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requirements, equipment.
• EnVironment: where to fly, weather conditions,
forecast for departure and destination airfi elds, route
of fl ight, and specifi c airport patterns/runway lengths.
Pilot capabilities must be compared to the weather
limitations for the decision of whether to go to the
airfi eld.
• External pressures: schedules, available alternatives,
purpose of fl ight.
Prefl ight procedures include:
• Set up of the wing and mounting the wing on the
carriage (if trailered or taken down).
• Tuning the wing to fl y straight and at the proper trim
speed.
• Prefl ight inspection with written checklist of wing,
carriage, powerplant, systems, and fl ight deck.
• Readying aircraft to enter by proper positioning and
occupant prefl ight brief.
• Engine start, taxi, and performing before takeoff
check.
Postfl ight procedures include:
• Taxi off runway to appropriate location.
• Park, exit, post flight and documenting any
discrepancies.
• Hangar, secure or take down.
6-1
Introduction
Flying a weight-shift control (WSC) aircraft is not like
driving an automobile on the highway. It is also different
from operating the controls of an airplane. A WSC pilot
holds the control bar, which is a structural component
of the wing, in his or her hands. This wing is attached to
the carriage and freely rotates laterally and longitudinally
about the hang point. Therefore, the “feel” of the WSC is
completely different from other aircraft because there are no
movable control surfaces actuated through push/pull rods
or cables connected to a separate control actuator, such as
a stick or yoke.
The pilot feels forces on the wing through the control bar,
which is part of the wing structure with no mechanical
advantage. Simply, the feel of the WSC is different from other
aircraft but the basic fl ight maneuvers are similar.
Flight Manuevers
Chapter 6
6-2
Figure 6-2. Control bar effect on pitch and airspeed.
Nose up
Nose down
Decreased Pitch
Bar in—Fast Flight
Increased Pitch
Bar out—Slow Flight
Normal Flight
Bar at trim
Figure 6-1. Roll diagram.
Wing Rotation Point
Practicing the basics with precision and understanding the
effects on the pilot and the aircraft develop a “feel” for the
aircraft in fl ight so the pilot can concentrate on the fl ying
mission at hand and not on the mechanical movements. The
ability to perform any assigned maneuver is only a matter of
obtaining a clear visual and mental conception of it so that
perfect performance is a habit without conscious effort.
Begin with the fl ight basics to build a foundation for precision
fl ying. Takeoffs/landings and emergency maneuvers are
covered in later chapters. All fl ying tasks are based on the
four fundamental fl ight maneuvers:
• Straight-and-level fl ight
• Turns
• Climbs
• Descents
Controlled fl ight consists of either one or a combination of
these basic maneuvers.
Effects and the Use of the Controls
In using the fl ight controls, the results should be looked at in
relation to the pilot. The pilot should always be considered
the center of movement of the aircraft or the reference point
from which the movements are judged and described. The
important concept and a foundation for all fl ight maneuvers
is not to think of the controls in terms of “up” or “down” in
respect to the Earth. This is only a relative state to the pilot.
Controls need to be thought of in relation to the pilot, so that
the control use can be for any fl ight attitude whether climbing,
diving, banking, or a combination of these.
Sideways pressure applied by moving the control bar to the
left lowers the right wing in relation to the pilot; moving
the control bar to the right lowers the left wing in relation
to the pilot. This is roll control as discussed in Chapter 2,
Aerodynamics. [Figure 6-1]
Pushing and forward pressure applied to the control bar
results in the WSC aircraft’s nose rising in relation to the pilot
slowing down the WSC, while pulling in or back pressure
results in the nose lowering in relation to the pilot increasing
speed of the WSC. At the same trim speed, increasing the
throttle results in the nose remaining at the same level in
relation to the pilot but raising pitch with increased throttle
and lowering pitch with decreased throttle in relation to the
Earth’s horizon. Both control bar and throttle effect pitch
　
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