The stall itself is characterized by a rolling tendency if
the aircraft is allowed to yaw. The proper use of
rudder will minimize the tendency to roll. A slight
pitching tendency will develop if the aircraft is held in
the stall, resulting in the nose dropping sharply, then
pitching up toward the horizon; this cycle is repeated
until recovery is made. Control is regained very
quickly with little altitude loss, providing the nose is not
lowered excessively. Begin recovery with forward
movement of the control wheel and a gradual return to
level flight. The roll tendency caused by yaw is more
pronounced in power-on stalls, as is the pitching
tendency. However, both are easily controlled after
the initial entry. Power-on stall characteristics are not
greatly affected by flap position, except that stalling
speed is reduced in proportion to flap extension.
b. Power-Off Stalls. The roll tendency is
considerably less pronounced in power-off stalls, in
any configuration, and is more easily prevented or
corrected by adequate rudder and aileron control. The
nose will generally drop straight through, with some
tendency to pitch up again if recovery is not made
immediately. With flaps down, there is little or no roll
tendency and stalling speed is much slower than with
flaps up. The stall speeds graph shows the indicated
power-off stall speeds with aircraft in
configurations. Refer to Figure 8A-3. Altitude loss
during a full stall may be as much as 1000 feet. Safety
and recoverability are enhanced greatly by placing the
CONDITION levers at HIGH IDLE before attempting
the power-off stall.
c. Accelerated Stalls. The aircraft gives
noticeable stall warning in the form of buffeting before
the stall occurs. The stall warning and buffet can be
demonstrated in turns by applying excessive back
pressure on the control wheel.
a. Intentional spins are prohibited. If a spin is
inadvertently entered, use the following recovery
conducted. The recovery technique is
based on the best available information.
b. The first three actions should be as nearly
simultaneous as possible.
1. POWER levers IDLE.
2. Apply full rudder opposite direction of spin
3. Simultaneously with rudder application,
4. When rotation stops, neutralize rudder.
Do not pull out of the resulting dive too
abruptly. This could cause excessive wing
loads and possibly a secondary stall.
5. Pull out of dive by exerting a smooth,
steady back pressure on control wheel,
avoiding an accelerated stall and excessive
260 KIAS or .52 Mach. Flight characteristics are
conventional throughout a dive maneuver; however,
caution should be used if rough air is encountered
after maximum allowable dive speed has been
reached. Dive recovery should be very gentle to avoid
excessive aircraft stresses.
8A-52. MANEUVERING FLIGHT.
Maneuvering speed (Va) at which full abrupt
control inputs can be applied without exceeding the
design load factor of the aircraft is shown in Chapter 5.
8A-53. 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 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 changing power settings or repositioning
the 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 92 KIAS (gear and
flaps down, propellers at high RPM). Control forces
produced by changes in speed, power setting, 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 control forces to zero.
During single-engine operation, the rudder-boost
system aids in relieving the relatively high rudder
pressures resulting from the large asymmetry in