Stalls
The stall characteristics of this airplane are conventional and an aural stall
warning horn is provided, which will sound at a minimum of 5 KCAS prior to
stall, in all loading congurations. The application of ailerons is recommended
to counteract any wing-drop that may occur during the stall. Idle-power stall
speeds at maximum weight for both forward and aft C.G. are provided in
“Section 5” of this manual.
LANDING
Normal Landing
Normal approaches to landing may be accomplished using any desired ap
setting. The preferred procedure is to extend aps fully to minimize the
touchdown speed and subsequent rollout, lower the stall speed and allow
for a steeper descent if obstacle clearance is required. Surface winds,
turbulence, wind shear and possible ice accumulation are the primary factors
in determining the safest approach speed and ap setting.
Touchdowns should be accomplished slightly above stall speed with idle
power and the main wheels touching down rst. The nose wheel should
then be lowered slowly to the runway and the power lever brought into the
BETA range; brakes should then be applied as required. When the airplane
is taxied clear of the runway, the fuel condition lever may be moved into the
LOW IDLE position. This will reduce the cabin and exterior noise levels as
well as the braking pressure required. Landings may be accomplished on
rough or unimproved surfaces in a similar manner, except the nose wheel
should be held off as long as practicable and lowered slowly, to prevent
excessive nose gear loads.
WARNING: In-ight operation with the engine power lever retarded
below idle (beta mode) is prohibited. In-ight operation in beta mode may
result in an engine overspeed condition and consequent loss of engine
power or loss of airplane control. Operating in beta mode quickly produces
high amounts of drag which could result in a rapid loss of altitude or
complete loss of control.
NOTE: Stalls should be practiced in a conservative manner and at a
sufcient altitude to allow for a safe recovery.
NOTE: The use of BETA range following touchdown is recommended
to reduce brake wear. Generally, the use of BETA range will not cause
substantial propeller erosion from loose debris on runways or taxiways.
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