PART II-HANDLING
          
          34.   Position error correction
          
                from 140 to 440 knots, the error increases gradually
                from 1 to 7 knots.
          
          35.   High-altitude flying
          
          (i)   At 35,000 feet at all loads, stability remains satisfactory
                but harsh use of the rudder causes a marked wallowing
                effect.
          (ii)  Stick forces are light, making it easy to stall the aircraft
                in a turn.  There is a tendency to tighten turns when
                carrying wing drop tanks and/or when flying without
                ammunition.
          (iii) The minimum pressure valve in the fuel system is baro-
                metrically operated.  It will ensure that the burner pres-
                sure does not fall too low to support combustion at high
                altitude providing the booster pump is on.  Thus, regard-
                less of the throttle setting, a certain minimum r.p.m. will be
                obtainable.  The minimum r.p.m. will increase with
                altitude and should be approximately 8,000 at 35,000
                feet.  If engine surging is experienced at high r.p.m., the
                pilot should throttle back until it ceases.
          (iv)  Should the fuel pressure warning light come on above
                20,000 feet, height should be reduced below this altitude
                as quickly as possible.  Below 20,000 feet the booster
                pump is not essential to maintain adequate fuel pressure
                to the engine, and flight may be continued safely.
          (v)   Above 30,000 feet, the pilot should constantly check the
                correct functioning of the cockpit pressure and oxygen
                supply.  In the event of failure of either, it is essential
                to descend to a moderate altitude as quickly as possible
                without exceeding the limiting Mach number.
                In addition the oxygen regulator should be set to the
                emergency position.
          (vi)  If a rapid descent is anticipated, it is advisable to use the
                dive brakes.  An adequate amount of fuel should be left
                for the descent and landing, see para.33, flight planning
                chart, as the windscreen may become iced up on descend-
                ing, and it will be necessary to allow time for de-icing or
                de-misting.
          
          36.   Diving and high-speed flying
          
          (i)   The aircraft becomes increasingly tail heavy as speed is
                increased and should, therefore, be trimmed into the dive.

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