PART III-HANDLING

               these conditions it is recommended that the V.I. tail
               be used to assist the elevator and when this is done
               longitudinal control is entirely adequate. It must
               he realised, however, that if the tail is used to assist
               manoeuvring at mach numbers between about 0.88
               and 0.95 a strong push force will develop if speed
               falls off.

     (b)  Lateral control

           (i)  The ailerons are light and powerful. At speeds
                below 300 knots use of full aileron causes slight yaw
                in the opposite direction to that in which aileron is
                applied and this should be counteracted with rudder.
                When the belly tank is fitted this characteristic is
                more marked and is present up to about 350 knots.

          (ii)  Up to about 0.935M, when wing heavying may
                occur, the ailerons give a high rate of roll: at this
                speed and up to about 0.945M the rate of roll is
                reduced but increases again at higher mach numbers.
                With the belly tank fitted the wing drop is more
                severe and may require up to 3/4 aileron to hold.
                For this reason the limitation of 0.92 below 10,000
                ft. must not be exceeded.

                WARNING.-If the wing drop mach number is
                         reached below 5.000 ft. particularly in
                         bumpy air or when pulling G, the
                         aileron boosters will stall and limit the
                         amount of aileron available. If this
                         occurs speed must be reduced.

     (c)  Directional control

           (i)  The rudder is light and effective at low speed but
                becomes progressively heavier as speed is increased.

    (ii)  At speeds below 250 knots, if rudder is applied
          beyond two-thirds travel, there is a gradual lighten-
          ing off of foot load. This is more pronounced with
          the undercarriage down, particularly when right-
          rudder is applied, this being due to the effect of the
          nosewheel door.

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