-1 Landing Procedure Addendum
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IMO, on page 165, it should be added that after the nosewheel has been flown to the runway, you should fully extend the speedbrakes while applying aft stick pressure to further help decelerate.
Right now it only mentions aft stick pressure, with the caution about hot brakes.
Source: GR1F-16CJ-1, section 2-26 (page 267/513 in my pdf)
Edit: You’re also not supposed to engage NWS above taxi speed (25kts) unless required to prevent departure from the runway.
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Additionally, most dashes seem to advise putting brakes on only after you have slowed down noticeably in the three point aerobraking config. You cant really slow down a great deal in BMS with the three point aerobraking config though.
I am liking 4.33’s ground handling a lot. Should there be more rolling friction and/or ground effect slowing the aircraft down whilst rolling out on the runway?
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Braking “as required” utilizing maximum aero/passive usage is for best maintenance purposes. The best use of non-wheel braking is:
1. Touch down as early and slow as practical.
2. Land with 80% speed brakes (max in flight constant position)
3. Maintain 13 AOA until 90-100 knots.
4. Speed brakes 100% in 3 point attitude (wait NLG WOW).
5. Stick full aft(more drag, more weight on MLG for braking effectiveness).And yeah, don’t use NWS until turning off the runway at the end until 5-10 knots unless required to maintain within the confines of the runway. You can NWS much faster but it’s very touchy and unnecessary (unless things are going wrong). Differential brakes if available are the best way to get down to taxi speed.
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I hope this was noticed? It’s not really my opinion, but rather direct instruction from the -1 that I’m trying to draw attention to here. Just want BMS to have the best and most accurate documentation it can.
