^ wheel is lowered to the runway gently after the
speed
has diminished to
avoid
unnecessary
nose
gear
loads.
This
procedure
is especially im-
^ portant in rough or soft field landings.
SHORT
FIELD
LANDING.
For short field landings, make a power-off approach at approximately
69 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
nose
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 re-
quired
for the field length. If flap settings greater than 20° are
used
in side-
slips
with
full
rudder deflection,
some
elevator oscillation may be felt at
normal
approach
speeds.
However, this
does
not affect control of the
air-
craft.
Although the
crab
or combination method of
drift
correction may be
used,
the wing-low method
gives
the
best
control. After touchdown, hold a
straight
course
with
the steerable
nose
wheel and
occasional
braking if
necessary.
The maximum allowable crosswind velocity is
dependent
upon pilot
capability rather than airplane limitations.
With
average
pilot technique,
direct
crosswinds
of 15 knots can be handled
with
safety.
BALKED
LANDING
(GO-AROUND).
In
a balked landing (go-aroimd) climb,
reduce
the wing flap setting
to 20° immediately after
full
power
is applied. If the flaps were extended
to 40°, the reduction to 20° may be approximated by placing the flap
switch
in the UP position for two
seconds
and then returning the switch
to neutral. If
obstacles
must be cleared during the go-around climb,
leave
the wing flaps in the 10° to 20° range
until
the
obstacles
are cleared.
After
clearing any
obstacles
the flaps may be retracted as the aircraft ac-
celerates
to the normal flaps-up climb
speed
of 80 to 90 MPH.
2-17
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