TM 1-1510-224-10 Section III.  INSTRUMENT FLIGHT 8-38.  GENERAL. This    aircraft    is    qualified    for    operation    under instrument   flight   meteorological   conditions.      Handling characteristics,   stability   characteristics,   and   range   are the   same   during   instrument   flight   conditions   as   when under visual flight conditions. 8-39.  INSTRUMENT FLIGHT PROCEDURES. Refer  to  FM  1-240,  DOD  FLIP,  AR  95-1,  and procedures    described    in    this    manual    or    applicable foreign regulations. 8-40.  INSTRUMENT TAKEOFF. NOTE If the GO AROUND button is depressed  to  set  a  7  degree  takeoff command, the yaw damper will engage. Complete  the  normal  checks  prescribed  in  this chapter.      Follow   takeoff   procedures   dictated   by   local conditions. 8-41.  AUTOPILOT COUPLED APPROACHES. The recommended airspeed for autopilot coupled approaches is 130 KIAS. Section IV.  FLIGHT CHARACTERISTICS 8-42.  STALLS. A  warning  in  the  form  of  light  buffeting  may  be felt   when   approaching   a   stall.      An   aural   warning   is provided  by  the  warning  horn.    The  warning  horn  will begin 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   operating   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 increasing pitch attitude to a climb attitude  obviously  impossible  for  the  aircraft  to  maintain, and hold that attitude until the stall occurs. 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  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. 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.  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 P or 1107 feet Q. c. Accelerated Stalls.  The aircraft gives noticeable stall     warning     in     the     form     of     buffeting     when     an accelerated   stall   occurs.      The   stall   warning   horn   and buffet    can    be    demonstrated    in    turns    by    applying excessive back pressure on the control wheel. 8-43.  SPINS. Intentional   spins   are   prohibited.      If   a   spin   is inadvertently entered, use the following recovery procedure: WARNING Spin  demonstrations  have  not  been conducted.    The  recovery  technique is     based     on     the     best     available information. Perform the following three actions as nearly simultaneously as possible. 1. POWER levers - IDLE. 2. Apply full rudder opposite direction of spin rotation. 3. Push control wheel forward and neutralize ailerons. 8-26