PART III - HANDLING

                occurs when the air load on the elevator equals the
                jack output force and restricts movement of the con-
                trol column rearwards.  Depending on the tailplane
                angle and C.G. position, jack stalling may occur when
                manoeuvring above 0.93M; if it occurs the tailplane
                must be used as a means of control.
        
           (iii)Rudder.  The rudder is light at low IAS and
                becomes progressively heavier as speed increases.
                The application of rudder produces a strong rolling
                tendency.
                
     (b)  Trimmers
          
          NOTE.-Do not fly with the thumb on the tailplane
                control switch as this may cause intermittent
                making and breaking of the contacts which may
                damage the switch.  Care must also be taken not
                to operate the switch inadvertently during
                manoeuvres as this may result in excessive G
                being applied.
     
           (i)  The aileron trim tab trimmer must not be used whilst
                the controls are in Power, and it should be locked
                in the neutral position.  The aileron spring feel
                adjuster should normally be used to counteract any
A.L.1             out-of-trim forces which may occur in Power.  It may
                also be used tp lighten the stick load in Manual. It should
                                           not be used when flying in Manual.

           (ii)  The tailplane trimmer should be used in the normal
                 manner; the angle is usually between ½° and 1½°
                 nose-down.  When manoeuvring, the stick forces are
                 light and little use of the trimmer is required. The
                 full-power elevator tends to mask any out-of-trim
                 forces which may be present.  During sustained flying
                 the stick forces should always be trimmed out (see
                 para. 73 WARNING); if this is not done and an inadvertent
                 Manual reversion occurs the stick force may be too
                 heavy for the pilot to hold.  If the normal tailplane
                 trimmer fails the standby control should be used
                 this operates at about one-third the speed of the
                 normal control.  If both trimmers fail, the aircraft
                 can be flown throughout its speed range with the
                 trim at full nose-down, but at full nose-up the
                 elevator is not sufficiently powerful to stop the nose
                 rising at speeds in excess of approx. 420 knots.

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