(4)
As the rotation
stops,
neutralize
the
rudder,
and make a
sm
.
ooth
recovery from the
resulting
dive.
Intentional spins with
flaps
exte~ded
are
pro~libited.
LANDINGS.
Normal landings
are
made
power-off
with
any
flap
setting
desired.
Steep
slips should be avoided with
flap
settings
greater
than
20~
due
to
a slight tendency for the
elevator
to
oscillate
under
certain
combinations
of
airspeed, sideslip angle, and
center
of
gravity
loadings.
NOTE
Carburetor heat 8hould be
applied
prior
to any
signi-
ficant reduction
or
closing of the
throttle.
NORMAL LANDING ..
Landings should be made on the.
main
whee
_
l~
f
ir~t
to
reduce
the
land-
ing
speed and subsequent need for
braking
in·
the
landing
·
ro~l.
The
nose
wheel
is lowered to the runway gently
after
the
speed
has
diminshed
to
avoid unnecessary nose
gear
loads.
This
procedure
is
especially
im-
portant in rough
or
soft field
~andings.
.
SHORT
FIELD
LANDING.
For short field landings, make a
power-off
approach
at
approximately
70
MPH
indicated airspeed with 40° of
flaps.
Touchdown should
be
made
on
.
the
main ·wheels
first.
Immediately
after·
touchdown,
lower
the
nose
gear
to
the ground and apply heavy
braking
as
required.
For
maximum
brake effectiveness after all
three
wheels
are
on
the
ground,
retract
the
flaps,
hold
full nqse
up
elevator and apply
maximum
possible
brake
pressure without sliding the
tires.
CROSSWIND
LANDING.
When
landing
in
a strong crosswind,
use
the
minimum
flap setting
required for
the
field length.
II
flap
settings
greater
than
20 °
are
used
in
sideslips with full rudder deflection,
some
elevator
oscillation
may
be
felt at normal approach speeds. However,
this
does
not
affect
control
of
the
aircraft. Although the
crab
or
combination
method
of
drift
correction
2-18
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