PART IV-HANDLING
(iv) The roundout should be commenced at the following
speeds:-
Typical service load .. 100 knots
Maximum landing weight .. 105 knots
NOTE.-When lowering full flap a marked nose-up change
of trim occurs necessitating a large forward
movement of the control column. The counter-
acting force required is not great and should be
provided by movement of the control column
rather than by retrimming, as the nose-up ten-
dency largely disappears when the flaps are fully
down and speed is reduced on the final part of
the approach.
(b) Landing
The aircraft should not be stalled onto the ground, but
the rate of descent checked, and when the main wheels
touch, the control column moved gently backwards to
keep the nose-wheel off the ground and to provide
maximum aerodynamic braking. The elevator remains
sensitive at low speeds and coarse movements of this
control must be avoided. When the nose-wheel is
firmly on the ground, the brakes should be used gently
at first as it is possible to cause nose-wheel shimmy
by harsh usage. Continuous or intermittent braking may
be effected.
NOTE.-Should it be necessary to land with the isolating
switch ON the landing run will be longer as the
idling r.p.m. will be higher.
75. Going round again
(a) Open the throttle fully. Application of power produces a
nose-up change of trim, which can be held without
retrimming.
(b) Retract the undercarriage. 56
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