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SECTION
4
NORMAL
PROCEDURES
4-20
steep slips should
be
avoided
with flap settings greater
than_2oo
due
to
a
sligtrt
tendency
for
the
elevator
to
oscillate
under
certain combinations of
airipeed, sideslip angle,
and
center of
gravity
loadings'
NOTE
Carburetor
heat should
be
applied prior
to any
significant
reduction or closing of the throttle.
Actual
touchdown should be made
with
power-off and on the main
wheels
first
to reduce the
landing
speed
and subsequent
need
for braking
the
landing roll.
The
nose
wheel is lowered
to the
runway gently
after the
speed
has diminished to avoid
unnecessal.y nose
gearloads. This
proce-
dure is especially important
in rough or
soft field landings'
SHORT FIELD LANDING
For
a
short
field landing
in smooth
air conditions,
make
an
approach at
the minimum
recommended airspeed
with full
flaps using
enough
power
to
control
the
glide
path.
(slightly higher
approach
speeds
should
be
used
under turbulent
air
conditions.)
After all
approach obstacles
are
cleared,
progressively
reduce power
and
maintain
the approach-speed by
lowering
it
e
.rose
of
thL
airplani.
Touchdown
should
be
made
with
power
off
and on
the
main
wheels
first. Immediately after
touchdown, Iower
the nose
wheel
and
apply heavy braking
as
required. For maximum
brake effectiveness.
retract ttre
ftapi,
frold
tlie control
wheel
full
back, and apply maximum
brake pressure
without sliding
the tires.
CROSSWIND LANDING
\\rhen landing
in
a strong crosswind,
use
the
minimum flap setting
required for
the
fleld
Iength.
If flap
settings greater than
20o
are used
in
sideslips with
full
rudder
deflgction,
some
elevator oscillation
may
be
felt
at normal approach
speeds.
However,
this
does
not affect control of
the
airpl.ane.
Alihough
the crab
or
combination
method
of
drift correction may
be
used, the
wing-Iow
method gives
the best
control. Aftertouchdown, hold
a
straight co.,."" with the
steerable
nose
wheel
and
occasional braking
if
necessary.
The
maximum allowable crosswind velocity is
dependent upon
pilot
capability
as
well
as
aircraft limitations.
with
average
pilot
technique,
direct crosswinds of
15
knots
can
be
handled
with
safety'
BALKED LANDING
In
a
balked landing (go-around) climb,
reduce
the
flap
setting to
20'
immediately
after
full
power is applied.
If
obstacles must
be
cleared
during
CESSNA
MODEL
172N
1
July
1979
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