Final Approach
Roll out of the turn to final on the extended runway centerline and maintain the appropriate approach speed. An altitude of approximately 300 feet above airport elevation for each mile from the runway provides a normal approach profile. Attempt to keep thrust changes small to avoid large trim changes. With the airplane in trim and at target airspeed, pitch attitude should be approximately the normal approach body attitude. At speeds above approach speed, pitch attitude is less. At speeds below approach speed, pitch attitude is higher. Slower speed reduces aft body clearance at touchdown. Stabilize the airplane on the selected approach airspeed with an approximate rate of descent between 700 and 900 feet per minute on the desired glide path, in trim. Stabilize on the profile by 500 feet above touchdown.
Note: Descent rates greater than 1,000 fpm should be avoided.
With one engine inoperative, the rudder trim may be centered prior to landing. This allows most of the rudder pedal pressure to be removed when the thrust of the operating engine is retarded to idle at touchdown.
Full rudder authority and rudder pedal steering capability are not affected by rudder trim. Because of crew workload and the possibility of a missed approach, it may not be advisable to zero the rudder trim. If touchdown occurs with the rudder still trimmed for the approach, be prepared for the higher rudder pedal forces required to track the centerline on rollout.

Engine Failure On Final Approach
In case of engine failure on visual final approach, use the procedure described in the ILS approach section, this chapter.

Touch and Go Landing - General
The primary objective of touch and go landings is approach and landing practice. It is not intended for landing roll and takeoff procedure training.

Approach
Accomplish the pattern and approach procedures as illustrated.The landing gear may remain extended throughout the maneuver for brake cooling, but be prepared to retract the landing gear if an actual engine failure occurs during go-around. Do not arm the speedbrakes. Select the autobrakes OFF.

Landing
The trainee should accomplish a normal final approach and landing. After touchdown, the instructor selects flaps 20, sets stabilizer trim, ensures speedbrakes are down and at the appropriate time instructs the trainee to move the thrust levers to approximately the vertical position (so engines stabilize before applying go-around thrust). When the engines are stabilized, the instructor instructs the trainee to set thrust.
Note: Flaps 20 is recommended after touchdown to minimize the possibility of a tailstrike during the takeoff.
WARNING: After reverse thrust is initiated, a full stop landing must be made.
At VREF, the instructor calls “ROTATE” and the trainee rotates smoothly to approximately 15° pitch and climb at VREF + 15 to 25 knots. The takeoff warning horn may sound momentarily if the flaps have not retracted to flaps 20 and the thrust levers are advanced to approximately the vertical position.

Stop and Go Landings
The objective of stop and go landings is to include landing roll, braking, and takeoff procedure practice in the training profile.
Note: At high altitude airports, or on extremely hot days, stop and go landings are not recommended.
After performing a normal full-stop landing, a straight ahead takeoff may be performed if adequate runway is available (FAR field length must be available). After stopping, and prior to initiating the takeoff, accomplish the following:
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set takeoff flaps

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trim the stabilizer for takeoff

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place speedbrake lever in the down detent

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place autobrake to RTO

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check the rudder trim

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set airspeed bugs for the flap setting to be used. Perform a normal takeoff.

CAUTION: Do not make repeated full stop landings without allowing time for brake cooling. Brake heating is cumulative and brake energy limits may be exceeded. Flat tires may result. Flying the pattern with gear extended assists in brake cooling.

Missed Approach/Go-Around - All Approaches
The missed approach/go-around is generally performed in the same manner whether an instrument or visual approach was flown. The missed approach/go-around is flown using the go-around procedure described in the Operations Manual. The discussion in this section supplements those procedures.

Missed Approach/Go-Around - All Engines Operating
If a missed approach is required following an autopilot approach, leave the autopilots engaged. Push either GA switch, call for flaps 20, ensure go-around thrust for the nominal climb rate is set and monitor autopilot performance. Retract the landing gear after a positive rate of climb is indicated on the altimeter.
At typical landing weights, actual thrust required for a normal go-around is usually considerably less than maximum go-around thrust. This provides a thrust margin for windshear or other situations requiring maximum thrust. If full thrust is desired after thrust for the nominal climb rate has been established, advance thrust levers manually to maximum go-around thrust.
　
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