PART III - HANDLING

       58.  General flying

       (i)  The aircraft is easy and pleasant to fly, but at the highest
            altitudes accurate flying is necessary to obtain the best
            results.
       (ii) Controls
            The tailplane and ailerons are light and powerful at all
            speeds and particularly so at high speeds when they must
            be used with caution until their characteristics are known
            and their effectiveness appreciated.  Large G loads are
            easily obtained when flying at high indicated airspeeds
            particularly in turbulent conditions.  Reference should
            be made to the accelerometer when high G loads are
            being imposed.  At the highest indicated airspeeds the
            rate of roll is markedly reduced because of the onset of
            aileron reversal, especially when large control movements
            are applied.  The rudder is comparatively heavy at all
            speeds.
       (iii)Feel system
            Artificial feel is built into the power operated ailerons
            and tailplane.  The stick force required for any manoeuvre
            depends on the distance that the control column is dis-
            placed from the neutral position and is completely inde-
            pendent of the airspeed.  This characteristic of the con-
            trol system, although fundamentally different from that
            of a conventional system, presents no difficulties and
            soon becomes familiar.
       (iv) Trimmers
            All three trimmers are powerful and quick in their
            operation, in the case of the tailplane (on aircraft prior
            to XB801) almost to the point of snatching.  It is recom-
            mended that the fast-operating tailplane trimmer be used
            in blips to avoid the possibility of over-controlling.  This
            is most important at high airspeeds and mach numbers.
       (v)  Air brakes
            The air brakes are effective at all speeds and may be
            operated at any speed.  The strong nose-up change of
            trim (about 3G at high airspeeds) caused by opening the
            brakes must be anticipated and allowed for prior to, or
            during any period where G loadings are involved, other-
            wise the G limit may be exceeded and the aircraft over-
            stressed.  For this reason it is recommended that the air
            brakes are opened, before the tailplane is used to ease
            the aircraft out of a dive.

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