TM 55-1510-221-10 2. POWER levers - IDLE. 3. Propeller levers - HIGH RPM. 4. Flaps - UP. 5. Gear - UP. 6. Airspeed - V _mo. 0 7.   Ice & rain switches - As requited. 8. Recognition lights - As required. b.   Descent   - Max Rate (Landing Configuration). If  required  to  descend  at  a  low  airspeed  (e.g.,  to conserve airspace or in turbulence), approach flaps and  landing  gear  may  be  extended  to  increase  the rate  and  angle  of  descent  while  maintaining  the slower  airspeed.  To  perform  the  maximum  rate  of descent  in  landing  configuration,  perform  the  follow- ing: 0 1.  Cabin pressurization - Set. Adjust CABIN CON- TROLLER dial as requited and adjust RATE con- trol knob so that cabin descent rate equals one-third aircraft descent rate. 2. POWER levers - IDLE. 3. Propeller levers - HIGH RPM. 4. Flaps - APPROACH. 5. Gear - DN. 6.  Airspeed  -  180  KIAS  maximum. 0 7.  Ice & rain switches - As required. 8. Recognition lights - As required. 8-46.  DESCENT-ARRIVAL. 5. Altimeters - Set to current altimeter setting. 6. Flare/chaff dispenser arm-safe switch - SAFE. 7.  Flare/chaff  dispenser  safety  pin  (electronic module)  -  Insert. * 8. Crew briefing - Complete. 8-47.  BEFORE  LANDING. 1. Propeller synchronization switch - OFF. 0 2.  Autofeather switch - ARM. 3. Propeller levers - As required. NOTE Perform  the  following  checks  prior  to  the  final descent  for  landing. Cabin  pressurization    -   Set.   Adjust   CABIN CONTROLLER dial as required. Ice & rain switches - As required.           Windshield anti-ice - As required. NOTE Set windshield ANTI-ICE to normal or high as required well before descent into icing condi- tions or into warm moist air to aid in defogging. Turn off windshield anti-ice when descent is completed to lower altitudes and when heating is no longer required. This will preclude pos- sible  wind  screen  distortions. 4. Recognition lights - ON. During approach, propellers should be set to 1900 RPM to prevent glideslope interference (ILS  approach),  provide  better  power  response during approach, and minimize attitude change when advancing propeller levers for landing. 4. Flaps (below 198 KIAS) - APPROACH. 5. Gear - DN. 6. Landing lights - As required. 07. Brake deice - As required. 8-48. 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 LAND- ING 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 main- tain  a  constant  descent  by  controlling  the  descent with  power  and  airspeed  with  elevator.  Transition smoothly from approach to landing attitude. Touch- down  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.  Immedi- ately 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  pro- vide increased performance and more respon- sive controls however, performance data are not available for approach at this slower airspeed. 8-20 Change 3