PART 1II-HANDLING

    (c)  Approach and landing

          (i) Turn across wind at 140 knots with ap[proximately
              8,500 r.p.m. selected.  Lower full flap when required
              and start the final approach at 125 knots.  To ensure
              immediate engine response maintain at least 7,000
              r.p.m. until certain of landing.  Reduce the speed pro-
              gressively and cross the threshold at:
                 Normal load, two pilots	..	105 knots
                *Max. landing weight, 14,700 lb.	110 knots

          * The aircraft is at maximum landing weight when carrying full
          internal fuel and two pilots.                     

         (ii) If the speed is allowed to fall off early in the approach,
              considerable power will be required to reduce the rate
              of sink.

        (iii) If the windscreen wiper is being used, it may stop
              while full flap is being lowered.
              
         (iv) The landing is straightforward and presents no
              difficulty.

    (d)  Braking

         To achieve aerodynamic braking, hold the nosewheel off
         the runway but avoid an excessive nose-up attitude as the
         elevator remains effective down to about 80 knots and it is
         possible to strike the tail on the ground.  When the nose-
         wheel is on the ground, apply brakes progressively and con-
         tinuously.  If it is essential to obtain the shortest landing
         run, in cases of necessity, lower the nosewheel on to the
         runway shortly after touch down and apply full brake,
         holding it on continuously.  If landing on a wet runway,
         intermittent braking is more effective, as there is less like-
         lihood of the wheels locking when using this method.

    68.  Going round again
    
    (a)  The power required and the fuel used depends on when the
         decision to go round again is taken.  If the decision is made
         on the approach at approximately 300 feet and it is essen-
         tial to conserve fuel, the use of 12,000 to 13,000 r.p.m. will
         give a satisfactory performance.  Going round again under
         these conditions requires approximately 15 gallons of fuel.
         Going round again after touchdown is straightforward,
         using full power initially.  The fuel consumption in this
         case is higher and approximately 30 gallons of fuel should
         be allowed for the complete circuit.

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