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The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations.
Power-off stall speeds at
maximum weight for both forward and aft GO. positions are presented in Section
5.
In view of the relatively low drag of the extended landing gear and the high allowable gear operating speed (140 KIAS), the landing gear should be extended before entering the traffic pattern. This practice will allow more time to confirm that the landing gear is down and locked. As a further precaution, leave the landing gear extended in go-around procedures or traffic patterns for touch-and-go landings.
Landing gear extension can be
detected by illumination of the gear down indicator light (green), absence of a
gear warning horn with the throttle retarded below 12 inches of manifold
pressure and/or the wing flaps extended beyond 200, and visual inspection of the
main gear position. Should the gear indicator light fail to illuminate, the
light should be checked for a burned-out bulb by pushing to test. A burned-out
bulb can be replaced in flight with the landing gear up (amber) indicator
light.
Landings should be made on the
main wheels first to reduce the landing speed and the subsequent need for
braking in the landing roll. The nose wheel is lowered gently to the runway
after the speed has diminished to avoid unnecessary nose gear load. This
procedure is especially impor tant in rough field landings.
For a short field landing over
an obstacle, make a relatively steep, low power approach at 63 KIAS with 30 deg
flaps. As the obstacle is cleared. reduce power to idle, maintain 63 KIAS and
flare to land on the main wheels first. Immediately after touchdown, lower the
nose gear to the ground and apply heavy braking as required. For maximum
brake effectiveness after all three wheels are on the ground, retract the flaps,
hold full nose up elevator and apply maximum possible brake pressure without
sliding the tires.
When landing in a strong
crosswind, use the minimum flap setting required for the field length. Although
the crab or combination method of drift correction may be used, the wing-low
method gives the best control. After touchdown, hold a straight course with the
steerable nose wheel and occasional braking if necessary.
In a balked landing (go-around)
climb, the wing flap setting should be reduced to 200 immediately after full
power is applied. After all obstacles are cleared and a safe altitude and airspeed
are obtained, the wing flaps should be retracted.
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