TM 55-1510-222-10 Section VIII.  OTHER LIMITATIONS 5-36. MAXIMUM DESIGN SINK RATE. The  maximum  design  landing  sink  rate  is  500  feet  per minute,    with    a    normal    flare    initiated    just    prior    to touchdown. 5-37. INTENTIONAL ENGINE OUT SPEED. Intentional   inflight   engine   cuts   below   the   safe   one engine    inoperative    speed    (V_SSE    -    109    KIAS)    are prohibited. 5-38. LANDING ON UNPREPARED RUNWAY. CAUTION 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 may impair the pilot's forward 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 landing gear. Operations from 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. Section IX  REQUIRED EQUIPMENT FOR VARIOUS CONDITIONS OF FLIGHT 5-39. REQUIRED EQUIPMENT LISTING. a. 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 ALL ITEMS WHICH ARE RELATED TO THE AIRWORTHINESS    OF    THE    AIRCRAFT    AND    NOT INCLUDED    ON    THE    LIST    ARE    AUTOMATICALLY REQUIRED TO BE OPERATIVE. b. 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. 1. (-) Indicates item may be inoperative for the specified flight condition. 2. (*)    refers    to    remarks    and/or    exceptions column for explicit information or reference. 3. Numbered   items   indicate   the   number   of items required for flights by AR 95-1. c. 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. d. The    exposure    to    additional    failures    during continued operation with inoperative systems or 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. 5-11 Change 1