TM 55-1510-220-10 8-47.  OBSTACLE CLEARANCE APPROACH AND MINIMUM RUN LANDING. When  landing  over  obstacles  that  require  a  steeper than  normal  approach  path,  or  when  greater  precision  is required   due   to   restricted   runway   lengths,   the   "Power Approach/Precision Landing" technique should be employed   as   follows:   Prior   to   intercepting   the   descent path,     complete     the     LANDING     check     and     stabilize airspeed   (V ref )   at   1.2   times   power-off   stall   speed   in landing configuration (V so ).  After intercepting the desired approach angle maintain a constant descent by controlling the    descent    with    power    and    airspeed    with    elevator. Transition   smoothly   from   approach   to   landing   attitude. Touchdown  should  be  made  on  the  main  gear  with  the nose slightly high, with power as required to control rate of descent   for   a   smooth   touchdown.      Immediately   after touchdown, allow the nosewheel to make ground contact and apply full reverse power and braking, as required.  If possible, remove reverse thrust as the aircraft slows to 40 KIAS to minimize propeller blade erosion. NOTE Using 1.2 x (V so ) for approach airspeed will provide  increased  performance  and  more responsive  control;  however,  performance data  are  not  available  for  approach  at  this slower airspeed. 8-48.  LANDING. CAUTlON Operation  on  unimproved,  soft,  or  rough surfaces  are  not  recommended  for  aircraft not  equipped  with  a  high  flotation  landing gear. CAUTlON Except in an emergency, propellers should be moved out of reverse above 40 knots to minimize    propeller    blade    erosion,    and during crosswind to minimize stress imposed on propeller, engine and airframe. Care must be exercised when reversing on runways  with  loose  sand  and/or  dust  on the   surface.      Flying   gravel   will   damage propeller  blades  and  dust  may  impair  the pilot's   forward   visibility   at   low   airplane speeds. Performance     data     charts     for     landing     computations assume    that    the    runway    is    paved,    level    and    dry. Additional runway must be allowed when these conditions are not met.  Refer to Chapter 7 for landing data.  Do not consider headwind during landing computations; however, if   landing   must   be   downwind,   include   the   tailwind   in landing distance computations.  Plan the final approach to arrive at 50 feet over the landing area at approach speed (V ref )  plus  1/2  wind  gust  speed.    Perform  the  following procedures as the aircraft nears the runway: 1. Autopilot and yaw damp - Disengaged. 2. Gear down lights - Check three green. 3. Propeller levers - HIGH RPM. a. Normal    Landing.        As    the    aircraft    nears    the runway,  flare  slightly  to  break  the  rate  of  descent  and reduce power smoothly to idle as the nose of the aircraft is rotated to landing attitude.  Avoid the tendency to ride the ground effect cushion while waiting for the aircraft to slow down to a soft landing.  As the aircraft touches down, gently    lower    the    nosewheel    to    the    runway    and    use reversing, brakes, or beta range, as required.  If reversing is used, remove reverse power as the aircraft slows to 40 KIAS to minimize propeller blade erosion. b. Crosswind   Landing.      Refer   to   Chapter   7   for recommended (V ref ) speeds.  Use the "crab-into-the-wind" method  to  correct  for  drift  during  final  approach.    The "crab"   is   changed   to   a   slip   (aileron   into   wind   and   top rudder)  to  correct  for  drift  during  flare  and  touchdown. After  landing,  position  ailerons  as  required  to  correct  for crosswind effect.  For crosswind exceeding the published limits, a combination "slip and crab" method at touchdown should be used. c. Soft  Field  Landing.    When  landing  on  a  soft  or unprepared surface such as mud, tall grass, or snow, plan a   normal   power   approach   with   flaps   fully   extended. Decelerate  to  the  slowest  possible  airspeed  just  prior  to touchdown,   using   power   to   control   the   final   rate   of descent   to   as   slow   as   possible.      Do   not   stall   prior   to touchdown  as  the  nose  attitude  and  rate  of  descent  will become   unacceptable.      On   touchdown   apply   full   back (aft) elevator and then reduce power slowly.  Do not use brakes   unless   absolutely   necessary.      Every   precaution must be taken to prevent the nose wheel from digging into the surface. d. Touch-and-Go  Landings.    The  instructor  should select    a    point    on    the    runway    where    all    pre-takeoff procedures will have been completed prior 8-22