under abnormal loads is the same as towing airplane from nose gear except for the steps that follow:

    (a) Eyebolt assemblies, eyebolt, SPL-1498, are installed in place of the jacking cone on each main gear and locally fabricated cables attach each main gear to the tow tractors.

    NOTE: The nose gear tow bar is not used.

    (b) Hydraulic system A is pressurized and the airplane is steered during towing by the nose wheel steering system by directions from the ground crew.

    (c) Airplane motion is interrupted by the application of the airplane brakes.
    NOTE: The number of applications is not limited as hydraulic systems are operational.

    H. Towing Airplane in High Wind
    (Figure 206)

    SUBTASK 09-10-00-582-039
    (1) Refer to Figure 206 to tow the airplane in high wind.

    I. Put the Airplane to its Usual Condition

    SUBTASK 09-10-00-862-033
    (1) Attach the static ground wires.
    SUBTASK 09-10-00-862-034
    (2) Disconnect and stow the intercommunication set.
    SUBTASK 09-10-00-862-035
    (3) If it is on, remove power to the APU.
    SUBTASK 09-10-00-862-036
    (4) If the landing gear downlock pins were installed, remove the NLG towing lever pin, SPL-1499 before taxi and takeoff

    paylaşıma kapalı, dinlemeye açık...

  2. #2
    LTAC_RAMP
    Misafir

    Standart

    Hocam şimdi pushback esnasında pim diye tabir etiğimiz alet çıkarılmadıkca kaptan nın manevra olayı mumkun degıl birde yerin meili de onemlı bu durumda takoz aldıkdan sonra bir uçağın geri geri gitmesi tek sebebi kaptan pilotun uçağı frende tutmamasıdan kaynaklanabılır.

  3. #3
    Aktif Üye Array Esenboğa - ait Kullanıcı Resmi (Avatar)
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    Kaptan: 2 numara geLiyor
    Ben: 2 numara geLsin hocam.
    Kaptan: 2 numara dönüyor 10 sn geçer aradan. negatif hocam 2. numara dönmüyor
    Kaptan: Nasıl dönmez uLan
    Ben: hocam dönmüyor
    kaptan: sağamı dönüyor soLamı dönüyor
    Ben: size göre sağa hocam
    Kaptan: olm 2 numara dönüyormu
    Ben: negatif hocam hala dönmüyor
    Kaptan: neyse acele etmeyelim 1 numara gELiyor

    2 numara 3 dk sonundada oLsa döndü push back da yasadıgım en büyük sıkıntı oldu tarih 12/04/09 strese girdim terLedim

  4. #4
    Forum kıdemlisi Array bravecan - ait Kullanıcı Resmi (Avatar)
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    Arkadaşlar ,

    Pushbacklerin işleyiş yöntemi, teknik özellikleri nedir ?
    Anlatımlarınızı bekliyorum..

  5. #5
    LTAC_RAMP
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    Hocam teknik özzelikler araçtan araca değişir örneğin pawmower ve shopfs diye marka iki arac vardır paymower ile belli başlı uçakları itekliyebilirsiniz örneğin 737 serisi 757 ,767 , a 300 310,320,321,319 ,318 ama sohpfs marka dediğiz pushback aracı ile a225 ,124 ,a330 ,340 ,b777 ,380 gibi heavy sınıfındaki uçakları rahatlıkla itekliyebirlisiniz.

  6. #6
    Forum kıdemlisi Array bravecan - ait Kullanıcı Resmi (Avatar)
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    Alıntı LTAC_RAMP Nickli Üyeden Alıntı Mesajı göster
    Hocam teknik özzelikler araçtan araca değişir örneğin pawmower ve shopfs diye marka iki arac vardır paymower ile belli başlı uçakları itekliyebilirsiniz örneğin 737 serisi 757 ,767 , a 300 310,320,321,319 ,318 ama sohpfs marka dediğiz pushback aracı ile a225 ,124 ,a330 ,340 ,b777 ,380 gibi heavy sınıfındaki uçakları rahatlıkla itekliyebirlisiniz.
    Bu araçlara ait fotoğraflar var mı ?

    Yolcu olarak çoğumuz 'pushback ''olmadan yerinden kıpırdayamacağınız bilmez;
    o soğukta - sıcakta ne şekilde görev yapıldığını düşünmez..
    Hep gözardı edilmiştir.

  7. #7
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    arkadaşlar size 2 resim paylaşıcam bu resimlerde tow bar yardımıyla ve uçağı kaldırarak push back yapmaya yarayan kaldırmalı pusch back araçlarını tanıtıcağım





    Ey Ana! Eğer Oğlun Bir Asuman Aşkına Tutulmuşsa Bırak Uçsun!

  8. #8
    LTAC_RAMP
    Misafir

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    Yeni çıkan FMC ler çok güzel frt kaldıryosun iteklıyosun indiriyosun yok pim kesme yok towbar kırılması öyle bir dert yok en azından .

  9. #9
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    aynen öyle walla umutcum ama işte ben sadece istanbulda gördüm izmire gelmesi yılları alır zaten
    Ey Ana! Eğer Oğlun Bir Asuman Aşkına Tutulmuşsa Bırak Uçsun!

  10. #10
    LTAC_RAMP
    Misafir

    Standart

    Evert kıvanc kardeşim aynen öyle birde mesela towbar ile pushback yaparken fazla hız yapamazsın kalktıgın hızla ıteklerısın yoksa pim kesme vakası olur ona ziyade FMC ler de ise tam aksine daha seri iteklersin .

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