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.

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