Daher-Socata TBM 900, Руководство пилота

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PILOT’S OPERATING HANDBOOK
SECTION 4
NORMAL PROCEDURES
EASA Approved
Edition 0 -- October 31, 2013
Rev. 1
Page 4.5.18
LANDING PROCEDURE WITH STRONG HEADWIND OR CROSSWIND
If landing must be performed with strong headwind or crosswind, increase approach speed by the greatest of these
2 following values :
-
Δ
V
=
WIND DOWN
−
10
2
(Ex. WIND DOWN
=
30 kt i.e.
Δ
V
=
10 kt)
The wind down is the longitudinal component of the wind.
- Gust amplitude
Use flaps LDG.
It is not desirable to adopt configuration with flaps TO. Lateral control is not improved, and flare phase is
lengthened in time and in distance, with increase of piloting difficulties and landing performance.
During approach with crosswind, maintain airplane in drift correction at the latest until the beginning of flare.
In short final, on a short runway, it is necessary to use normal approach speed (80 KIAS) with flaps LDG, in order to
avoid an excessive speed. Indeed, in this case, landing distance indicated in Chapter 5.14, would not be
respected.
Before touch-down, generate a slideslip with the rudder in order to align fuselage with the runway (ie left crosswind,
left wing low).
Do not use or select the fuel tank on the low wing side during prolonged sideslips with a fuel low warning or gage
indicating low.
Retract flaps immediately after landing.
Flap travel is slow and will not have an appreciable effect on landing performance.
Do not try to stabilize the airplane by pushing down the elevator control just after the touch ; this operation may
provide pitch oscillations while increasing the yaw movement to the wind.
Do not deflect ailerons into wind while taxiing. This will raise spoilers and have a detrimental effect. A good solution
is to maintain ailerons to neutral position during taxiing after landing and taxiing before takeoff.
Maximum demonstrated crosswind for landing is 20 kt.
The most restrictive situation is as follows :
- takeoff with wind coming from the left,
- wet runway,
- aft C.G.