8-43. INSTRUMENT TAKEOFF.
If the GO AROUND button is depressed to set a 7-degree takeoff command, the yaw damper will
Complete the normal checks prescribed in this chapter. Follow takeoff procedures dictated by local conditions.
8-44. AUTOPILOT COUPLED APPROACHES.
The recommended airspeed for autopilot-coupled approaches is 130 KIAS.
SECTION IV. FLIGHT CHARACTERISTICS
A warning in the form of light buffeting may be felt when approaching the stall critical angle of attack region. 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 coniguration, 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. Intentional stalls, or approach to stall, will
not be practiced.
a. Power On Stalls. The power on stall attitude may be very steep and, unless this high pitch attitude is main-
tained, the aircraft will generally settle or mush instead of stall. As evidenced by the decrease in VSI climb rate. It
is dificult to stall the aircraft inadvertently in any normal maneuver. A light buffet precedes the stall, and the irst
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 an inability to climb or maintain level light and 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 ten-
dency 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 be not lowered excessively. Begin recovery with forward movement of the control wheel and
a gradual return to level light. The roll tendency caused by yaw is more pronounced in power on stalls, as is the
b. Power Off Stalls. The roll tendency is considerably less pronounced in power off stalls (in any conigura-
tion), and is more easily prevented or corrected by judicious 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 conigurations. Altitude
loss during a full stall may be as high as 1270 feet.
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 expected in turns if excessive backpressure is applied on
the control wheel. Recover control of the aircraft by simultaneously reducing the angle of bank and reducing the
backpressure on the control wheel.
Intentional spins are prohibited. If a spin is inadvertently entered, use the following recovery procedure:
Spin demonstrations have not been conducted. The recovery technique is based on the best avail-
Perform the following three actions as nearly simultaneously as possible.
2. Apply full rudder opposite direction of spin rotation.
3. Push control wheel forward and neutralize ailerons.
4. When rotation stops, neutralize rudder.