Accumulation of ice on the propeller
spinner farther aft than normally observed.
Since the autopilot may mask tactle cues that
indicate adverse changes in handling characteristics,
use of the autopilot is prohibited when any of the visual
cues specified above exist, or when unusual lateral trim
requirements or autopilot trim warnings are encountered
while the aircraft is in icing conditions.
All icing detection lights must be
operative prior to flight into icing
conditions at night. This supersedes
any relief provided by the master
minimum equipment list (MMEL) or
5-35. CROSSWIND LIMITATIONS.
Landing with wind conditions in
crosswind component may result in
damage to the aircraft. This should
only be attempted during emergency
The maximum demonstrated crosswind component is
20 knots at 90 degrees. Landing the aircraft in a crab
will impose side loads on the landing gear and should be
recorded on DA Form 2408-13-1. Refer to Chapter 8 for
crosswind landing techniques.
5-36. OXYGEN REQUIREMENTS.
Oxygen requirements will be in accordance with
Oxygen system data/duration tables are found in
5-37. CABIN PRESSURE LIMITS.
Maximum cabin differential pressure is 6.5 PSI.
5-38. CRACKED CABIN WINDOW/WINDSHIELD.
If a crack occurs in any side window or windshield,
aircraft operation is limited to 25,000 feet or less and
cabin pressurization of 4.0 PSI or less as required to
complete the flight. The aircraft shall not be flown again
until maintenance actions are conducted unless proper
authorization is obtained for a ferry flight to a location
where a maintenance action can be performed.
If a crack develops in any side window or windshield
in flight, refer to Chapter 9, Emergency Procedures.
Section VIII. OTHER LIMITATIONS
5-39. MAXIMUM DESIGN SINK RATE.
The maximum design landing sink rate is 500 feet per
minute, with a normal flare initiated just prior to
5-40. INTENTIONAL ENGINE OUT SPEED.
Intentional inflight engine cuts below the safe one
engine inoperative speed (Vsse=115 KIAS P, Vsse=120
KIAS Q ) are prohibited.
5-41. LANDING ON UNPREPARED RUNWAY.
Except in an emergency, propellers
should be moved out of reverse
below 40 knots to minimize propeller
blade erosion, and during crosswind
propellers, engines, and airframe.
reversing on runways with loose
sand or dust on the surface. Flying
gravel will damage propeller blades
and dust may impair the pilot's
The aircraft has demonstrated landings on hard,
smooth runways. Hard braking, i.e., skidding tires while
operating on other than smooth runways, can result in
unimproved runways (rocks, potholes, mud, deteriorated
surfaces) are prohibited. When landing on other than
dry surfaces, use discretionary propeller reverse to stop
the aircraft on the available runway.