PART III-HANDLING

          Flaps			Take-off.
          Instruments		Check (Press fast erection on
				  artificial horizon if neces-
				  sary).
				Pressure head heater ON.
          Oxygen		ON. I00%-reaching mask,
				  blinker annunciating.
          Hood			Closed. OFF
AL3/57 				Switch at SHUT OFF, clutch
				  ENGAGED. Cockpit
				  pressure on. Temperature
				  as required.
          Harness		Tight and locked.
          Flying controls	Full, free and correct move-
				  ment.	Green lights on, red
				  warning light out.
          NOTE.-It is possible that the retrim indicators will
                flicker white during taxying out and take-off.
                

     63.  Take-off

          NOTE.-Unless maximum range is essential and the run-
                way length is in excess of 2,500 yards, take-offs
                should be made with reheat on. If reheat is used
 	        for take-off and acceleration to 250 knots, only
                80 lb. more fuel is used than on a non-reheat
                take-off and acceleration to the same speed.
     (a)  Align the aircraft on the runway and check that the
          brakes hold at an absolute minimum of 7,000 r.p.m.
          Then with the aircraft stationary, switch on the brake
          boost and release the brake lever.
     (b)  Open the throttle to the reheat gate and check that the
AL1/57      j.p.t. exceeds 600°C. at 7,900 ± 500 r.p.m. The normal
          j.p.t. at 7,900 r.p.m. (reheat or non-reheat) is 610° to
          620°C.
     (c)  Push the throttle through the reheat gate. The reheat
          will light after about three seconds. As the throttle is
          pushed through the gate, check that the nozzle position
          indicator changes to white and back to black about three
          seconds after light-up. Check that the j.p.t. exceeds
          600°C., and both power control green lights are on: then
          switch off the brake boost.
     (d)  The aircraft accelerates rapidly with no tendency to
          swing, the rudder becoming effective at 60 to 70 knots:
          until this speed is reached directional corrections should
          be made on the brakes.

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