TM 1-1510-225-10 8-22 means that both engines and propellers 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.    During  practice,  enter  power-off  stalls  from normal   glides.      Enter   power-on   stalls   by   smoothly increasing  pitch  attitude  to  a  climb  attitude  (do  not exceed   20°),   and   hold   that   attitude   until   the   stall occurs. a.    Power-On   Stalls.      The    power    on    stall attitude is 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  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  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, respectively.    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 chart  shows  the  indicated  power-off  stall  speeds  with aircraft in various configurations.  Refer to Figure 8-3. Altitude  loss  during  a  full  stall  may  be  as  much  as 1,000 feet. 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. 8-50.  SPINS. Intentional   spins   are   prohibited.      If   a   spin   is inadvertently    entered,    use    the    following    recovery procedure.        The    first    three    actions    should    be performed as simultaneously 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 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. 8-51.  DIVING. Maximum     airspeed     (red     line)     V_mo/M_mo     is 259 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. 8-52.  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. The data is based on 12,500 pounds and there are no restrictions  below  this  weight.    There  are  no  unusual characteristics during accelerated flight.