Section VIII. OTHER LIMITATIONS
MAXIMUM DESIGN SINK RATE.
The maximum design landing sink rate is 500 feet per
minute, with a normal flare initiated just prior to
INTENTIONAL ENGINE OUT SPEED.
Intentional inflight engine cuts below the safe one
engine inoperative speed (VSSE - 109 KIAS) are
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
to minimize stress imposed on
propeller, engine and airframe. Care
must be exercised when reversing on
runways with loose sand or dust on
the surface. Flying gravel will
damage propeller blades and dust
visibility at low aircraft speeds. 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 damage to the
surfaces) are prohibited. When
landing on other than dry surfaces,
use discretionary propeller reverse to
stop the aircraft on the available
Section IX REQUIRED EQUIPMENT FOR VARIOUS CONDITIONS OF FLIGHT
REQUIRED EQUIPMENT LISTING.
A Required Equipment for Various Conditions of
Flight listing (Table 5-3), is provided to enable the pilot
to identify those systems/components required for flight.
For the sake of brevity, the listing does not include
obviously required items such as wings, rudder, flaps,
engines, landing gear, etc. It is important to note that
AIRWORTHINESS OF THE AIRCRAFT AND NOT
INCLUDED ON THE LIST ARE AUTOMATICALLY
REQUIRED TO BE OPERATIVE.
It is the final responsibility of the pilot to
determine whether the lack of, or inoperative status of a
piece of equipment on the aircraft will limit the
conditions under which the aircraft may be operated.
(-) Indicates item may be inoperative for the
specified flight condition.
(*) refers to remarks and/or exceptions
column for explicit information or reference.
Numbered items indicate the number of
items required for flights by AR 95-1.
The pilot is responsible for exercising the
necessary operational control to assure that no aircraft
is flown with multiple items inoperative, without first
determining that any interface or interrelationship
between inoperative systems or components will not
result in a degradation in the level of safety and/or
cause an undue increase in crew workload.
The exposure to additional failures during
components must also be considered in determining that
an acceptable level of safety is being maintained. The
list may not deviate from requirements of the Operators
Manual limitations section, emergency procedures or
safety of flight messages.