TM 55-1510-219-10 NOTE Due   to   possible   precession   error, the   pitch   steering   bar   may   lower slightly during acceleration, causing the pitch attitude to appear higher   than   actual   pitch   attitude. To avoid lowering the nose prematurely, crosscheck the vertical   velocity   and   altimeter   to insure   proper   climb   performance. The erection system will automatically remove the error after the acceleration ceases. 8-48.  AUTOMATIC APPROACHES. There   are   no   special   preparations   required   for placing   the   aircraft   under   autopilot   control.      Refer   to Chapter  3  for  procedures  to  be  followed  for  automatic approaches. NOTE The   ILS   localizer   and   glideslope warning   flags   indicate   insufficient signal strength to the receiver. Section IV.  FLIGHT CHARACTERISTICS 8-49.  STALLS. A   prestall   warning   in   the   form   of   very   light buffeting can be felt when a stall is approached.  An aural warning is provided by a warning horn.  The warning horn starts  approximately  five  to  ten  knots  above  stall  speed with the aircraft in any configuration. 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     most     stalls,     and     the     first     indication     of approaching    stall    is    generally    a    decrease    in    control effectiveness, accompanied by a "chirping" 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 prevent 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  wing  flap position,    except    that    stalling    speed    is    reduced    in proportion to the degree of wing 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  wing  flaps  down,  there  is  little  or  no roll tendency and stalling speed is much slower than with wing  flaps  up.    The  Stall  Speed  Chart  (Fig.    8-2)  shows the indicated power-off stall speeds with aircraft in various configurations.      Altitude   loss   during   a   full   stall   will   be approximately 800 feet. c. Accelerated  Stalls.    The  aircraft  gives  noticeable stall   warning   in   the   form   of   buffeting   when   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: NOTE Spin demonstrations have not been conducted. The recovery technique   is   based   on   the   best available    information.        The    first three  actions  should  be  as  nearly simultaneously as possible. 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. 8-21