LANDINGS.
Normal
landings are
made
power-off
with any flap
setting desired.
Slips
should
be
avoided with
flap settings
greater than
30°
due to
a
down-
ward pitch encountered
under
certain
combinations
of airspeed, side
slip
angle, and center
of
gravity
loadings.
OPERATIONAL
DATA
NOTE
Carburetor heat
should
be applied
prior to any
signi-
ficant reduction
or
closing of
the
throttle.
The operational data shown
on
the
following
pages are compiled
from
actual tests with the airplane and engine
in
good
condition and
using
NORM
A
L
L
A
ND I
N
G.
average piloting technique
and
best power
mixture. You
will
find
this data
a
valuable
aid
when
planning
your
flights.
Landings
should be
made
on the
main
wheels
first to
reduce the
land-
ing
speed and subsequent
need for
braking
in the landing
roll.
The nose
A power
setting
selected
from
the range chart
usually
will be
more
wheel is lowered to the
runway gently after
the speed has
diminished
to
efficient
than a
random
setting,
since it
will
permit
you
to
estimate
your
avoid
unnecessary
nose gear
loads.
This procedure
is especially
im-
fuel
consumption
more
accurately. You will
find
that
using
the
charts and
portant in rough or
soft field
landings.
your Power Computer will
pay dividends in overall efficiency.
SHORT FIELD
LANDING.
Cruise
and
range
performance
shown
in
this
section
is
based
on
flight
tests
using
a McCauley
1C172/MTM 7653 propeller.
Other conditions
of
For
short field
landings, make a
power-off
approach
at
approximately
the
tests
are shown in the chart
headings. Allowances
for
fuel
reserve,
69
MPH
indicated
airspeed with
40°
of
flaps.
Touchdown
should be made
headwinds, take-offs, and
climb,
and variations
in mixture leaning
on
the main
wheels
first.
Immediately
after
touchdown, lower the
nose
technique
should
be made
and
are in
addition to
those
shown
on the
chart.
gear
to
the ground
and apply
heavy braking as
required.
For
maximum
Other
indeterminate
variables
such
as
carburetor
metering-characteristics,
brake effectiveness
after
all three
wheels are on
the
ground,
retract
the
engine
and propeller
conditions,
and
turbulence
of
the atmosphere
may
flaps,
hold full
nose
up elevator and apply maximum
possible
brake
account for
variations
of 10%
or
more in
maximum
range.
pressure without
sliding the tires.
Remember that the charts contained herein
are
based
on
standard
day
CROSSWIND
LANDING.
conditions.
For
more precise
power,
fuel
consumption,
and endurance
in-
formation,
consult
the
Cessna Flight Guide
(Power
Computer)
supplied
When landing in
a
strong
crosswind,
use
the
minimum
flap setting
re-
with
your
aircraft.
With the
Flight
Guide,
you
can
easily
take into
account
quired for
the field length. Although
the
crab or
combination
method
of
temperature
variations
from
standard
at
any
flight altitude.
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
MPH can
be
handled
with safety.
BALKED LANDING
(GO-AROUND).
In a
balked
landing
(go-around)
climb, reduce the
wing
flap setting
2-12
5-1
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