A.L.2 PART III - HANDLING
Page 71
hood is closed to the half-way position, i.e., about level with the
pilot's shoulders. In this position the noise level is high and rather
distracting but landings can be made without undue inconvenience.
(c) Lateral rocking may occur between 200 and 250 knots with the flaps
fully down. If the rocking becomes excessive the flaps should be
raised. Any lateral rocking which occurs below 200 knots is easily
controlled with the ailerons.
NOTE.-The hood cannot be jettisoned unless fully closed.
72. Stalling
NOTE.-Because the rate of descent is very high and because it is
possible to induce an inadvertent spin when the aircraft
is fully stalled, stalling practice is not to be continued beyond
the buffet stage nor below 25,000ft.
(a) Pre-stall buffet speeds, throttle fully closed are:-
(i) Full ammunition and 1,100 lb. fuel remaining
(Max. landing weight approx.)
Undercarriage and flap up .. .. .. .. 130 knots
Undercarriage down and flap up .. .. .. 130 knots
Undercarriage down and full flap .. .. .. 120 knots
(ii) No ammunition and 800 lb. fuel remaining
(Normal landing weight)
Undercarriage and flap up .. .. .. .. 125 knots
Undercarriage down and flap up .. .. .. 125 knots
Undercarriage down and full flap .. .. .. 115 knots
(b) Above 30,000 ft. buffet occurs at approximately 135-140 knots with
the throttle fully closed, undercarriage and flap up.
(c) If the extended wing leading edges are fitted, the intensity of pre-stall
buffet is increased but stalling speeds are little affected.
(d) Use of the airbrake increases the buffet but does not affect the stalling
speeds or other characteristics.
(e) Under typical approach conditions, the buffet speeds quoted above
are not appreciably affected, but the height lost during recovery is
reduced.
(f) (i) Although the aircraft must not be deliberately fully stalled in
flight, the characteristics are described here to assist pilots who
inadvertently enter the fully stalled condition
(ii) If the control column is held back after the buffet stage is
reached, a nose-up change of trim will occur, and though it will
vary in degree from aircraft to aircraft to counteract it may
require full forward stick movement. Either wing may tend to
drop but can be controlled by the ailerons. Relaxation of the
forward pressure on the control column at this point will lead to
a further reduction in forward speed accompanied by a very high
rate of descent. In this condition the elevator is relatively in-
effective and response is slow. If extended wing leading edges
are fitted there is less tendency for either wing dropping or
yawing to occur.
(iii) A spin or spiral may develop, and in any case considerable height
will be lost. Large deflections of the ailerons near the stall will
cause the aircraft to yaw in the direction of the downgoing
aileron and will increase the possibility of a spin or spiral
developing.
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