Editing De Havilland Mosquito (section)

===Performance===
The design was noted for light and effective control surfaces that provided good manoeuvrability, but required that the rudder not be used aggressively at high speeds. Poor aileron control at low speeds when landing and taking off was also a problem for inexperienced crews.<ref>Air Ministry 1945, pp. 28–29. (FB 6 notes)</ref> For flying at low speeds, the flaps had to be set at 15°, speed reduced to {{cvt|200|mph|km/h}}, and [[Revolutions per minute|rpm]] set to 2,650. The speed could be reduced to an acceptable {{cvt|150|mph|km/h}} for low-speed flying.<ref name="Air Ministry 1945, p. 29. (FB 6 notes)"/> For cruising, the optimum speed for obtaining maximum range was {{cvt|200|mph|km/h}} at {{cvt|17000|lb|abbr=on}} weight.<ref name="Air Ministry 1945, p. 29. (FB 6 notes)"/>

The Mosquito had a high stalling speed of {{cvt|120|mph|km/h}} with undercarriage and flaps raised. When both were lowered, the stalling speed decreased from {{cvt|120|to|100|mph|km/h}}. Stall speed at normal approach angle and conditions was {{cvt |100|to|110|mph|km/h}}. Warning of the stall was given by buffeting and would occur {{cvt|12|mph|km/h}} before stall was reached. The conditions and impact of the stall were not severe. The wing did not drop unless the control column was pulled back. The nose drooped gently and recovery was easy.<ref name="Air Ministry 1945, p. 29. (FB 6 notes)">Air Ministry 1945, p. 29. (FB 6 notes).</ref>

Early on in the Mosquito's operational life, the intake shrouds that were to cool the exhausts on production aircraft overheated. Flame dampers prevented exhaust glow on night operations, but they had an effect on performance. Multiple ejector and open-ended exhaust stubs helped solve the problem and were used in the PR.VIII, B.IX, and B.XVI variants. This increased speed performance in the B.IX alone by {{cvt|10|to|13|mph|km/h}}.<ref name="Bowman 2005, p. 21."/>