Cockpit and pre-start checks
 
 
Battery master switch On
Wheel brakes accumu- 750 lb./sq. in. min
 lator air pressure gauge
Flood air flow switch Auto
Cockpit pressurization switch On
Cockpit temp. control switch  Auto
Cockpit temp. selector As required
External stores jettison switch panel Off
L.P cock On
VHF Channel selectors Off
VHF set selector switch As required
Aileron and rudder trim indicators Neutral
Undercarriage emergency selector Ensure selector not pulled up.
Hood jettison handle In
Undercarriage warning light Out
Undercarriage position indicator Three green
Undercarriage selector buttons Down button in
Flaps selector lever Up
Flaps emergency selector Ensure selector not pulled out.
Hydraulic warning light On.
Elevator and aileron power selector switches Off. Magnetic indicators white.
Fuel level warning lights Both out.
Flight and engine instruments Condition.
Fire warning light Out.
Cockpit altimeter Condition
Fuel low pressure warning light On (out if pressure in system). 
Oxygen As required
Emergency light As required
Engine anti-icing switch Shut
Cockpit lighting switches As required. 
Fuel gauges Contents
Outboard drop tank "empty" indicators  Black if fuel in tanks otherwise white.
Booster-pump switches OFF.
Booster-pump warning lights On (Out if pressure in system).
Transfer indicators Cross-line (if pressure in
 the system they will be
 "in-line" and contents
 gauges will read full).
Tank selector switches AUTO (normally locked in AUTO)
Tank selector indicator Point to REAR
Navigation lights switch As required
Generator failure warning lights Both on
Camera switch Off
Pressure head heater Off
Starter master switch Off
Flying controls Full and free movement
Parking brake ON. Check pressure at each
 Wheel. If brake accumulator 
 pressure is between
 750 and 1,500 lb./sq. in.
 each brake needle should
 read accordingly).

Starting the engine
 
Starter master bar On
 
Without delay press and release the starter button.
 
When the starter fires, the engine speed should build up rapidly to 1,600 r.p.m. 
As the engine lights up, the r.p.m. increase to idling (2,500±200) and the throttle should be closed.
The j.p.t. may momentarily exceed the idling limit.

Checks after starting
 
Fire warning light Out
R.P.M. 2,500 ±200
J.P.T. Max. 525°C.
Oil pressure 10 lb./sq in. (min)
Generator warning lights Out
VHF Frequency selected. 
Rudder and aileron trimmers Check and set neutral. Lock on.
Hydraulic pressure 2850±150 lb./sq. in. on both
 centre needle of triple pres-
 sure gauge and brake accu-
 mulator gauge Pressure at
 each wheel 1,500 lb./sq. in.
 Warning light out.
Elevator and aileron power control selectors Switch each ON in turn and
 check the indicators-black. 
Flaps Check operation
Instruments Correct functioning. Erect Art.
 Hor. Set Mk. 4F compass and
 compare with E2.
Fuel Contents full.
 Set both booster-pump switches
 ON, check that each failure
 warning light goes out. Trans-
  fer indicator-"in-line".
 Tank indicator-REAR.
 L.P. warning light out.
 
Taxying
 
(a) Taxying is normal for nosewheel type aircraft. Fuel consumption at idling r.p.m. is about 2 galls per minute.
(b) The aircraft should not be taxied at a speed which requires excessive use of the brakes as this causes over heating of the tyres and reduces their life.
 
Checks before take-off
 
Tailplane trim Clean a/c Neutral
 With 38° flap and/or inboard Stores 1° Nose-up
 With 38° flap and outboard Stores ½° Nose-up
 
Rudder and aileron trim Neutral, lock on.
Fuel Contents
 Booster-pump switches ON.
 Warning lights out.
 Transfer indicators in-line
 Tank selector switches AUTO.
 Indicators at REAR.
 L.P. warning light out.
 Drop tank indicators black (if
 fuel in outboard tanks)
Flap Up (38° with stores)
Instruments Check and set.
Oxygen As required
Harness Tight and locked.
Hood SHUT.
Hydraulics Pressure 3,000 lb./sq. in.
 Flying controls in power.
 At 4,500 r.p.m. apply full
 aileron and elevator and
 ensure that the magnetic
 indicators remain black.
 Warning light out.
 
