PART II-HANDLING

                ing light should go out.  If desired, the pressurising lever
                can be turned on after take-off.  If above 17,000 ft. the
                cockpit pressurising system fails, indicated by the cock-
                pit altimeter reading the same as the aircraft altimeter
                and/or the warning light coming on, the climb should not
                be continued above 30,000 ft.  During the climb the pilot
                should regulate the oxygen supply to correspond to the
                cockpit altimeter reading.
          
          32.   General flying
          
          (i)   Stability
                At all loads stability is satisfactory at all altitudes and in
                all conditions of flight, except that when carrying drop
                tanks, or flying without ammunition longitudinal stability
                is slightly decreased and there is a tendency to tighten in
                turns at high altitude.
          (ii)  Changes of trim
                Flaps down	...	Nose up
                Flaps up	...	Nose down
                Dive brakes open	Nose up accompanied by buffet-
                                         ing (strong nose up at high
                                         speed when carrying external
                                         stores)
                Dive brakes closed	Nose down
                Operation of the undercarriage in either direction pro-
                motes little change of trim.  Closing the throttle at high
                speed promotes a slight nose down change of trim and
                opening it at low speed causes a nose up change.
          (iii) Controls
                All controls are light, effective and well harmonised and
                the aircraft is easy and pleasant to fly.  The elevator is
                powerful throughout the speed range and relatively small
                stick forces may induce large accelerations.  The eleva-
                tor trimming tab is light and moderately effective but
                becomes less effective at high altitudes.
          (iv)  Flying at reduced airspeed
                Use the dive brakes to reduce speed to 145 knots, lower
                30° of flap and close the dive brakes.  Fly at about 140
                knots.
          (v)   Throttle manipulation
                Movements of the throttle should normally be made
                slowly to avoid engine surging and high jet pipe tempera-
                tures.  In an emergency, such as the case of a baulked
                landing the throttle may be opened rapidly.

A.L.3               |(vi)   Flight in turbulent conditions
Para. 32           |        Speed in conditions of severe turbulence is 220 knots.
    (vi)                

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