The second printing is complete! We are now fully restocked and ready
to go. Below is a summary of things that changed between the 1st and
2nd printing.

Changes to GPHAK

Progress Record
Marked sections required for transition pilots.

Section 6.11
Replaced Figure 6.55

Figure 6.55 - Wind speed increasing with altitude amplifies the wave
pattern initiated by the mountain ridge.

Replaced the two paragraphs following Figure 6.55 with the following:

Notice that with altitude, the wave is amplified as the wind speed
increases, and dies off quickly as the wind speed drops.  Often, the
wave will "lean" into the wind, with the area of best lift on top of,
or even in front of the mountain ridge.

In general, the wave will decay as it travels further downwind.
However, it is not unusual for a wave to survive for 10 or 20
oscillations.

Section 7.3

Changed the ceiling from 5,000 feet to 3,000 feet in 4th paragraph on
page 154.

Section 9.3

Added the following sentence to the subsection of Private Pilot
Limitations:

A private pilot can carry a passenger in exchange for a charitable
donation ([61.113(d)].

Section 9.3

Added the following paragraph:

If you are convicted of driving under the influence of alcohol or
drugs you must inform the Civil Aviation Security Division of the FAA
within 60 days [61.15(e)].

Section 9.5

Added the following paragraph:

If you are involved in an accident or incident for which notification
must be given, you must preserve, to the extent possible, any aircraft
wreckage.  You should not move the wreckage except to remove persons
injured or trapped, to protect the wreckage from further damage, or to
protect the public from injury [830.10].

Section 11.2

Added the following paragraph to the subsection on Class C Airspace:

Class C airspace areas have a procedural "Outer Area".  Normally this
area is 20 NM from the primary Class C airspace airport.  This outer
area is not charted.

Section 11.5

Modified the subsection on Military Training Routes (MTR) to read as
follows:

Military training routes are developed to allow the military to
conduct low-altitude training, at speeds exceeding 250 knots.  They
are designated on sectional charts as either IFR (IR) or VFR (VR)
routes.

The routes above 1,500 feet AGL are developed to be flown, to the
maximum extent possible, under IFR. The routes at 1,500 feet AGL and
below are generally developed to be flown under VFR.

Section 16.2

Corrected typo on page 300.  Changed "If you not have a clear and well
thought out set of values....." to "if you do not have a clear and ...."

Changes to FTMFG

Lesson 1.3

On page 9, changed "... and the maneuvering speed is indicated by the
top of the green arc..." to  "... and the maximum structural cruising
speed is indicated by the top of the green arc...".

Lesson 4.2

Added the following sentences:

Keep in mind that haze, smoke or anything that decreases visibility
will cause both traffic and terrain to appear to be more distant.

When you are in straight flight, any aircraft that is on a collision
course with you will appear stationary in your field of vision.  There
will be no apparent relative motion between you and the other
aircraft.

Lesson 4.10

Replaced the first paragraph of the Procedure section with the
following two paragraphs:

Because stalls can involve a significant loss of altitude, you should
clear the area around and below you for traffic before practicing
stalls.  Perform a clearing turn of at least 270° before stalling the
glider.  During your clearing turn, use a bank angle of at least 45°
so that you have a clear view below the glider.  A steeper turn also
takes less time, decreasing the chance that an aircraft will fly into
an area you have already cleared.

You should be at an altitude that will allow you to recover no lower
than 1,500 feet above the ground.