Super 80 Professional – AOM
OPERATING TECHNIQUES
Section 4 Page 10
Super 80 Professional – Aircraft Operating Manual
Coolsky, 2018
Touchdown
The descent rate for a normal landing
configuration is about 650 to 850 fpm.
Recommended landing technique is to
reduce the sink rate at approximately 50
feet radio altitude. Smoothly lift the nose 2-3
degrees up to reduce the rate of descent.
Simultaneously, slowly reduce power to idle.
Do not attempt to hold the aircraft off the
runway by further increase in pitch.
Thrust should reach idle power at
touchdown. With proper airspeed and thrust
management, touchdown should occur at
V
REF
, but never below V
REF
.
The aircraft tends to float in ground effect if
the flare and thrust are excessive. Floating
before touchdown “eats up” a lot of
runway. It is better to put the aircraft down
on the runway if you are coming in to fast,
than trying to bleed the speed off in the air.
The aircraft decelerates three times faster on
the runway than in the air.
It is important to lower the nose on
touchdown and hold a positive forward
pressure on the control column. This
decreases the wing angle of attack,
reduces the lift, and puts more weight on
the main gear. This increases rolling friction,
as well as braking effectiveness. This
procedure is five times more effective than
holding the nose off for aerodynamic
braking.
Directional Control
Differential braking may be used to aid in
directional control after touchdown. Nose
wheel steering should not be used until the
aircraft is ready to turn off the runway.
Reverse Thrust
Reverse thrust should be applied
immediately upon touchdown, as reverse
thrust is most efficient at higher airspeeds.
Early application of reverse thrust greatly
reduces runway required for rollout, and
greatly reduces brake temperature and
wear.
The application of reverse thrust tends to
reduce and blank out the effect of the
rudder. At 90 knots and 1.6 EPR, the rudder is
almost completely ineffective.
Immediately reduce reverse thrust to idle
reverse if the aircraft starts drifting across the
runway. This will restore rudder effectiveness
and help regain directional control.
Use of asymmetrical forward thrust to regain
directional control is allowed. Use of
asymmetrical reverse thrust is not allowed.
Speed Brakes
The automatic brake system is inhibited until
the spoilers are deployed (manually or
automatically). Monitor the automatic
deployment of the spoilers at touchdown.
Manually apply the spoilers if they fail to
deploy automatically.