Take-off
 
 (a) Align the aircraft and roll forward a few yards to straighten the nosewheel. 
 Apply the brakes with rudder bar central and open the throttle smoothly. 
 If the brakes do not hold at 6,800 r.p.m. they should be considered unserviceable and the aircraft should not be flown.
 Release the brakes and open the throttle fully, checking the engine operation.
 
(b) In cross wind conditions, gentle braking is necessary to keep straight until the rudder becomes effective.
 
(c) Ease the nosewheel off at about 125 knots and hold it just off the runway, 
 taking care not to achieve an excessively nose-up attitude. At normal loads the aircraft will unstick at 150 knots.
 
(d) When comfortably airborne apply the brakes and raise the undercarriage holding the brakes on until the undercarriage is locked up. 
 There is no noticeable change of trim as the undercarriage retracts but the nosewheel locks up with a distinct thud. 
 It may be necessary to climb quite steeply initially as retraction must be complete before 250 knots is reached.
 
(e) Until experience is gained the lightness of the flying controls may lead to over-controlling in both pitch and roll.
 
(f) When carrying stores
 
Using 38° flap the nosewheel can be eased off at 125 knots and the aircraft flown off at 145-150 knots. 
When safely airborne immediately raise the undercarriage and then the flaps, 1 notch at a time retrimming after each selection; 
delay in raising the flaps will result in an increasing nose-down change of trim as speed increases.
 
 
Climbing
 
 NOTE.-If pressure has been set OFF for take-off,
 set it ON at 5,000ft.
 
Best rate of climb
 
(i) Climb at full throttle at 0.85M. Speed should be allowed to increase to the recommended figure during the initial climb to 5,000 feet. 
 
(ii) Below 20,000 feet the rate of climb is not greatly affected by variation in speed, provided that it is maintained between 400 knots and 0.9M.
 
(iii) Above 20,000 feet it is important to keep to the recommended speed; above 30,000 feet the rate of climb will fall off quickly if speed is reduced below 0.85M.
 
Normal climb
 
If maximum rate of climb is not essential set 7,800 r.p.m. using the same speed as above.
 
CIRCUIT PROCEDURE AND LANDING
 
Circuit procedure
 
NOTE-460 lb. (60 gallons) of fuel should be allowed for a circuit, landing and possible overshoot 
 
 (a) Circuit speed
With the undercarriage lowered fully, 6,500 r.p.m. and 38° flap (four notches) give a comfortable speed of about 180 knots. 
To reduce speed for joining the circuit, flap, within the limitations, can be used successfully to augment the airbrake. 
Do not select more than one hydraulic service at a time and allow the cycle of each hydraulic operation to be completed before the next service is operated. 
The undercarriage should only be selected down with the wings laterally level.
 
 (b) Checks before landing
 
 Airbrake IN, indicator black
 Undercarriage Down below 250 knots
 Three green lights
 Brakes Pressure, operation, off
 Main supply 3,000±150lb./sq. in.
 At each wheel 1,500 lb./sq. in.
 Flaps As required
 Fully down on finals
 Fuel Contents
 Booster-pumps ON
 Harness Tight and locked
 
 
(c) Final approach
 (i) Turn across wind at 160 knots aiming to lower full flap on the final stages. Steep approaches are not recommended.
 
 (ii) To ensure most rapid engine response maintain at least 4,500 r.p.m. until finally committed to a landing. 
 Under conditions of high wind or gustiness it is more comfortable if the speeds below are increased by 5 knots.
 
