TM 1-1510-218-10 8-25 8-50.  INSTRUMENT CLIMB. Instrument  climb  procedures  are  the  same  as those for visual climb.  En route instrument climbs are normally performed at cruise climb airspeeds. 8-51.  INSTRUMENT CRUISE. There are no unusual flight characteristics during cruise in instrument meteorological conditions. 8-52.  INSTRUMENT DESCENT. When  a  descent  at  slower  than  recommended speed is desired, slow the aircraft to the desired speed before   initiating   the   descent.      Normal   descent   to approach altitude can be made using cruise airspeed. Normally,  descent  will  be  made  with  the  aircraft  in  a cruise   configuration,   maintaining   desired   speed   by reducing power as required.  The aircraft is completely controllable in a high rate descent. 8-53.  INSTRUMENT APPROACHES. There   are   no   unusual   preparations   or   control techniques  required  for  instrument  approaches.    The approaches are normally flown at an airspeed of V_ref to V_ref   +   20   KIAS   until   transitioning   to   visual   flight. Approach    speeds    are    increased    appropriately    for potential  wind  shear  and  gusty  wind  conditions  IAW the ATM. 8-54.  AUTOPILOT COUPLED APPROACHES. There  are  no  special  preparations  required  for placing  the  aircraft  under  autopilot  control.    Refer  to Chapter  3  for  procedures  to  be  followed  for  coupled approaches. NOTE The  ILS  localizer  and  glideslope  warning flags indicate insufficient signal strength to the receiver.  Certain electrical mechanical malfunctions   between   the   receiver   and indicators may result in erroneous localizer /glideslope  information  without  a  warning flag.          It     is     recommended     that     ILS information  be  cross-checked   with   other flight instruments prior to and during final approach.  Utilization of NAV TEST prior to the  final  approach  fix  may  detect  certain malfunctions not indicated by the warning flags. Section IV.  FLIGHT CHARACTERISTICS 8-55.  STALLS. A  pre-stall  warning  in  the  form  of  a  very  light buffeting  can  be  felt  when  a  stall  is  approached.    A mechanical   warning   is   also   provided   by   a   warning horn.  The warning horn starts to alarm approximately 5 to 10 knots above stall speed with the aircraft in any configuration.    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 operating normally and are responsive to pilot control.  The term "power-off" means that both engines  are  operating  at  idle  power.    Landing  gear position has no effect on stall speed. 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  most  stalls  and  the  first  indication  of approaching  stall  is  generally  a  decrease  in  control effectiveness,  accompanied  by  a  "chirping"  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 prevent 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  wing  flap position,   except   that   stalling   speed   is   reduced   in proportion to the degree of wing 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, respectively.      The   nose   will   generally   drop   straight through   with   some   tendency   to   pitch   up   again   if recovery  is  not  made  immediately.    With  wing  flaps down,  there  is  little  or  no  roll  tendency  and  stalling speed  is  much  slower  than  with  wing  flaps  up.    The Stall   Speed   Chart,  Figure  8-2,  shows  the   indicated power-off     stall     speeds     with     aircraft     in various configurations.    Altitude  loss  during  a  full  stall  will  be