Cessna Skyhawk Owner's Manual page 24

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 IN 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