PART IV - EMERGENCY HANDLING
the aircraft, and, providing that electrical
power is available and that the emergency
lowering system has not been operated, it
may be retracted after touch-down if neces-
sary. With the undercarriage up, the aircraft
must be lowered gently on to the ground at
the normal speed; if the speed is too low a
wing drop is likely to occur, and if the speed
is too high the aircraft is prone to bounce,
the initial impact having a damaging effect
on the cockpit.
2. With the undercarriage down, the rate of
descent is high, and it increases rapidly as
speed is reduced below 180 knots.
3. For practice forced landings, a flap setting
AL1 of 3023° and 4,5005,300 r.p.m. (min) will give a
rate of descent comparable with an engine-
off glide.
95. Undercarriage and flaps emergency operation
NOTE.-Both systems operate independently of their
normal selectors. When Mod. 428 is incor-
porated both systems are isolated from the
powered control hydraulic system. Thus when
either emergency system is operated the power
controls will be unaffected, i.e., no jettisoning
of hydraulic fluid will occur and the drills con-
tained in (a) (iii) and (iv) and (b) are no longer
necessary.
(a) Undercarriage
(i) If the undercarriage fails to lock down by normal
selection when both electric and hydraulic systems
are serviceable repeated raising and lowering and the
application of side-slip or G may have the desired
effect.
(ii) If all attempts to lower the undercarriage (or any
unit of the undercarriage) by the normal system
fail, the emergency system should be used. How-
ever, if electrical and hydraulic power is normal and
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