roundel jsl spacer hunter1
previous thumbnails next

                      PART III - HANDLING

             be selected at any altitude and airspeed  However until
             experience is gained, it is commended that selection
             of Manual and subsequent practice flying in Manual
             should be carried out above 10,000 feet.  This is because
             of the out-of-trim forces which may be present when
             Manual is selected and the extreme heaviness of the
             controls and lack of manoeuvrability when in Manual.
             The out-of-trim forces are usually slight provided that
             the aircraft was in trim in Power, but if the tailplane
             and elevator are incorrectly rigged these forces may be
             large.  Because of this possibility, when practice flying
             in Manual is to be carried out, the first selection to
             Manual should be made above 10,000 ft. and at a low
       (b)   Before selecting Manual, ensure:-
             Airspeed                    250 knots or 0.80M if above
                                            40,000 ft.
             Tailplane                   In trim
             Aileron and rudder trim     
               indicators                Neutral
             Aileron trim lock           Disengaged
A.L.1    85.  Flying in Manual
Para. 85
Page 80    (a)  The elevator forces are high but tolerable and no difficulty should
                     be experienced with longitudinal control.  The ailerons are heavy and
                     require some effort, but full stick deflection can be obtained with a
                     single-handed force up to 220 knots.  Reaction of the aircraft to
                     aileron deflection is slow and delayed, therefore all necessary aileron
                     movements must be anticipated.  The rudder, the further effect of
                     which is marked, can be used to assist control in the rolling plane
                     but should be used with care at low airspeeds.
               (b)  When carrying stores
                     Because of the increased inertia, lateral control is less effective; this
                     is particularly noticeable on the approach when lateral rocking due
                     to either turbulence or over-controlling is difficult to damp out.  Due
                     to the increased turbulence below the wing and the tendency of the
                     ailerons to up-float,  likelihood of obtaining a false anchorage
                     when re-engaging Power is increased.
               (c)  Trim changes
                     Increase and decrease of power     Nil
                     Operation of undercarriage              Roll in either direction (depending
                                                                                 on which main leg lowers first)
                                                                                 See para. 84
                     Flaps down                                      Strong nose-down especially above
                                                                                200 knots.
                     Flaps up                                           Strong nose-up especially over 200


previous thumbnails next
1px-trans.gif, 43 bytes