PART III - HANDLING

            Clean aircraft
              Full ammunition (480 lb.), full
                drop and internal tanks	  ...	115-120 knots
              Full ammunition and internal
                fuel ...	...	  ...	105-110 knots
              Light weight.  No ammunition
                and about 500 lb. fuel ...	 95-100 knots
            Undercarriage and flaps down
              Full ammunition (480 lb.), full
                drop and internal tanks	  ...	110-115 knots
              Full ammunition and internal
                fuel ...	...	  ...	100-105 knots
              Light weight.  No ammunition
                and about 500 lb. fuel ...	  90-95 knots              

       63.  High speed flying
            Clean or with drop tanks
       (i)  At high indicated airspeed and mach numbers, the tail-
            plane must be used with caution until its sensitivity and
            effectiveness becomes familiar; this applies particularly
            when at low altitudes.  Through unfamiliarity it is pos-
            sible to set up a rapid porpoising motion by over-con-
            trolling with the tailplane.  If this occurs, it should be
            stopped by easing the control column back instead of
            chasing" the motion.
       (ii) At the high diving speeds which are obtainable with this
            aircraft, care must be taken to see that there is sufficient
            height for recovery.  When recovering from a dive the
            air brakes, if used, should be opened before the control
            column is eased back, to avoid the possibility of exceed-
            ing the G limit.
       (iii)At about .93M a slight rudder vibration may be felt and
            may persist.  At about .95M either wing, generally the
            port, becomes heavy but this is easily controllable and
            the heaviness disappears as speed is increased.  This
            characteristic re-appears as speed is reduced.  In a steep
            dive when the aircarft is accelerating rapidly the period
            of wing heaviness is short and shown by one or two
            port, becomes heavy but this is easily controllable and
            small, sharp wing-drops which occur and disappear
            before they can be corrected.  An almost vertical dive,
            at full power is necessary to accelerate the aircraft
            beyond about .98M.  These dives should be commenced
            from at least 35,000 feet to avoid exceeding the limiting
            airspeed.  If these high mach numbers have not been
            attained by about 30,000 feet it is unlikely that they will
            be reached in the denser atmosphere at lower altitudes

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