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in relation to the earth’s horizon. This is pitch control, as
discussed in Chapter 2, Aerodynamics. [Figure 6-2]
6-3
Figure 6-3. Hold the control bar with a light touch to feel every
movement in the wing.
Figure 6-4. Wind shield blocks the wind from hitting the pilot.
Feel of the Aircraft
All WSC aircraft controls have a natural “live pressure”
while in fl ight and will remain in a neutral position of their
own accord if the aircraft is trimmed properly. The pilot
should think of exerting a force on the controls against this
live pressure or resistance. It is the duration and amount of
force exerted on the control bar that affects the controls and
maneuvers the WSC aircraft.
The actual amount of the control input is of little importance;
but it is important that the pilot maneuver the aircraft by
applying suffi cient control pressure to obtain a desired result,
regardless of how far the control bar is actually moved. The
controls should be held lightly, not grabbed and squeezed. A
common error for beginning pilots is a tendency to “tightly
grip the bar.” This tendency should be avoided as it prevents
the development of “feel,” which is an important part of
aircraft control. [Figure 6-3]
However, for WSC aircraft, the controls do need to be gripped
during moderate and severe turbulence to make sure the wing
does not get ripped out of the pilot’s hands. This is why fl ying
a WSC aircraft in turbulence requires strength and endurance.
It can be fatiguing if the pilot is not used to or in shape for
this type of fl ying. The initial fl ight training should be done
in calm conditions so the student can use a soft touch on the
controls to develop the feel for the WSC aircraft.
The ability to sense a fl ight condition is often called “feel
of the aircraft,” but senses in addition to “feel” are also
involved. Sounds inherent to fl ight are an important sense
in developing “feel.” The air that rushes past an open fl ight
deck can be felt and heard easily within the tolerances of the
Practical Test Standards (PTS) of ± 10 knots. When the level
of sound increases, it indicates that airspeed is increasing. In
addition to the sound of the air, air rushing past is also felt
unless an effective wind screen is placed in front of the pilot
blocking the wind. [Figure 6-4]
The powerplant emits distinctive sound patterns in different
conditions of fl ight. The sound of the engine in cruise fl ight
sounds different from the sound in a glide or a climb. Overall,
there are three sources of actual “feel” that are very important
to the pilot.
1. The fi rst source is the pilot’s own body as it responds
to forces of acceleration. The “G” loads, as discussed
in Chapter 2, imposed on the airframe are also felt by
the pilot. Centripetal acceleration forces the pilot down
into the seat or raises the pilot against the seat belt.
Radial accelerations, although minor for WSC aircraft,
are caused by minor slips or skids in uncoordinated
fl ight and shift the pilot from side to side in the seat.
These forces are all perceptible and useful to the pilot.
Flight time plus the pilot’s desire to feel the aircraft
provides the pilot an excellent “feel” for the aircraft
and the ability to detect even the smallest change in
fl ight. A goal for any pilot should be to constantly
develop a better feel for their aircraft.
6-4
Figure 6-5. Pilot’s view of 45° bank angle can be measured with the front tube or the control bar’s angle with the horizon.
2. The response of the controls to the pilot’s touch is
another element of “feel,” and is one that provides
direct information concerning airspeed.
3. Another type of “feel” comes to the pilot through the
airframe. It consists mainly of vibration. An example
is the aerodynamic buffeting and shaking that precedes
a stall. Different airspeeds and power settings can also
provide a subtle feel in aircraft vibrations.
Kinesthesia, or the sensing of changes in direction or speed
of motion, is one of the most important senses a pilot can
develop. When properly developed, kinesthesia can warn the
pilot of changes in speed and/or the beginning of a settling
or mushing of the aircraft.
The senses that contribute to “feel” of the aircraft are inherent
in every person. However, “feel” must be developed. It is a
well established fact that the pilot who develops a “feel” for
the aircraft early in fl ight training has little diffi culty with
　
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