 (iii)The recommended speeds, in knots, at the runway threshold:-
 
 At normal landing weight
 No ammunition, 800 lb. or less fuel remaining 130
 At maximum landing weight
 No ammunition, 1,800 lb. fuel remaining 135
 Full ammunition, 1,100 lb fuel remaining 135
------------------------------------------------------------------------------------------------------------
Landing
 
(a) As the touch-down point is approached, the rate of descent should be checked and the aircraft flown gently on to the
 ground at about 5-10 knots less than the runway threshold speeds. Holding off may result in an excessive nose-up 
 attitude with the subsequent danger of dropping a wing; if the latter occurs, corrective aileron may be effective in raising 
 the wing, but will cause the aircraft to yaw markedly in the direction of the down-going wing. The nosewheel can be held 
 off at speeds down to about 70 knots, but the shortest run is achieved by putting the nosewheel firmly on to the runway 
 and applying the brakes.
(b) Braking
 
 NOTE.-The effectiveness of the braking system is greaty decreased
 on very wet or icy runways. If wind conditions are favourable
 it may be advantageous to use aerodynamic braking.
 
 When the nosewheel has been lowered on to the runway the brakes
 can be used continuously and the maxeret units will prevent wheel lock-
 ing; however, to prolong the efficiency and life of the brakes brak-
  ing should be judicious according to length of landing run available.
 The landing can be cut to less than half normal by using continuous
 full brake once the aircraft is firmly on the ground, but this procedure
 causes rapid brake and tyre wear and should not normally be used.
 The aircraft must be firmly on the ground before applying the brakes.
 If it is allowed to touch down with the brakes on, the maxeret units
 will not operate and the wheels will lock; however, if once having
 started turning the wheels should stop because of skid or bounce,
 they will not lock unless the skid or bounce continues for more than
 4 seconds. After a landing involving heavy braking, ten minutes
 should elapse before the next landing. If the intervening period of
 taxying has also required prolonged use of the brakes, twenty minutes
 should elapse before the next landing. Observe the same precautions
 in brake tests. On wet runways the landing run may be decreased by
 lowering the nosewheel on to the runway, applying the brakes and
 pulling the control column right back. The brakes must be in use
 while the back pressure is applied.
 
 (c) Cross-wind landing
 
 For cross-wind landings the "crab" technique should
 be used. In light winds no difficulty should be exper-
 enced in touching down but in strong cross-winds full
 rudder may be required to correct the crabbing. The
 rudder has a delayed reaction which will require anti-
 cipation. The secondary effect of full rudder is to pro-
 duce a marked roll which must be counteracted with
 aileron. When the crabbing has been corrected the air-
 craft should be flown gently on to the ground and the
 nosewheel then lowered on immediately, thus reducing
 the tendency for the cross-wind to lift the into-wind wing.
 Care should be taken to centralize the rudder before
  applying brake. If the cross-wind is gusting strongly the
 approach speed should be increased by 5 knots.
 
Instrument approach
 
 The following are the recommended airspeed, power and
 flap settings for an instrument approach with the under-
 carriage lowered:- 
 

	RPM	Flaps	Airspeed knots
Downwind	6500	30°	170/180
Base leg	6500	30°	170/180
Glide path	6500	Full	150/160

 
 
 
 
 
 
 
 
 
 
Going round again
 
 Open the throttle smoothly to the power required, raise
 the undercarriage, and at a safe height raise the flaps and
 retrim as necessary.
 
 
Checks after landing
 
Brake pressure Sufficient
Flaps Up
Cockpit pressure Off
Camera master switch Off
Both booster-pumps OFF
Tailplane Set to neutral
 
Stopping the engine
 
Close the throttle.
When the r.p.m. have stabilised at 2,500 (min) then:-
 
Flying control switches Both OFF
All electrics Off
Battery master switch Switch off
L.P. cock OFF when engine stops rotating
Ejection seat Replace both safety pins
 before leaving the cockpit