TM 1-1510-218-10 8A-21 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 various 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. 8A-50.  SPINS. a.     Intentional  spins  are  prohibited.    If  a  spin  is inadvertently    entered,    use    the    following    recovery procedure. NOTE Spin demonstrations have not been 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 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.  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 aircraft stresses. 8A-51.  DIVING. Maximum 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.  Dive recovery should be very gentle to avoid excessive aircraft stresses. 8A-52.  MANEUVERING FLIGHT. Maneuvering   speed   (V_a)   at   which   full   abrupt control  inputs  can  be  applied  without  exceeding  the design load factor of the aircraft is shown in Chapter 5. There are no unusual characteristics during accelerated flight. 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 power.