because it is probably why the aircraft got high in the first place. Do not
reduce power excessively. DO NOT attempt to correct for being high
once over the runway. Attempting to do so will result in a hard landing,
which could cause structural damage to the aircraft.
LOW - NEVER accept being low. To correct a low situation add power
and raise the nose to maintain airspeed. The nose attitude correction is
vital. Attitude must be adjusted if the correction is to be timely. Adding
power alone will merely accelerate the aircraft.
FAST - To correct, reduce power slightly while simultaneously applying
slight backpressure on the stick. Readjust power when the aircraft
decelerates to the proper airspeed.
SLOW - To correct, add power and apply forward pressure to the stick to
increase airspeed. Reduce power and readjust nose attitude when the
aircraft reaches the proper airspeed.
Perform Landing Checklist up to flaps prior to the abeam.
Maintain proper downwind, parallel runway at ¾ wingtip distance, pattern
altitude, and 100 knots, using approximately 500-550 ftlbs. of torque. TRIM.
Transition (prior to the 180º position)
Power reduced to approximately 300 ftlbs. torque (275 NF).
Flaps full down/or remain up for a no-flap approach.
Trim left rudder for the power reduction and up elevator.
Opposite the intended rollout position, simultaneously lower the nose to the
90/95-KIAS approach attitude and smoothly turn towards the 90º position.
Make appropriate UHF radio transmission.
Make necessary corrections throughout the approach using power to control rate
of descent and nose attitude to control airspeed.
Retrim the aircraft throughout the approach.
Check and report the Landing Checklist complete over the ICS. This should be
one prior to the 90º position.
Vary AOB and power as necessary to arrive at a proper 90º position; 90/95
KIAS, 450 feet AGL, perpendicular to the runway.
7-14 LANDING PROCEDURES