tion
are presented
in figure 6-2
as calibrated airspeeds
since
indicated
airspeeds are unreliable near
the
stall.
SPINS.
Intentional
spins are
prohibited in
this airplane.
Should
an
inadver-
tent spin
occur,
the following
recovery
technique should
be
used.
(1)
Retard throttle
to idle position.
(2)
Apply
full
rudder
opposite
to
the
direction
of
rotation.
(3)
After one-fourth turn,
move
the control wheel
forward
of
neutral
in
a brisk
motion.
(4)
As
rotation
stops,
neutralize rudder,
and make a smooth
re-
covery
from
the
resulting
dive.
LANDING.
NORMAL
LANDING.
Landings should
be
made
on
the main wheels
first
to
reduce the
land-
ing
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 im-
portant
in rough field landings.
SHORT
FIELD
LANDING.
For short
field landings, make a power-off approach at
69
MPH
with
40°
flaps and land on the main wheels
first.
Immediately
after
touch-
down,
lower the nose
gear
to
the ground and apply heavy braking as
re-
quired.
For maximum
brake effectiveness after
all
three
wheels
are
on
the ground,
retract
the
flaps,
hold
full nose
up
elevator
and apply max-
imum possible
brake pressure
without sliding the
tires.
CROSSWIND
LANDING.
When
landing in a strong
crosswind,
use the minimum flap setting
re-
quired 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.
2-15
Summary of Contents for 182 1973
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