5.11. Normal landing.

p. 69

5.11.1. Objective. Land in proper landing zone, in proper landing attitude, and on speed (Table 5.1.).

p. 69

5.11.2. Description. The landing is divided into three phases: (1) roundout, (2) flare and touchdown, and (3) landing roll. Each of these phases serves as a transition from the previous phase to the next. The roundout serves as the transition from final to the flare. The flare is used to reduce energy in the transition from final to landing airspeed. The landing roll serves as the transition from landing to taxi. Groundspeed is reduced straight ahead on the runway until at safe taxi speed.

pp. 69-70

5.11.3. Procedure.

p. 70

5.11.3.1. Roundout. Use slight back stick pressure to reduce decent rate to a near horizontal flight path. Start a smooth power reduction to slow from final approach speed as the aim point is shifted further down the runway. At the threshold, airspeed should be approximately 10 KIAS below final speed (amber donut with upper green chevron on AOA indexer).

p. 70

5.11.3.2. Flare and Touchdown. In the flare, back stick pressure is slowly increased as power is reduced to idle and airspeed further decreases. The aircraft will be in a slight descent or level flight depending on altitude, airspeed, power setting, and rate of deceleration.

p. 70

5.11.3.2.1. Use caution to avoid excess back stick which could lead to a climb in the flare. Flare at a rate proportional to the rate of descent. For example, higher descent rates require faster application of back stick to attain normal descent rate prior to touchdown and prevent a firm landing. Similarly, a lower than normal descent rate requires slower control stick movement to prevent a high flare.

p. 70

5.11.3.2.2. As the nose rises, forward visibility is reduced and peripheral vision becomes the key factor in height and drift assessment. Continue back stick pressure to increase the pitch attitude until the proper landing attitude is reached, which is spinner on the horizon (approximately 7-10 degrees nose high). As descent rate and airspeed decrease, the aircraft gently settles onto the runway approximately 20 KIAS below final speed (upper green chevron only on AOA indexer). Touchdown is simply an end to the flare and should occur as landing speed is attained. Ensure PCL is idle at touchdown.

p. 70

5.11.3.2.3. In the flare, power can compensate for errors in judgment. Faster or slower power reductions can compensate for errors made in the roundout and early flare. While a momentary actuation of the stick shaker may occur just prior to touchdown, apply power and go around any time control effectiveness is lost, the aircraft experiences an approach-to-stall indication during a high flare, balloon, or at any phase of the roundout or flare where the aircraft is not in a position to safely touchdown.

p. 70

5.11.3.2.4. Go around if an excessively long touchdown will occur. An excessively long touchdown can be considered as unable to stop the aircraft in the runway remaining.

p. 70

5.11.3.2.5. Ensure feet are not on brakes when aircraft touches down.

p. 70

5.11.3.3. Landing Roll. Maintain the landing attitude after touchdown. Below approximately 80 KIAS on a full-stop landing, slowly relax back stick pressure to smoothly lower the nose gear to the runway unless needed to affect stopping distance. Avoid banging the nose gear.

p. 70

5.11.3.3.1. With the nose gear on the runway position the feet so the balls of the feet are on the top of the rudder pedals and smoothly apply brakes and increase back stick pressure. This increases weight on the main gear and helps prevent the nose gear from digging in, however, do not allow the nose gear to lift off the runway. Continually increase back stick and brake pressure as the aircraft decelerates (i.e., no “brake check” and coast). Always brake in a straight line; do not turn and brake. Maintain directional control with rudder and/or brakes. Use caution to avoid over controlling when applying brakes.

pp. 70-71

5.11.3.3.2. At speeds below 80 KIAS, the chances of approaching optimum braking action are greatly increased. Use caution when braking at speeds above 80 KIAS. The physical limitations of the tire and brake system make it extremely difficult to consistently achieve maximum braking action, particularly at high speeds, as lift reduces the weight component. A single, smooth application, with increasing pressure as airspeed decreases, offers the best braking potential. Do not allow the wheels to lock during braking. Once a wheel is locked, it may be necessary to completely release brake pressure to allow wheel rotation.

p. 71

5.11.3.3.3. Confirm N1 reduction from 67 to 60-61 percent shortly after main gear touchdown (approximately 4 seconds).

p. 71

5.11.3.3.4. A good technique to check if the appropriate braking has been used and alleviate the need for excessive braking at the end of the runway is to use three times the speed of the remaining runway in thousands of feet. For example, ground speed should be no greater than 90 knots for 3,000 feet remaining, 60 knots for 2,000 feet remaining, and 30 knots for 1,000 feet remaining.

p. 71

5.11.3.3.5. Select NWS after the aircraft is at a normal taxi speed and the rudder pedals are centered. Cross-checking the groundspeed on the GPS display may help ensure the aircraft is at a normal taxi speed. At higher speeds, NWS is extremely sensitive and should only be used if directional control cannot be maintained with rudder and brakes. Intercept taxi line to transition from the runway to the taxiway.

