text: downwash change can contribute to “pitch 
  up.” 
  
  shock wave formation, there will be a loss of 
  lift and subsequent loss of downwash aft of 
  the affected area. If the wings shock unevenly 
  due to physical shape differences or sideslip, 
  a rolling moment will be created in 
  the 
  direction of the initial 
  loss of lift and con- 
  tribute 
  If the shock induced separation occurs sym- 
  metrically near the wing root, a decrease in 
  downwash behind this area is a corollary of 
  the loss of lift. A decrease in downwash on 
  the horizontal tail will create a diving moment 
  and the aircraft will 
  If these 
  conditions occur on a swept wing. planform, 
  the wing center of pressure shift contributes 
  to the trim change-root 
  shock first moves 
  the wing center of pressure aft and adds to the 
  diving moment; shock formation at the wing 
  tips first moves the center of pressure forward 
  and the resulting climbing moment and tail  Since most of the dificulties of transonic 
  flight are associated with shock wave induced 
  flow separation, any means of delaying or 
  alleviating the shock induced separation will 
  improve the aerodynamic characteristics. An 
  aircraft conhguration may utilize thin surfaces 
  of low aspect ratio with sweepback to delay 
  and reduce the magnitude of transonic force 
  divergence. 
  In addition, various methods of 
  lift devices, 
  boundary layer control, high 
  vortex generators, etc., may be applied to 
  improve transonic characteristics. For exam- 
  ple, the application of vortex generators to a 
  surface can produce higher local surface veloci- 
  ties and increase the kinetic energy of the 
  boundary layer. Thus, a more severe pressure 
  gradient (stronger shock wave) will be neces- 
  sary to produce airflow separation. 