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##  Feel of the Aircraft 

All WSC aircraft controls have a natural “live pressure” while in flight 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 sufficient 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] 

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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 flying. The initial flight 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 flight condition is often called “feel of the aircraft,” but senses in addition to “feel” are also involved. Sounds inherent to flight 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] 

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The powerplant emits distinctive sound patterns in different conditions of flight. 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 first 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 flight 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 flight. A goal for any pilot should be to constantly develop a better feel for their aircraft. 

