PART III - HANDLING
            
       62.  Stalling

       (i)  The stalling characteristics with or without drop tanks
            are the same at all weights and irrespective of the posi-
            tion of the undercarriage, flaps and air brakes.
       (ii) As the speed is reduced, a mild buffeting commences
            some 5-10 knots before the stall.  This continues down
            to the stall itself at which point it increases slightly in
            strength.  The ailerons and tailplane retain their normal
            feel down to the stall.
       (iii)At the stall the nose drops gently; with the control
            column held fully back a gentle pitching motion com-
            mences with the buffeting increasing each time the nose
            rises.  At all times full aileron control is available.
       (iv) Recovery is made by easing the control column forward
            and allowing the speed to increase, at the same time open-
            ing the throttle as necessary.  Little height is lost, but
            while stalled, the rate of descent is high.
       (v)  Weight has a marked effect on the stalling speed and due
            allowance must be made when flying at low speeds at
            maximum weight.
       (vi) Fractional amounts of G will result in noticeable
            increases in the stalling speeds.
       (vii)(a)  At any time when G is applied, warning of the
                 approach of a stall is given by slight buffeting which
                 increases at the stall itself.  During a turn at
                 moderate speeds and G loads, continued backward
                 movement of the control column will result in a
                 pitching motion which stops when the control
                 column is moving forward.  If the control column is
                 moved further back, either wing may drop sharply
                 or the aircraft may flick.
            (b)  Whenever a manoeuvre involving high G is carried
                 out at high airspeeds the loading must never be
                 increased beyond the point at which buffeting com-
                 mences, otherwise, due to unstable characteristics
                 under these conditions, the aircraft will commence
                 to tighten up automatically and the G limit may be
                 inadvertently and easily exceeded.  Therefore,
                 should buffeting commence while at high G loads,
                 reduce the loading and check any tendency to
                 tighten up.
       (viii)The table below gives the stalling speeds at various air-
            craft configurations and weight.

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