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PART III-HANDLING
(b) For maximum range, reheat should not be used on the
climb and to avoid exceeding the engine limitations it is
recommended that 7,750 r.p.m. be used up to 20,000 ft.
and full power thereafter. At full power no throttle
adjustments should be required but at lower r.p.m. it may
be necessary to throttle back as height is gained to main-
tain the selected r.p.m.
65. General flying
(a) Longitudinal stability and control
(i) Stability
The aircraft is statically stable throughout the speed
range up to about 0.86M, when a nose-down trim
change sets in. The trim change continues up to
about 0.91M, when little further trim change occurs
up to about 0.955M (which is sonic speed). At this
speed a slight nose-up trim change occurs and above
this speed the aircraft is stable. The trim changes
can be held on the elevator but the aircraft should
normally be kept trimmed on the V.I. tailplane.
For high mach number and low and medium
indicated airspeed flying, it is recommended that the
tailplane be operated with the speed control in FAST.
For flying at high indicated airspeeds the control
should be set to SLOW otherwise this control will be
over-sensitive.
(ii) Elevator control
At low and medium speeds the elevator is very
light. It becomes heavier as speed is increased up to
about 0.88M when it begins to heavy-up more
rapidly. As the aircraft becomes supersonic a slight
kick may be felt on the elevator and the stick may
move back slightly without affecting the flight path
of the aircraft. Above this speed the elevator is
heavy and its effectiveness is reduced, the G avail-
able from the trimmed value being about 1.25 (i.e.
an accelerometer reading of 2.25 when trimmed at
1G) when applying a maximum stick force. Under60
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