PART III - HANDLING
will remain at maximum pressure. If a hydraulic
pipe is fractured, a lower than normal pressure
will be indicated initially and this will decrease
at a rate depending on the size of the fracture.
The check should not be repeated because at
each operation hydraulic oil will be lost.
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A.L.1 2. Landing with symmetric or asymmetric stores presents no
Page 78(c) difficulty. When landing at low fuel states, with RP's re-
Page 77 tained and with ammunition expended maximum nose-
down trim is required. If inboard drop tanks are also
carried there will be insufficient nose-down trim available;
to avoid a moderate push force on the approach not more
than 38°flap should be selected
(c) Final approach
(i) Turn across wind at 160 knots aiming to lower full flap on the
final stages. Steep approaches are not recommended.
(ii) To ensure most rapid engine response maintain at least 4,500
r.p.m. until finally committed to a landing. Under conditions of
high wind or gustiness it is more comfortable if the speeds below
are increased by 5 knots.
(iii)The recommended speeds, in knots, at the runway threshold:-
At normal landing weight
No ammunition, 800 lb. or less fuel remaining 130
At maximum landing weight
No ammunition, 1,800 lb. fuel remaining 135
Full ammunition, 1,100 lb fuel remaining 135
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79. Landing
(a) As the touch-down point is approached, the rate of
descent should be checked and the aircraft flown gently
on to the ground at about 5-10 knots less than the run-
way threshold speeds. Holding off may result in an
excessive nose-up attitude with the subsequent danger of
dropping a wing; if the latter occurs, corrective aileron
may be effective in raising the wing, but will cause the
aircraft to yaw markedly in the direction of the down-
going wing. The nosewheel can be held off at speeds
down to about 70 knots, but the shortest run is achieved
by putting the nosewheel firmly on to the runway and
applying the brakes.
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