For half-flap landings,
an
approach speed of
65
to 70 miles an
hour
its
~~llp
desirable
when
irastrectiag
a pilot
new
tu
the
Courier
l
As the pilot’s
profSciency
ihcreascls,
approcrch
speeds
wf,th
half-flaps
can
be reduced to 66
MI%,
though use
af
mxm
pmmx
then
becms
ctdvtsable.
When
appstaaehfag
for lauding at
this
speed, the pilot should be
rmitided
that the
darts
will pop
out
just
8s
ha
begins
his
flare-out
and
that
they will
have
nc)
effect
upon
the
control-sbititp
or
balance
of
the
aircraft.
With
half-flaps
at
60
MPH,
however,
the
acitcxaft
has little
@@floatVQ
and
should be
flared
or
rotated out fairly-close to the
ground
sc)
that it will
nut
develop
tcm
much
rate-of-sink before
touching
dawn.
Fur
fu31-flap
landinga
the, best
technique
fcm
aXowing
the
air-
craft
down
in the
ap~romh
is
first to
extend the
f&alps
to
20°
startfag
it
80
MPH
or
less,
Then, when aircraft has
s2uwed
to
about
65
MPIi
ta
half-flap condition, the
flaps
can then be
brought
into
fulI-dmm
position and
a
landtag
made
by touching
down
on
thet
main gear first at
~rrini.sm.sm
airspeed,
Qne
approach to the full-flap landing ts
tib
have the pilot pop
out the slats by
slowing
the
afrcraft
down
to
5f)
?%PR
acfrile
still
wweral
hundred feet in the
sir.
and then to
compcnsstc
for the
incaeased
rate-of-sink
by
maintaining
partial power until
touch-
d-n.
As we proceed to the
fullmflap
landings, it is well to realize the
fact
that
when the lift of
any
normal
wfng
is doubled by the
USC
of
a flap, the drag
is
increased
Buzr-fold.
This
high
drag at the
full-flap pssitfun
nm
only
producelr
a very steep
rate-ofmdescent
but
also
mearm
that
the
aircraft will have very
litt*‘flcmt*@
once
ths nose
Is
raised for flare-aut,
Consequently,
%n
a
full-
ftap
no
puwer
landing,
the
ccirctaft
should
be
held in a nose-
dmm
glide until about ten
feet
fram
the
grotui&if
the
gliding
speed is
higher
or
lower,
the
altitude
for beginning the
flare-
out
can be higher or
lower
accordingly.
As
an
examplt,
if the aircraft
i8
lmmght
in at the relatively
ccmfmtable
gliding
aped
of 60
?%I%
power off and a flare out
is begun at
the
eustammy
approximate thirty-feet above
the
terrain, speed will be
lost
very rapidly and
a
high
rate-of-aink
ccmld
develop,
The
resulting impact could be quite hard.
No.
matter
huw
high the pilot levels out, the
autcmatfc
slats eliminate
all risk of tolling off into an uncontrolled stall
or
spfa,
al-
though high rates of
deocent
can
occur if insufftcLent
power
is
used
m
The best technique for full-flap
landiws
fftvolves
the
maintenance
of
a Xfttle ~cmer-on, just
sufficfent
tt=o
offset the added drag of the
flaps and to produce a relatively
normal
glide
mgle.
This
is
done
by
maintafnfag approximately ten to
flfteca
inches manifold
pressure,
depending upon the load
md
air conditfoa. The aircraft is then
flared out and
land&d
in a
cunventionaf
manner,
much
the
sm
as with
half-flaps,
The
approach
speed,
however, is
closer
to
50
M%
than to
6Om1
.
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General