Short Field Landing
Short eld approach to landings should be powered approaches at a speed
of 74 KIAS, with the propeller control lever positioned full forward (Max
RPM) and full aps. Once clear of all obstacles, the power should be slowly
reduced to IDLE and the nose lowered to maintain an approach speed of
74 KIAS. Touchdown should be accomplished with the power lever at IDLE
and on the main wheels rst. Immediately after touchdown, the nose wheel
should be lowered to the runway and the power lever brought into BETA
range; apply heavy brakes as required.
For maximum brake effectiveness, the aps may be raised and the elevator
control pulled full aft. This process allows maximum weight to be placed on
the tires to help prevent tire skidding. Additional stopping power is available
with the use of reverse thrust. Using reverse thrust on landing rollout will
normally reduce rollout distance by approximately 5%. Bringing the propeller
into reverse thrust range produces a negative blade angle and increased
power from the gas generator.
Crosswind Landing
For crosswind approaches to landing, a “crab” method may be used to
maintain runway centerline track; a transition to a wing-low slip conguration
should be made just prior to touchdown. A ap setting between 10° and
35° is recommended depending on runway length. After touchdown, the
nose should be lowered to allow directional control. Maintain a straight
course using the steerable nose wheel, aileron deection into the wind, and
differential braking as necessary.
AFTER SHUTDOWN
Upon completion of the last ight of the day or if dusty conditions exist, install
the engine inlet cover and exhaust covers to protect the engine from debris. It
may be appropriate to wait for the engine to cool down. Since no oil pressure
is available for the engine when the engine is not running, the propeller blades
should be secured to prevent windmilling.
WARNING: Flight operation with the engine power lever retarded below
idle (beta mode) is prohibited. Flight operation in beta mode may result
in an engine overspeed condition and consequent loss of engine power
or loss of airplane control. Operating in beta mode quickly produces high
amounts of drag which could result in a rapid loss of altitude or complete
loss of control.
CAUTION: In an effort to minimize propeller blade erosion or possible
blade damage, reverse thrust should only be used when necessary to
shorten ground roll. The propeller should be brought out of reverse range
prior to slowing to approximately 25 knots.
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