Specifications

SECTION IV
MODEL 560 OPERATING INFORMATION
SPECIAL PROCEDURES
SHORT FIELD OPERATION
For takeoff, taxi into position as close to the approach end as possible and apply takeoff thrust while
holding the brakes. FAA Approved Airplane Flight Manual takeoff field length data assumes a static run-up
and use of all available runway. When specified thrust is set, release the brakes. Rotate smoothly right at
V
R
as a delay will result in degradation of takeoff performance. Retract the gear when positively climbing
and climb at V
2
(V
2
+10 KIAS Multi-engine) with T.O. (7 degree) or T.O. & APPR. (15°) flaps until clear of
any obstacles.
Landing field length data in the FAA Approved Airplane Flight Manual assumes a steady 3 degree
approach angle and a threshold crossing speed of V
REF
at an altitude of 50 feet, with thrust reduced to idle
at that point. In practice, it is suggested that for minimum field operations the threshold be crossed at a
comfortable obstacle clearance altitude allowing some deceleration to take place approaching the runway.
Touchdown should occur with maximum available runway remaining at minimum safe speed.
The energy to be dissipated during rollout is directly related to airplane weight and velocity at
touchdown. Although weight is normally dictated by cabin loading and reserves required, flight planning into
short fields should include avoiding carrying excessive weight in stored fuel. This consideration offers the
side benefit of improved enroute performance. Velocity is something that can be controlled in nearly every
case. Precise speed control is important in the short field environment. A one percent increase in speed
will require approximately two percent more rollout distance. Excessive speed and late throttle reduction
will also increase “float” prior to touchdown.
In general, short field landings are accomplished the same as normal landings except for heavier
braking and closer attention to touchdown point and speed. A stabilized approach at V
REF
provides the
best possible starting point because any corrections necessary will be small. Establish a glide angle that will
safely clear any obstacles and result in touchdown as comfortably close to the approach end as feasible.
Avoid a very flat approach as they generally result in excessive power being required in close and the
vertical gust protection margin is reduced. At approximately 50 feet AGL, power reduction is normally
begun to cross the threshold at a speed not in excess of V
REF
. Check the throttles at idle and avoid an
excessive flare that may cause the airplane to float. Deceleration will take place much more rapidly on the
runway than it will airborne.
If thrust reversers are not used, extend the speed brakes while lowering the nose and commence
braking with steady maximum pressure. Once braking has begun, back pressure on the yoke will create
elevator drag without affecting weight on the gear providing the nose wheel is not lifted off the runway.
For landings utilizing thrust reversers, after touchdown on the mains, lower the nose, extend speed
brakes, apply wheel brakes, and deploy the thrust reversers. Forward pressure on the yoke should be
applied during reverser deployment. Check illumination of the ARM, UNLOCK and DEPLOY lights. Once
the thrust reversers are deployed, apply maximum reverse thrust power. Once braking has begun and
maximum reverse power is reached, back pressure on the yoke will provide additional weight on the main
gear providing the nose is not raised. At 60 KIAS return the thrust reverser levers to the idle reverse detent
position. Leave the thrust reversers deployed for aerodynamic drag and idle reverse thrust.
I 56OMB-01 Configuration AA 4-19