PART II-HANDLING
          
                marked nose up change of trim, which is more pro-
                nounced at low altitude and when carrying external
                stores.
          (vii) It is recommended that the elevator trimmer should not
                be used to counteract the trim changes described in (iv)
                and (v) above, neither should it be used to effect recovery,
                as it may suddenly become effective on reducing speed
                and impose excessive loadings.
          (viii)Where the maximum speeds for external stores and the
                clean aircraft coincide, pilots should remember that when
                these stores are released in a steep dive at/or near the
                maximum speed, the resulting acceleration may cause the
                aircraft to exceed the limitations.
                
         37.    Stalling

          (i)   The approximate stalling speeds in knots are :-
                    Power off
                    Undercarriage and flaps up	...	...	90
                    Undercarriage and flaps down	...	80
                    Power on
                    Under typical landing conditions	...	75-80
                    Undercarriage and flaps down	...	80
          (ii)  (a) When carrying wing drop tanks, 1,000 lb. bombs or
                    500 lb. bombs and R.P., the above speeds are
                    increased by about 10 knots.
                (b) When carrying R.P. or 500 lb. bombs the speeds are
                    increased by about 5 knots.
          (iii) The stalling characteristics are similar for all loads.
                (a) With the undercarriage and flaps up, warning of the
                    approach of the stall is given by a slight elevator buf-
                    feting some 20 knots before it occurs, becoming
                    more pronounced as it approaches.  At the stall the
                    nose drops and the A.S.I. fluctuates widely.  If the
                    control column is held back there is a pronounced
                    longitudinal pitching and a tendency for either wing
                    to drop.  With power on there is less warning of the
                    stall but an increased tendency for either wing to
                    drop.
                (b) With the undercarriage and flap down, there is
                    general airframe vibration at all times but some
                    warning is given by slight buffeting which com-
                    mences about 15 knots before the stall.  At the stall
                    there is pronounced buffeting, the nose and either
                    wing may drop sharply and the A.S.I. fluctuates

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