TM 55-1510-222-10
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.
8-48. MANEUVERING FLIGHT.
Maneuvering speed (Va) is the maximum speed at which
abrupt full control inputs can be applied without
exceeding the design load on the aircraft as shown in
Chapter 5. The data is based on 16,000 pounds and
there are no additional restrictions below this weight.
There are no unusual characteristics under accelerated
flight.
8-49. 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. The
minimum speed at which the aircraft can be fully
trimmed is 100 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 form the large
variation in power.
8-50. LEVEL FLIGHT CHARACTERISTICS.
All flight characteristics are conventional through-out the
level flight speed range.
Section V. ADVERSE ENVIRONMENTAL CONDITIONS
8-51. INTRODUCTION.
The purpose of this part is to inform the pilot of the
special precautions and procedures to be followed
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.
8-52. COLD WEATHER OPERATIONS.
CAUTION
Operation
of
the
surface
deice
system
in
ambient
temperatures
below -40 ° C can cause permanent
damage to the deice boots.
Operational difficulties may be encountered during
extremely cold weather, unless proper steps are taken
prior to, or immediately after flight. All personnel should
understand and be fully aware of the necessary
procedures and precautions involved.
a.
Preparation For Flight. Accumulations of snow,
ice, or frost on aircraft surfaces will adversely affect
takeoff distance, climb performance and stall speed to a
dangerous degree. Such accumulations must be
removed before flight. In addition to the normal exterior
checks, following the removal of ice, snow, or frost,
inspect wing and empennage surfaces to verify that
these remain sufficiently cleared. Also, move all control
surfaces to confirm full freedom of movement. Ensure
that tires are not frozen to wheel chocks or to the
ground. Use ground heaters, anti-ice solution, or brake
deice, to free frozen tires. When heat is applied to
release tires, the temperature should not exceed 71 C
(160 ° F). Refer to Chapter 2 for anti-icing, deicing, and
defrosting treatment.
b.
Engine Starting. When starting engines on
ramps covered with ice, propeller levers should be in the
FEATHER position to prevent the tires from sliding.
c.
Warm-Up
and
Ground
Test.
Warm-up
procedures and ground test are the same as those
outlines in Section II.
8-22
