I only have a very few hours on the Hunter but would certainly agree with what JF said. The control harmony was nice at around 420KIAS, but it got much twitchier at higher speeds - and at low speeds the converse applied. Hardly surprising as it was really only 'power steering' which, if I recall correctly, didn't have anything to modify gain with respect to speed? The fuel system was chaotic with wildly bouncing gauges which were useless during simulated ACM or in turbulence - and whoever put those CBs back behind the right side of the cockpit was surely having a laugh. You needed the skills of James Herriot to find them and reset them! Reaching the electrical gang bar and AvPin starter button was almost impossible in the Mk 2 bonedome; clearly ergonomics was still in the 'spray glue around cockpit, then throw in bucket of dials, knobs and tits and bolt them in where they stick' era!
Using 23 flap to help the instantaneous turn rate was a known technique - but if it was left down above M0.9 the thing would enter a dive from which recovery was impossible unless flap was first retracted. It's though that's what killed a guy when I was at Brawdy.
At low level even we students felt part of a Gnat with its great view out, responsive controls plus good compass and stopwatch - a feeling that one didn't quite get in the HUnter.
But we all loved the Hunter, of course - even with its not inconsiderable foibles!
A TP once told me a story about flying the last Javelin from Boscombe. Somewhere over Wales they suddenly realised that a Significant Cock-Up had occurred with fuel planning and, as a result, they didn't have much left. On contacting some Air Trafficker or other they were given the usual 'Turn right 90 deg for identification' thinng, to which the TP replied: "Madam, I am flying the world's only remaining Javelin. If I do what you want the world will soon have one less!". I believe they made it back to Boscombe - just. Or may have landed at Lyneham - can't recall.