PART IV - EMERGENCY HANDLING
(iii) If electrical failure occurs before Manual can be
selected, to keep in Power, windmilling r.p.m. should
be maintained as high as possible and control move-
ments be kept to a minimum; if a reversion to Manual
then follows, reduce airspeed (not below 170 knots)
to decrease windmilling r.p.m. and use the controls
excessively to avoid a rebuild of pressure. If pres-
sure rebuilds the landing is likely to be extremely
hazardous, and it is recommended that the aircraft
be abandoned.
(iv) If a false anchorage occurs with no electrical power
available it can only be cleared as described in
para. 88. If for any reason this is not possible the
aircraft must be abandoned.
e AL1 (d) If electrical power is still available, the undercarriage
and flaps may be lowered by means of the normal
systems, but the services will take longer than usual to
lower. If electrical power is not available, the emergency
systems can be used, but the undercarriage, once locked
down, cannot be retracted either in the air or on the
ground in the event of overshooting, and the flaps can
only be lowered to the fully-down position.
f AL1 (e) (i) If a forced landing on an airfield is being made
attempt to arrive overhead at approx. 7,000 ft. or
above.
(ii) Plan a Manual approach and aim to be downwind
opposite the caravan at a minimum of 4,000 ft.
A.G.L. or above, depending on prevailing wind
conditions, at 175 knots.
(iii)Turn across wind maintaining speed at 175 knots,
and when it is certain that the touch-down point can be
reached select full flap.
(iv) Maintain 175 knots on the final approach and aim
to cross the threshold at 150 knots. In Manual the
pull force to roundout from a glide approach is
large.
NOTE.-1. Experience suggests that it is preferable to
lower the undercarriage when making a forced
landing on an aerodrome or in open country.
In the down position it absorbs much if not
all of the initial impact, assists in retarding
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