TM 55-1510-220-10
NOTE
Spin
demonstrations
have
not
been
conducted. The recovery technique is
based on the best available information.
The
first
three
actions
should
be
accomplished as nearly simultaneous as
possible.
1.
Power levers IDLE.
2.
Apply full rudder opposite the direction of spin
rotation.
3.
Simultaneously with rudder application, push
the control wheel forward and neutralize
ailerons.
4.
When rotation stops, neutralize rudder.
CAUTION
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.
8-63. DIVING.
Maximum diving airspeed (red line) is 247 KIAS or 0.47
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.
8-64. MANEUVERING FLIGHT.
Maneuvering speed (V
a
, 184 KIAS), is the maximum
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.
8-65. 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 (center of gravity) 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 position. 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.
8-66. LEVEL FLIGHT CHARACTERISTICS.
All flight characteristics are conventional throughout
the level flight speed range.
8-28
