8-65. MANEUVERING FLIGHT.
Spin demonstrations have not been con-
ducted. The recovery technique is based
on the best available information. The
first three actions should be accomplished
as nearly simultaneous as possible.
Maneuvering speed (V,), 168 KIAS), is the max-
imum speed that abrupt control movements can be
applied without exceeding the design load factor of
the aircraft. The data is based on 15,000 pounds.
POWER levers - IDLE.
2. Apply full rudder opposite the direction of
8-66. FLIGHT CONTROLS.
3. Simultaneously with rudder application,
push the control wheel forward and neutral-
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.
Pull out of dive by exerting a smooth, steady
back pressure on the control wheel, avoiding
an accelerated stall and excessive aircraft
Maximum diving airspeed (red line) is 243
KIAS or 0.47 Mach. Flight characteristics are con-
ventional 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.
The aircraft is stable under all normal flight con-
ditions. Aileron, elevator, rudder and trim tab con-
trols function effectively throughout all normal flight
conditions. Elevator control forces are relatively
light in the extreme aft CG (center of gravity) condi-
tion, 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 position. The minimum speed at which
the aircraft can be fully trimmed is 89 KIAS (gear
and flaps down, propellers at high RPM, and 15,000
pounds power for a 3° angle of descent. 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 varia-
tion in power.
8-67. LEVEL FLIGHT CHARACTERISTICS.
All flight characteristics are conventional
throughout the level flight speed range.
Section V. ADVERSE ENVIRONMENTAL CONDITIONS
The purpose of this part is to inform the pilot of
the special precautions and procedures to be fol-
lowed during the various weather conditions that
may be encountered in flight. This part is primarily
narrative, only those checklists that cover specific
procedures characteristic of weather operations are
included. The checklist in Section II provides for
adverse environmental operations.