PART 1II-HANDLING
(b) In all cases:-
(i) open the throttles smoothly to give the required
r.p.m.
(ii) Raise the undercarriage and the flaps. Ther is no
sink.
(iii) After reaching 160 knots (165 knots on large air-
intake aircraft) commence dlimbing.
69. Instrument approach
(a) The aircraft approach limitations (A.A.L.) are given in
Part II.
(b) The following speeds, flap settings and approximate power
settings are recommended for use during the instrument
approaches with the undercarriage lowered.
|
R.p.m. |
Flaps |
Airspeed knots |
Downwind |
11,000 |
one-third |
145-150 |
Base leg and final |
11,000 |
one-half |
135-140 |
Glide path |
11,000 |
full |
125-130 |
(c) When making an assymetric approach, the above r.p.m.
settings should be increased by 1,500 r.p.m. (approx.) and
¼ flap only should be used on the downwind leg. It is
recommended that the undercarriage is left up until
approaching the glide path but it should be down and
locked before starting the descent. Select full flap imme-
diately prior to reaching the runway threshold.
70. Flapless landing
Maintain 150 knots crosswind with throttles set to 7,000
r.p.m. On turning into wind, allow the speed to fall to
125 knots, maintaining this speed until near the runway
threshold. Close the throttles and cross the threshold at
110-115 knots. The aircraft is in a nose-up attitude but
vision from the front seat is hardly affected. Speed drops
off slowly and the aircraft requires a long landing run. If
necessary, the landing run may be reduced by turning off
the H.P. cocks immediately after touchdown.52
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