TM 55-1510-221-10NOTE8-65. MANEUVERING FLIGHT.Spin demonstrations have not been con-ducted. The recovery technique is basedon the best available information. Thefirst three actions should be accomplishedas nearly simultaneous as possible.Maneuvering speed (V,), 168 KIAS), is the max-imum speed that abrupt control movements can beapplied without exceeding the design load factor ofthe aircraft. The data is based on 15,000 pounds.1.POWER levers - IDLE.2. Apply full rudder opposite the direction ofspin rotation.8-66. FLIGHT CONTROLS.3. Simultaneously with rudder application,push the control wheel forward and neutral-ize ailerons.4.When rotation stops, neutralize rudder.Do not pull out of the resulting dive tooabruptly as this could cause excessivewing loads and a possible secondary stall.5.Pull out of dive by exerting a smooth, steadyback pressure on the control wheel, avoidingan accelerated stall and excessive aircraftstresses.8-64. DIVING.Maximum diving airspeed (red line) is 243KIAS or 0.47 Mach. Flight characteristics are con-ventional throughout a dive maneuver; however,caution should be used if rough air is encounteredafter maximum allowable dive speed has beenreached, since it is difficult to reduce speed in diveconfiguration. Dive recovery should be very gentleto 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 flightconditions. Elevator control forces are relativelylight in the extreme aft CG (center of gravity) condi-tion, progressing to moderately high with CG at theforward limit. Extending and retracting the landinggear causes only slight changes in control pressure.Control pressures, resulting from changes in powersettings or the repositioning of the wing flaps are notexcessive in the landing configuration at the mostforward CG position. The minimum speed at whichthe aircraft can be fully trimmed is 89 KIAS (gearand flaps down, propellers at high RPM, and 15,000pounds power for a 3° angle of descent. Controlforces produced by changes in speed, power setting,wing flap position and landing gear position are lightand can be overcome with one hand on the controlwheel. Trim tabs permit the pilot to reduce theseforces to zero. During single engine operation, therudder boost system aids in relieving the relativelyhigh rudder pressures resulting from the large varia-tion in power.8-67. LEVEL FLIGHT CHARACTERISTICS.All flight characteristics are conventionalthroughout the level flight speed range.Section V. ADVERSE ENVIRONMENTAL CONDITIONS8-68. INTRODUCTION.The purpose of this part is to inform the pilot ofthe special precautions and procedures to be fol-lowed during the various weather conditions thatmay be encountered in flight. This part is primarilynarrative, only those checklists that cover specificprocedures characteristic of weather operations areincluded. The checklist in Section II provides foradverse environmental operations.8-26
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