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SECTION IiI
THE
PIPER
COMANCHE
During the approach,
the landing gear can be
lowered
at
speeds
under 150 MPH,
preferably on the downwind leg.
The
airplane should be trimmed to approach speed of about 85 MPH
' and flaps extended.
The flaps can be lowered at speeds
up to
125MPH,
if desired.
The propeller should be set atfull RPM or
at a high cruising RPM to facilitate an emergency go-around if
needed.
The amount of flap used during landings andthe speedof the
aircraft at contact should be varied according to the wind,
the
landing surface, and other factors.
It is always best to contact
ground atthe minimum practicable speed consistent with landing
conditions.
Normally, the best technique for short and slow landings is
to use full flapand a small amount of power, holding the nose up
as long as possible before andafter ground contact.
Inhighwind
conditions, particularly in strongcrosswinds,
it may be desir-
able to approach the ground at higher
than normal speeds with
partial or no flap.
Maximum
braking effect during short fteld landingscanbe
obtained by holding full back on the control wheel with flaps up
while applying brakes,
This forces thetail downand puts more
load on the main wheels,
resulting in better traction.
On aircraft with a carburetor
installed,
carburetor
heat
should not be applied unless
there is indication of carburetor
icing,
since the use of carburetor heat causes a loss in engine
power
which
may be crucial in the event of a go-around,
and
can induce detonation in this situation.
STOPPING ENGINE
During the landing roll, the flaps should be raised and the
electric fuel pump turned off.
After parking the radios should
be turned off and the engine stopped by pulling the mixture con-
trol out to idle cut-off.
The
throttle should
be left full aft to
avold engine vibration while stopping.
Then
the ignition and
master switches must be turned off and the parking brake set.
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