Intentional spins are prohibited. If a spin is
inadvertently entered, use the following recovery
procedure. The first three actions should be as nearly
simultaneous as possible.
conducted. The recovery technique is
based on the best available information.
1. POWER levers IDLE.
2. Apply full rudder opposite the direction of
3. Simultaneously with rudder application,
push the control wheel forward and
4. When rotation stops, neutralize rudder.
Do not pull out of the resulting dive too
abruptly, as this could cause excessive
wing loads and a possible secondary stall.
5. Pull out of dive by exerting a smooth,
steady back pressure on the control
wheel, avoiding an accelerated stall and
excessive aircraft stresses.
Maximum diving airspeed (red line) Vmo/Mmo is
260 KIAS or .52 Mach. Flight characteristics are
conventional throughout a dive maneuver; however,
caution should be used if rough air is encountered
after maximum allowable dive speed has been
reached, since it is difficult to reduce speed in dive
configuration. Dive recovery should be very gentle to
avoid excessive aircraft stresses.
8-58. MANEUVERING FLIGHT.
The maximum speed (Va) at which abrupt full
control inputs can be applied without exceeding the
design load factor of the aircraft is shown in Chapter 5.
8-59. FLIGHT CONTROLS.
The aircraft is stable under all normal flight
conditions. Aileron, elevator, rudder, and trim tab
controls function effectively throughout all normal flight
conditions. Elevator control forces are relatively light
in the extreme aft CG condition, progressing to
moderately high with CG at the forward limit.
Extending and retracting the landing gear causes only
slight changes in control pressure. Control pressures,
resulting from changes in power settings or the
repositioning of the wing flaps are not excessive in the
landing configuration at the most forward CG. The
minimum speed at which the aircraft can be fully
trimmed is 92 KIAS (gear and flaps down, propellers at
high RPM). Control forces produced by changes in
speed, power setting, wing flap position, and landing
gear position are light and can be overcome with one
hand on the control wheel. Trim tabs permit the pilot
to reduce these forces to zero. During single engine
operation, the rudder-boost system aids in relieving
the relatively high rudder pressures resulting from the
large variation in power.
8-60. LEVEL FLIGHT CHARACTERISTICS.
throughout the level flight speed range.
Section V. ADVERSE ENVIRONMENTAL CONDITIONS
The purpose of this section is to inform the pilot
of the special precautions and procedures to be
followed during the various weather conditions that
may be encountered in flight. This part is primarily
narrative and only those checklists that cover specific
procedures characteristic of weather operations are
included. The checklist in Section II provides for
normal environmental operations.
The procedures defined here are supplementary
procedures and are to be performed in addition to the
normal procedures outlined in Section II.
8-62. COLD WEATHER OPERATIONS.
Operational difficulties may be encountered
during extremely cold weather, unless proper steps
are taken prior to or immediately after flight. All
personnel should understand, and be fully aware of,
the necessary procedures and precautions involved.