TM 1-1510-224-10 4. When rotation stops, neutralize rudder. WARNING 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   control   wheel, avoiding an accelerated stall and excessive aircraft stresses. 8-44.  MANEUVERING FLIGHT. Maneuvering  speed  (V.)  is  the  maximum  speed at which abrupt full control inputs can be applied without exceeding  the  design  load  on  the  aircraft  as  shown  in Chapter  5.    The  data  is  based  on  16,500  pounds  and there   are   no   additional   restrictions   below   this   weight. There  are  no  unusual  characteristics  under  accelerated flight. 8-45.  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 (center  of  gravity)  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  106  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. 8-46.  LEVEL FLIGHT CHARACTERISTICS. All   level   flight   characteristics   are   conventional throughout the level flight speed range. Section V.  ADVERSE ENVIRONMENTAL CONDITIONS 8-47.  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  section  is  primarily  narrative; only   those   checklists   that   cover   specific   procedures characteristic  of  weather  operations  are  included.    The checklist in Section II provides for adverse environmental operations. 8-48.  COLD WEATHER OPERATIONS. WARNING To ensure adequate bleed air pressure  to  the  deice  boots,  do  not simultaneously   actuate   the   surface and   antenna   deice   systems   in   the manual mode. CAUTION Operation of the surface deice system in ambient temperatures below  -40  0  C  can  cause  permanent damage to the deice boots. NOTE Under conditions where one bleed air source is inoperative, sufficient bleed air  pressure  for  deice  boot  inflation may  not  be  available.    Prior  to  deice boot   inflation,   check   the   regulated bleed air pressure gage for a minimum   of   16   PSI.      If   insufficient pressure exists, increasing engine N1 and/or    decreasing    aircraft    altitude will increase bleed air pressure. 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. a. Preparation For Flight.    Accumulations  of  snow, ice,   or   frost   on   aircraft   surfaces   will   adversely   affect takeoff distance, climb performance, and stall speed to a 8-28