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ATCM 51-38 1 September 1977

maximum thrust situations such as you encounter in a single-engine go-around.

CROSSWIND TAKEOFF/LANDING

The following maximum crosswind limitations are established in lieu of those indicated in the flight manual:

   -Solo student - 15 knots.
   -Dual - 25 knots.

TOUCH-AND-GO LANDINGS

At touchdown, lower the nose below takeoff attitude (nosewheel may touch runway), smoothly advance throttles to military, and accelerate to takeoff airspeed (check engine instruments). Establish takeoff attitude and allow the aircraft to fly off the runway. When safely airborne retract the landing gear and proceed as in an initial takeoff.

GO-AROUNDS

NOTE: If a dangerous situation develops, do not attempt to conform to the prescribed traffic pattern ground track. Maintain aircraft control.

To execute a go-around from the final turn:

1. Maintain a minimum of final turn airspeed (AOA on-speed).

2. Retract the landing gear and wing flaps after attaining a safe flying airspeed and climb or descend to 500 feet above the terrain.

3. It is not necessary to clear the runway during a go-around if the runway is visually clear.

To execute a go-around from the final approach or landing phase:

1. Advance the throttles to military or maximum as required.

2. Establish a safe flying speed (AOA on-speed-minimum) and positive climb, then retract the landing gear. Ensure sufficient airspeed prior to retracting the wing flaps.

3. It is not necessary to clear the runway during a go-around if the runway is visually clear.

4. Maintain 500 feet AGL.

If an aerial go-around is not possible, continue to fly the aircraft to touchdown. Do not try to hold the aircraft off the runway in a nose-high attitude; make a touchdown and lower the nose below takeoff attitude, increase power to military (or maximum, if required) check engine instruments, and continue the go-around.

Notify the RSU when you initiate an airborne-go-around if appropriate.

LANDING IRREGULARITIES

Common Errors in Landing

Explanations of landings up to this point have been devoted mainly to situations in which landings were correctly performed. There are several errors that pilots may commit while developing/maintaining landing proficiency. It is important that you be thoroughly familiar with cause, effects, and proper recoveries from these situations.

Balloon/Bounce. There are several reasons why an aircraft balloons. All are associated with improper application of control pressures as you approach the runway. Some examples are overrotation, abrupt flare, over-aerobraking, etc. A bounce will result in a situation similar to ballooning. The aircraft leaves the runway due to a hard landing, caused by an incomplete flare, dropped in landing, or other irregularity. The corrective action for a bounce or balloon is the same. For minor deviations, a landing may be made by reestablishing the landing attitude and continuing the touchdown. For large or pronounced deviations, perform a go-around immediately. Simultaneously apply power to military or maximum (as required) and lower the nose to a safe pitch attitude (you may be nose-high) while maintaining directional control. It may be necessary to fly the aircraft back to the runway while waiting for acceleration.

Overrotation can occur during initial or touch-and-go takeoffs.  It is caused by an abrupt or excessive application of back pressure in relation to the airspeed. This can cause a premature lift-off (low speed) with some buffet. Maintaining landing attitude while applying power for touch-and-go takeoffs also may cause a premature lift-off.

To correct these situations, lower the nose to the normal takeoff attitude, select afterburner, if necessary, and allow the aircraft to accelerate.

Porpoise. Improper control inputs during the touchdown can cause the T-38 to porpoise. The porpoise is a series of bounces between the main gear