not possible, you must consider the effect of crosswind in determining the best runway to attempt a
landing. A crosswind component of more than 5 knots from the bad tire side is highly undesirable. It is
recommended to accept a quartering-tailwind from the good tire side rather than landing with more than 5
knots from the blown tire side. Land on the good tire side of the runway and simultaneously retard power
and counter the swerve with rudder pedal input. Do not use high-gain nose wheel steering. Applying full
forward stick can increase low-gain NWS effectiveness. Judicious application of brakes below 100 KIAS
can help increase directional control (care must be taken to avoid blowing the remaining tire since anti-skid
is off). If directional control of the aircraft is lost and high-speed departure of the runway is imminent,
ejection should not be delayed. Pilot proficiency and ability to counter the swerve should be considered
prior to attempting a roll-out landing. A gear-up landing or a controlled ejection may be required. If both
main tires are blown, an arrested landing shall be used to recover the aircraft. For more clarification,
consult the T-45 NATOPS.
A go around is prescribed in the Brake Failure-Landing and the Swerve on Touchdown procedures. The
decision to execute a go round for any unsafe condition must not be delayed. Once the decision to go
around is made, initiate the go around according to NATOPS procedure. The prompt, but smooth applica-
tion of aft stick (up to full aft stick without exceeding 24 units AOA) will reduce time on deck. Directional
control and indicated airspeed are the critical factors the pilot should consider in determining whether to go
around or stay on the runway . If directional control of the aircraft is lost, and high speed departure of the
runway is imminent, ejection should not be delayed.
Stall speeds with approach power and gross weight of 11,500 lbs are:
NOTE: Liftoff will be prolonged under hot, humid, and/or high altitude conditions.
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