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ATCM 51-38 1 September 1977 17 banked turn (45º maximum bank throughout the turn) with a shallow rate of descent. Make a gear check after starting the final turn. Airspeed should not be lower than final turn airspeed (AOA on-speed) until a smooth, safe rollout can be accomplished. Use bank and back pressure to accomplish the descending turn onto final approach. Complete the rollout on final approach approximately 1¼ nautical miles from the end of the runway. Adjust pitch attitude to establish a proper final approach angle that passes through approximately 400 feet AGL at 1 nautical mile from the runway. Adjust power as necessary to maintain final approach airspeed (AOA on-speed) while keeping the aircraft on the proper glidepath (nonstandard VASI - red over white). CAUTION: Use of coordinated rudder in the final turn is acceptable. Do not use excessive rudder which will result in uncoordinated flight. If overshooting, do not use excessive bottom rudder in an attempt to prevent the overshoot. Normal Touchdown and Landing Roll The T-38 us already in a partial landing attitude when you have established the proper final approach. Plan to touchdown within the first 1,000 feet of the runway. Your main objective is to strive for a touchdown, with the proper attitude and airspeed, at a point on the runway that provides an adequate safety margin against landing short, yet allows the aircraft to be easily stopped with the available runway. Approaching the runway threshold, use a smooth power reduction to arrive over the threshold approximately 10 knots below the final approach airspeed. Power and pitch changes from this point until touchdown depend on height above the runway, sink rate, airspeed rate of change, and wind conditions. Your primary goal is to attain the proper landing attitude using outside visual references. Be especially aware of wake turbulence approaching the overrun and during the flare. Check the throttles in idle at or just prior to touchdown. On a full stop landing, continue to increase back pressure after touchdown to aerobrake without becoming airborne. Just prior to reaching 100 KIAS, lower the nosewheel to the runway. NOTE: If you increase pitch rapidly to attain aerodynamic braking, it may cause the aircraft to become airborne after touchdown. Gusty surface winds, higher than recommended touchdown speed, or a combination of these factors may aggravate the situation. If the aircraft becomes inadvertently airborne after touchdown, reestablish the landing attitude and fly the aircraft back to the runway. If in doubt, go around. After lowering the nosewheel, check for pedal pressure by gently pressing the brake pedals. When checking the brakes make sure both brakes are pressed an equal amount to prevent possible directional control problems. Proper braking technique is one smooth application, taking full advantage of the available runway. The brakes should be pumped only if a single application provides insufficient pressure. Continue to hold full aft stick pressure while braking to increase the weight on the main landing gear. Maintain directional control with rudder and differential brake pressure during the landing roll. Do not use nosewheel steering except as a last resort when braking and rudder are ineffective. Prior to actuating nosewheel steering, neutralize the rudder pedals to prevent a sudden turn and loss of directional control. NOTE: The most effective method of ensuring minimum stopping distances is to touchdown at the proper airspeed within the first 1,000 feet of the runway. Remain well to your side of the runway as you slow down. If you land on the side opposite the taxiway for turning, stay on your side until approaching the turnoff and clear behind you before crossing. You may turn off the runway at any available taxiway provided you have reached taxi speed using normal landing and braking techniques. Heavyweight Landing If you have to execute a full stop landing heavyweight, you will notice some differences in aircraft handling characteristics as compared to the normal basic-weight landing. Because touchdown speed is higher, the stopping distance is increased. If aerobraking, the nose will settle to the runway prior to the normal 100 KIAS you are accustomed to. Wheel braking will also feel somewhat different. You will initially sense less than usual deceleration in response to normal pedal pressure. Keep the stick full aft and use caution for any possible skidding tendencies. CLOSED TRAFFIC PATTERN Near the departure end of the runway or a locally designated geographical point, obtain clearance for
