TM 1-1510-218-10 8-27 8-56.  SPINS. Intentional   spins   are   prohibited.      If   a   spin   is inadvertently    entered,    use    the    following    recovery procedure.  The first three actions should be as nearly simultaneous as possible. NOTE Spin demonstrations have not been conducted.      The   recovery   technique   is based on the best available information. 1.   POWER levers – IDLE. 2.   Apply  full  rudder  opposite  the  direction  of spin rotation. 3.   Simultaneously    with    rudder    application, push    the    control    wheel    forward    and neutralize ailerons. 4.   When rotation stops, neutralize rudder. CAUTION Do  not  pull  out  of  the  resulting  dive  too abruptly,   as   this   could   cause   excessive wing loads and a possible secondary stall. 5.   Pull   out   of   dive   by   exerting   a   smooth, steady    back    pressure    on    the    control wheel,  avoiding  an  accelerated  stall  and excessive aircraft stresses. 8-57.  DIVING. Maximum  diving  airspeed  (red  line)  V_mo/M_mo  is 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,  since  it  is  difficult  to  reduce  speed  in  dive configuration.  Dive recovery should be very gentle to avoid excessive aircraft stresses. 8-58.  MANEUVERING FLIGHT. The  maximum  speed  (V_a)  at  which  abrupt  full control  inputs  can  be  applied  without  exceeding  the design load factor of the aircraft is shown in Chapter 5. There are no unusual characteristics under accelerated flight. 8-59.  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    changes    in    power    settings    or    the repositioning of the wing 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,  wing  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  these  forces  to  zero.    During  single  engine operation,  the  rudder-boost  system  aids  in  relieving the relatively high rudder pressures resulting from the large variation in power. 8-60.  LEVEL FLIGHT CHARACTERISTICS. All fight characteristics are conventional throughout the level flight speed range. Section V.  ADVERSE ENVIRONMENTAL CONDITIONS 8-61.  INTRODUCTION. The purpose of this section is to inform the pilot of   the   special   precautions   and   procedures   to   be followed   during   the   various   weather   conditions   that may  be  encountered  in  flight.    This  part  is  primarily narrative and only  those checklists that cover specific procedures   characteristic   of   weather   operations   are included.      The   checklist   in   Section   II   provides   for normal environmental operations. The procedures defined here are supplementary procedures and are to be performed in addition to the normal procedures outlined in Section II. 8-62.  COLD WEATHER OPERATIONS. Operational    difficulties    may    be    encountered during  extremely  cold  weather,  unless  proper  steps are   taken   prior   to   or   immediately   after   flight.      All personnel  should  understand,  and  be  fully  aware  of, the necessary procedures and precautions involved.