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advanced fl ight maneuvers.
Attitude Flying
Flying by attitude means visually establishing the aircraft’s
attitude with reference to the natural horizon. Attitude
is the angular difference measured between an aircraft’s
axis and the Earth’s horizon. As discussed in Chapter 2,
Aerodynamics, pitch attitude is the angle formed by the
longitudinal axis, and bank attitude is the angle formed by the
lateral axis. Rotation about the aircraft’s vertical axis (yaw)
is termed an attitude relative to the aircraft’s fl ightpath, but
not relative to the natural horizon.
In attitude fl ying, aircraft control is composed of three
components:
1. Bank control—control of the aircraft about the
longitudinal axis to attain a desired bank angle in
relation to the natural horizon. This can be easily seen
in a WSC aircraft by looking at the angle the front tube
makes with the horizon. [Figure 6-5]
2. Pitch control—control of the aircraft about the lateral
axis to raise and lower the nose in relation to the
natural horizon.
3. Power control—used when the fl ight situation indicates
a need for a change in thrust, which at a constant
speed raises and lowers the nose in relationship to the
horizon similar to pitch control.
Straight-and-Level Flying
Flying straight and level is the most important flight
maneuver to master. It is impossible to emphasize too
6-5
strongly the necessity for forming correct habits in fl ying
straight and level. All fl ight is in essence a deviation from
this fundamental fl ight maneuver. It is not uncommon to
fi nd a pilot whose basic fl ying ability consistently falls just
short of minimum expected standards, and upon analyzing
the reasons for the shortcomings discover that the cause is
the inability to fl y straight and level properly.
In learning to control the aircraft in level fl ight, it is important
that the control forces be exerted just enough to produce the
desired result. Some wings are more responsive than others.
The student should learn to associate the apparent movement
of the control bar with the response in pitch and roll. In this
way, the student can develop the ability to regulate the change
desired in the aircraft’s attitude by the amount and direction
of forces applied to the controls without the necessity of
referring to outside references for each minor correction.
Straight-and-level flight is flight in which a constant
heading and altitude are maintained. It is accomplished by
making immediate and measured corrections for deviations
in direction and altitude from unintentional slight turns,
descents, and climbs. Level fl ight is a matter of consciously
fi xing the relationship of the position of something on the
aircraft, used as a reference point with a point on the horizon.
In establishing the reference point on the aircraft, place the
aircraft in the desired position and select a reference point.
A typical reference point on the WSC aircraft is a point on
the front tube.
The WSC aircraft reference point depends on where the
pilot is sitting, the pilot’s height (whether short or tall), and
the pilot’s manner of sitting. It is, therefore, important when
establishing this relationship, the pilot sit in a normal manner;
otherwise the points will not be the same when the normal
position is resumed. [Figures 6-6 and 6-7]
Straight-and-level fl ight should fi rst be practiced in calm air
where the control movements determine the actual movement
through the air and air movement has minimal effect on the
aircraft’s altitude and direction.
A trim speed needs to be set if the WSC aircraft has an infl ight
trim system or the trim speed set on the ground is used. The
throttle is adjusted so the aircraft is fl ying level, not climbing
or descending. This can be determined by looking at the
altimeter or the vertical speed indicator (if so equipped). The
throttle setting is the control for maintaining level fl ight for a
specifi c weight, loading, trim speed, and density altitude.
Level fl ight is maintained by selecting some portion of the
aircraft’s nose as a reference point, and then keeping that
point in a fi xed position relative to the horizon. Using the
principles of attitude fl ying, that position should be crosschecked
occasionally against the altimeter to determine
whether or not the throttle setting and pitch attitude are
correct. If altitude is being gained or lost, the pitch attitude
should be readjusted with the throttle in relation to the
horizon. Then, recheck the altimeter to determine if altitude
　
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