Short Field Landing; Balked Landing - Rotax CESSNA 150 Manual

Airplane Flight
Manual Cessna F150L
Nr. 160
Converted with kit 4-12
NS402S with ROTAX 912 S3 and Page:
HOFFMANN HO-V352F/170FQ+10 Revision 1
SPINS
Spins not approved for this airplane (see section 2). To stop an unintentional spin, see.
Emergency section
LANDING
Normal landing approaches can be made with power-on or power-off at speeds of 70 - 80 mph
(60-70 kts) with flaps up, and 60-70 mph (52-60 kts) with flaps down. Surface winds and air
turbulence are usually the primary factors in determining the most comfortable approach
speeds.
Actual touchdown should be made with power-off and on the main wheels first. The nose
wheel should be lowered smoothly to the runway as speed is diminished.

SHORT FIELD LANDING

For a short field landing in smooth air conditions, make an approach at 60 mph (52kts) with 40°
flaps using enough power to control the glide path. After all approach obstacles are cleared,
progressively reduce power and maintain 60 mph by lowering the nose of the airplane.
Touchdown should be made with power-off and on the main wheels first. Immediately after
touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake
effectiveness, retract the flaps, hold full nose-up elevator, and apply maximum brake pressure
without sliding the tires. Slightly higher approach speeds should be used under turbulent air
conditions
LANDING IN SIDE WIND CONDITIONS
When landing in a strong crosswind, use the minimum flap setting required for the field length.
Use a wing low, crab, or a combination
Excessive inflation pressure in the nose landing gear strut can prevent the nose wheel from
turning and impair the controllability during taxi and side wind landings. This can be
counteracted by firmly placing the nose wheel on ground after touch down. This way, the strut
is slightly compressed and thereby allows the pivoting of the nose wheel and thus a safe
steering on the ground..

BALKED LANDING

In a balked landing (go-around) climb, the wing flap setting should be reduced to 20°
immediately after full power is applied. Upon reaching a safe airspeed, the flaps should be
slowly retracted to the full up position