JOINT ADVANCED MULTI-ENGINE T-44A
threshold at 95 KIAS. Slowly close the power levers while bringing the nose up (flare). Beware of porpoised
and/or flat landings.
Full Stop Landing. Dual-engine full-stop landings may be made in any flap configuration. Crosswind
corrections must be maintained throughout the landing rollout. Once the nosewheel is on the runway, lift
the power levers over the detent and smoothly pull into reverse range. Reverse will be as required
depending upon circumstances. Prolonged full reversing with resultant airframe vibration, engine noise,
and possible prop erosion should be avoided. Augment with smooth, even braking as required. Prop
reverse is more effective at higher airspeeds and brakes more effective at lower airspeeds. Scan the length
of the runway to maintain centerline. Come to a slow taxi prior to making any abrupt turns to avoid
stressing the gear. The After Landing Checklist should not be commenced until clear of the runway.
If a landing is made with props inadvertently left at 1900 RPM, slowly advance the props full forward prior
to utilizing reverse, or stop using brakes only.
Touchdown. It is critical to maintain proper alignment on touchdown. Scan down the entire length of the
runway and keep the centerline between your legs. Do not fixate on a spot near the aircraft. Utilize
rudders to keep the nose parallel and aileron to maintain position. If a crosswind correction is required, the
upwind mainmount should touchdown before the downwind one. The nosewheel must touch down last.
Maintain corrections throughout the landing and rollout. No large control inputs are required or desired.
Ideally, power levers will be at idle when the aircraft touches down on all normal landings.
A porpoised landing may occur if the nosewheel touches down before the mainmounts. The nose will generally
bounce back-up and induce an uncontrollable oscillation until airspeed decreases below 40-50 KIAS. If a porpoised
landing is encountered, immediately reduce power levers to idle and apply back pressure to maintain a "flare
attitude" until the oscillation stops, and then accomplish a full stop landing. A waveoff is not recommended due to
proximity to Vsse and Vso. It is better to accept a hard or rough landing rather than attempt a waveoff.
NOTE: The transfer of controls from the instructor to the student on the deck during the touch and go sequence is
prohibited. There must be no question as to who has the controls during this critical phase of flight.
Taxi At Cabaniss. Clear the runway as soon as possible at the first available turnoff. Come to a slow taxi
prior to making any abrupt turns to avoid stressing the gear. Complete the After Landing Checklist.
Normally seat changes are made on the ground, but may be made in the pattern at a minimum of 800'. On
the ground, the aircraft must be stopped with the parking brake set and brakes pumped firm before
performing a seat change.
If no other aircraft is in the pattern, Tower may authorize "Back taxi down the runway." Do not use the
terminology "back taxi" unless requesting taxi on the duty runway. Taxi in accordance with Course Rules.
Prevailing winds from the Southeast favor runway 13 throughout most of the year. If taxiing to runway 13,
you may request, "Taxi base of the tower." Complete the abbreviated Takeoff Checklist enroute. The PAC
should direct the PNAC to complete items that might divert attention from outside the aircraft. Nearing the
base of the tower, you may request, "Taxi around the horn" if continuing to runway 13. "Taxi around the
horn" is a clearance to taxi momentarily onto the duty runway and then make a quick exit enroute to the
hold short. Check for aircraft in the pattern prior to requesting, "Taxi around the horn" and be prepared to
keep taxi speed up to prevent fouling the runway. Call for takeoff when ready, and immediately complete
the last five items (auto-ignition included) on the Takeoff Checklist when cleared. Minimum time on the
runway is desired prior to commencing takeoff roll.
NOTE: The transponder is left in standby unless departing the pattern.
Touch and Go Procedures. Touch and go landings are an integral part of the curriculum. They require
concentration, quick scan, and thorough briefing. Maintain crosswind corrections throughout the landing
and rollout. Maintain centerline and alignment. Do not fixate inside the cockpit.
After touchdown the Pilot shall:
Raise the flaps. Only the Pilot positioned in the left seat will move the flap handle on a touch