p. 71

5.11.3.3.6. If you encounter nose wheel shimmy during the landing roll, apply back stick pressure to relieve weight on the nose wheel, and then gently release pressure to reestablish contact with the runway. If condition persists, reapply back stick pressure.

p. 71

5.11.3.3.7. A low runway condition reading (RCR), such as wet or icy runway will decrease controllability after landing.

p. 71

5.11.3.4. Landing on Alternate Sides of the Runway. When landing on alternate sides of the runway, plan to land near the center of the runway (e.g., main gear to wingtip on the centerline). The side of the runway closest to normal turnoff routes is known as the “cold” side; the side away from the normal turnoff is the hot side. Landing in the center of the runway is permissible if traffic and local procedures permit.

p. 71

5.11.3.5. Landing Considerations with Crosswinds. Introduce crosswind controls (wing-low) as required on short final. This requires just enough rudder deflection to align the nose of the aircraft with the runway and sufficient aileron deflection into the wind to stop drift. Crosswind controls increase drag, deceleration rate, and stall speed similar to a slip. A small addition of power may be necessary to counter these effects.

p. 71

5.11.3.5.1. If power is used during the flare, retard the PCL to idle at touchdown. Crosswind controls must be held through touchdown and landing roll to prevent the upwind wing from rising and the aircraft from skipping. With significant crosswinds, expect one main gear (upwind) to touchdown before the other.

pp. 71-72

5.11.3.5.2. As the airspeed decreases, crosswind control deflection must increase to achieve the same effect. Proper use of aileron prevents a crosswind from lifting the upwind wing. When rudder effectiveness is lost, full aileron deflection may be necessary. In crosswinds greater than 10 knots, plan to use TO flaps or flaps UP and touchdown at final airspeed minus 10 knots. The aircraft may float farther than normal before touchdown due to the extra airspeed.

p. 72

5.11.3.5.3. When introducing crosswind controls (wing-low), a common memory aid is the acronym RAP:

p. 72

5.11.3.5.3.1. R - Rudder to align the nose with the runway.

p. 72

5.11.3.5.3.2. A - Aileron into the wind to prevent drift.

p. 72

5.11.3.5.3.3. P - Power to counteract increased drag (uncoordinated flight).

p. 72

5.11.4. Techniques. When and how these techniques are accomplished will vary based on speed, weight, winds, flap setting and other factors.

p. 72

5.11.4.1. Roundout.

p. 72

5.11.4.1.1. Execute “Crack-Shift-Idle-Flare”.

p. 72

5.11.4.1.1.1. Crack: approximately 500-1,000 feet short of the aim point, gently make a slight reduction (“crack”) in power from final approach power setting. Use caution to avoid making overly aggressive power reduction. Typically, torque should remain above 5-9%.

p. 72

5.11.4.1.1.2. Shift: increase back stick pressure slightly to reduce sink rate that results from reduced power and apply slight nose-up trim. This will cause the aimpoint to shift slightly down the runway. When shifting aimpoint down the runway, it is crucial to shift eyes to focus on the end of the runway or horizon and perceive the sink rate of the aircraft. Continue to hold the new aim point. Focusing on the point of expected touchdown makes the ground rush less apparent.

p. 72

5.11.4.1.1.3. Idle: begin further power reduction as aim point is shifted down the runway. The earlier power reduction, the slower the rate will be.

p. 72

5.11.4.1.1.4. Flare: over the runway threshold at approximately 5-10 feet AGL, shift aim point further to the EOR and establish a near level flight picture.

p. 72

5.11.4.1.2. Alternatively.

p. 72

5.11.4.1.3. Approximately 1,000 feet short of the aim point, reduce power to approximately 10 percent torque (about a knob width). Increase back stick pressure slightly and apply nose-up trim.

p. 72

5.11.4.1.4. Approximately 2 seconds after power is reduced (500 feet from aim point), start to shift aim point to the EOR.

p. 72

5.11.4.1.5. Begin further power reduction as aim point is shifted. The earlier power reduction, the slower the rate will be.

p. 72

5.11.4.2. Flare and Touchdown.

p. 73

5.11.4.2.1. Apply back stick pressure at the same rate that the aircraft settles toward the runway, achieving the takeoff pitch picture. This allows for controlled deceleration and altitude loss. Aft elevator trim can be used to reduce the control stick pressure. In a fully flared, fully trimmed landing, the aircraft symbol will reach the second (upper) tick on the trim control panel.

p. 73

5.11.4.2.2. Reduce power throughout flare. Base the reduction rate on total energy (height, sink rate, airspeed, and control effectiveness). Once landing is assured, smoothly set the PCL to idle.

p. 73