Downwind 1. Flaps–approach position 2. Gear down 3. Before landing checklist Final 1. Gear–check down 2. Flaps–landing position Airspeed–1.3 V$_{SO}$ or manufacturers recommended Base Leg 1. Gear–check down 2. Check for conflicting traffic 2 3 4 5 Approaching Traffic Pattern 1. Descent checklist 2. Reduce to traffic pattern  airspeed and altitude 1 until the airplane has been brought to a halt when clear  of the active runway. Exceptions to this would be the rare  operational needs discussed above, to relieve the weight  from the wings and place it on the wheels. In these cases,  AFM/POH guidance should be followed. The pilot should  not indiscriminately reach out for any switch or control on  landing rollout. An inadvertent landing gear retraction while  meaning to retract the wing flaps may result. If runway length is critical, or with a strong crosswind,  or if the surface is contaminated with water, ice or snow,  it is undesirable to rely solely on aerodynamic braking  after touchdown. The full weight of the airplane should  be placed on the wheels as soon as practicable. The wheel  brakes are more effective than aerodynamic braking alone  in decelerating the airplane. Once on the ground, elevator back pressure should be used  to place additional weight on the main wheels and to add  additional drag. When necessary, wing flap retraction also  adds additional weight to the wheels and improves braking  effectivity. Flap retraction during the landing rollout is  discouraged, however, unless there is a clear, operational need.  It should not be accomplished as routine with each landing. The multiengine airplane is often easier to land in a crosswind  than a single-engine airplane due to its higher approach  and landing speed. In any event, the principles are no  different between singles and twins. Prior to touchdown, the  longitudinal axis must be aligned with the runway centerline  to avoid landing gear side loads. Some multiengine airplanes, particularly those of the  cabin class variety, can be flown through the round out  and touchdown with a small amount of power. This is an  acceptable technique to prevent high sink rates and to cushion  the touchdown. The pilot should keep in mind, however, that  the primary purpose in landing is to get the airplane down  and stopped. This technique should only be attempted when  there is a generous margin of runway length. As propeller  blast flows directly over the wings, lift as well as thrust is  produced. The pilot should taxi clear of the runway as soon  as speed and safety permit, and then accomplish the After  Landing checklist. Ordinarily, no attempt should be made  to retract the wing flaps or perform other checklist duties  The two primary methods, crab and wing-low, are typically  used in conjunction with each other. As soon as the airplane  rolls out onto final approach, the crab angle to track the  extended runway centerline is established. This is coordinated  flight with adjustments to heading to compensate for wind  drift either left or right. Prior to touchdown, the transition  to a sideslip is made with the upwind wing lowered and  opposite rudder applied to prevent a turn. The airplane  touches down on the landing gear of the upwind wing first,  followed by that of the downwind wing, and then the nose  gear. Follow-through with the flight controls involves an  Figure 12-8.  Normal two-engine approach and landing. Crosswind Approach and Landing 12-16