BEFORE LANDING.
The landing gear is normally extended before entering the traffic
pattern. This practice will allow more time to confirm that the landing
gear is down and locked. As a further precaution, the landing gear
may be left extended in go-around procedures or traffic patterns for
touch-and-go landing.
Landing gear extension can be detected by illumination of the gear
"DWN" indicator light (green), absence of a gear warning horn with
the throttle retarded below approximately 12 inches of manifold
pressure, and visual inspection of the main gear position.
LANDING
.
Normal landing approaches can be made with power on or power
off at speeds of 69 to 78 kts with flaps up and 61 to 69 kts with flaps
down. Surface winds and air turbulence are usually the primary
factors in determining the most comfortable approach speeds. Slips
are permitted with any desired flap setting. Actual touchdown should
be made with power off and on the main wheels first. The nose wheel
should be lowered smoothly to the runway as speed is diminished.
Full down Stabilator (control wheel positioned full forward)
should not be used during the ground roll. This reduces the weight on
the main wheels which causes poor braking and increases the
possibility of sliding the tires.
SHORT FIELD LANDINGS.
For a maximum performance short field landing in smooth air
conditions, make an approach at 63 kts with full flaps using enough
power to control the glide path. (Slightly higher approach speeds
should be used under turbulent air conditions). After all approach
obstacles are cleared, progressively reduce power and maintain 63 kts
by lowering the nose of the airplane. Touchdown should be made with
power-off and on the main wheels first. Immediately after touchdown,
lower the nose wheel and apply heavy braking as required. For
maximum brake effectiveness, retract the flaps, hold the control wheel
full back, and apply maximum brake pressure without sliding the tires.
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