aircraft, and loads of over 5g. can be applied to 180 to 200 m.p.h.
without the aircraft stalling.
The stalling speeds of the aircraft at normal operational loads, were as
follows:
Undercarriage up and flaps up - 80 I.A.S.
Undercarriage down, flaps up - 82 I.A.S.
Undercarriage up, flaps down - 73 I.A.S.
Undercarriage down, flaps down - 75 I.A.S.
SPINNING
16. This aircraft has been spun up to 5 turns and recovery was normal. The
commencement of the spin is erratic and the aircraft tends to come out
unless held in the spin. As soon as the standard actions for recovery are
taken the spin ceases.
GLIDING
17. This machine handles quite normally on the glide both with flaps up
and flaps down.
(i) The glide with flaps up is flat and the view ahead is restricted.
(ii) With flaps and undercarriage down, the glide is steep and a good view
is obtainable ahead. The lowering of the flaps makes the aircraft slightly
nose heavy. Gliding turns with flaps and undercarriage down should be done
at 105 to 110 m.p.h. at normal loadings.
(iii) The engine assisted glide is considerably flatter and should be done
at 100 m.p.h., but the view forward is rather restricted by the high angle
of the nose.
SIDE-SLIPPING
18. The aircraft can be side-slipped, although it is only just possible to
hold the nose up and prevent the speed increasing unduly.
DIVING
19. The maximum permissible diving speed is 470 m.p.h. indicated. [ES: An
indicated speed of 470 mph at 20,000 feet was a true airspeed of 658 mph
... or well into compressibility. A speed at which the controls became
useless, and the plane could not recover from the dive.... This is what
happened to Pete Atkinson over Toungoo.]
(i) Before commencing a dive propeller should be put into coarse pitch to
prevent over revving and the throttle should be left slightly open.
(ii) Flaps must never be used in an attempt to reduce diving speed.
(iii) As speed increase the aircraft tends to yaw to the right, this must
be counteracted by the application of left rudder tab. With the hood open
this tendency to yaw to the right is considerably worse than when the hood
is shut.
(iv) As speed increases there is a tendency for the aircraft to become
left wing low and roll to the left, which must be counteracted by the
ailerons.
(v) Rate of descent is extremely rapid and speed is picked up very
quickly.
(vi) Recovery is normal but elevators are powerful and considerable
acceleration loads will result if too much force is used during recovery.
AEROBATICS
20. Subject to any current restrictions, normal aerobatics may be carried
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