PART I-DESCRIPTIVE

                         ALTERNATE HYDRAULIC FLIGHT CON-
                         TROL BY-PASS VALVE.  After plugging in
                         an external power supply, check that this circuit-
                         breaker is made.

	    (iv) Hydraulic pressure gauges

                 In addition to the hydraulic pressure gauge (12) on the
                 instrument panel registering the system pressures, there
                 are five accumulator pressure gauges, one in the nose-
                 wheel-well for the nosewheel accumulator, one in the
                 starboard wheel-well for the air brakes accumulator, one
                 in the port wheel-well for the normal power controls
                 hydraulic system and two in the starboard air brake-well
                 for the stand-by system.  The air brake and nosewheel
                 accumulator gauges should register 1,200-1,300 lb./sq. in.
                 (min) when the engine is not running, and the other
                 three gauges should all register a minimum of 600-700
                 lb./sq. in.

            AIRCRAFT CONTROLS

	    18.  Flying controls

	     (i) The ailerons and tailplane are completely hydraulically
	         operated, and artificial feel is built into the system to
	         provide stick forces.  The movement of the tailplane and
	         the elevators is combined, this type of control being
	         known as a "flying tail".
	     (ii)The rudder is cable-operated and rudder pedal adjust-
	         ment (29) is conventional.  Indicators (30) on the out-
	         board side of each pedal show when the pedals are
	         adjusted evenly.

	    19.  Trimming controls and indicator

	     (i) The ailerons and tailplane are trimmed from the cockpit
	         by changing the "no-load" position of the control
	         column.  Trimming is normally effected by movement of
	         a thumb switch (76) on the control column grip.  The
	         switch is spring-loaded to the central position and is
	         moved fore and aft for the longitudinal trim and side-
	         ways for lateral trim.  When the switch is released, it
	         should return to neutral and the aircraft will remain
	         trimmed in the selected position.  Experience has shown
	         this switch has a tendency to remain in the actuated
	         position so it should always be returned to the neutral
	         position by applying thumb pressure in the opposite
	         direction after use.
	     (ii)Two four-position stand-by trimming switches are
	         mounted on the left console and control separate circuits
	         
18