8-28 Change 3
This aircraft is qualified for operation under instru-
ment flight meteorological conditions. Handling charac-
teristics, stability characteristics, and range are the same
during instrument flight conditions as when under visual
8-39. INSTRUMENT FLIGHT PROCEDURES.
Refer to FM 1-240; DOD FLIP; AR 95-1; and proce-
dures described in this manual or applicable foreign reg-
8-40. INSTRUMENT TAKEOFF.
If the GO AROUND button is depressed to set a
7 degree takeoff command, the yaw damper will
Complete the normal checks prescribed in this chap-
ter. Follow takeoff procedures dictated by local condi-
8-41. AUTOPILOT COUPLED APPROACHES.
The recommended airspeed for autopilot coupled ap-
proaches is 130 KIAS.
A prestall warning in the form of light buffeting may be
felt when approaching a stall. An aural warning is also
provided by the warning horn. The warning horn will be-
gin to sound approximately 5 to 19 knots above power off
stall speed, depending on aircraft configuration, altitude,
and power. If correct stall recovery technique is used,
very little altitude will be lost during the stall recovery. For
the purpose of this section, the term Power On means
that both engines and propellers of the aircraft are oper-
ating normally and are responsive to pilot control. The
term Power Off means that both engines are operating
at idle power. During practice, enter power off stalls from
normal glides. Enter power on stalls by smoothly increas-
ing pitch attitude to a climb attitude obviously impossible
for the aircraft to maintain, and hold that attitude until the
a. Power On Stalls. The power on stall attitude is very
steep and unless this high pitch attitude is maintained,
the aircraft will generally settle or mush instead of stall.
It is difficult to stall the aircraft inadvertently in any normal
maneuver. A light buffet precedes the stall, and the first
indication of approaching stall is generally a decrease in
control effectiveness, accompanied by a tone from the
stall warning horn. 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 slightly, 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 ex-
cessively. 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.
b. Power Off Stalls. The rolling tendency is consider-
ably less pronounced in power off stalls (in any configura-
tion), and is more easily prevented or corrected by
adequate rudder and aileron control, respectively. The
nose will generally drop straight through with some ten-
dency to pitch up again if recovery is not made immedi-
ately. The Stall Speed graph (fig. 8-2) shows the
indicated power off stall speeds with aircraft in various
configurations. Altitude loss during a full stall may be as
high as 1270 feet.
c. Accelerated Stalls. The aircraft gives noticeable
stall warning in the form of buffeting when the stall oc-
curs. The stall warning and buffet can be demonstrated
in turns by applying excessive back pressure on the con-
Intentional spins are prohibited. If a spin is inadver-
tently entered use the following recovery procedure:
Spin demonstrations have not been conducted.
The recovery technique is based on the best
The first three actions should be performed as nearly
simultaneously as possible.
1. POWER levers IDLE.
2. Apply full rudder opposite direction of spin
3. Simultaneously with rudder application, push
control wheel forward and neutralize ailerons.