In all normal maneuvers, the term “increase the pitch attitude” implies raising the nose in relation to the horizon (by increasing power); the term “decreasing the pitch attitude” means lowering the nose (by decreasing power). While foot controls do have an effect on altitude, they are not typically used as a control for flying straight and level. A PPC must be capable of maintaining altitude to tolerances using the controls as designed.

Anytime the wing is banked, even very slightly, the aircraft will turn. In a PPC the pilot has no useful reference to measure bank angle like an airplane or weight shift control aircraft where the wing tips are visible in relation to the horizon. The objective of straight-and-level flight is to detect small deviations from laterally level flight as soon as they occur, necessitating only small corrections. Reference to the magnetic compass or GPS, if so equipped, can be made to note any change in direction; however, the visual reference of a point on the horizon with a point on the aircraft such as the front wheel or instrument panel will typically be used for sport pilot training.

Continually observing the nose to align the heading should be avoided. The pilot must spend more time scanning for air traffic than focusing on heading. This helps divert the pilot’s attention from the aircraft’s nose, prevents a fixed stare, and automatically expands the pilot’s area of vision by increasing the range necessary for the pilot’s vision to cover.

Straight-and-level flight requires almost no application of control pressures if the aircraft is properly trimmed to fly straight and the air is smooth. Some PPCs will have a directional trim control which adjusts the tension in a control line to make it fly straight. Each PPC manufacturer has a unique design for their particular aircraft. The pilot must not form the habit of constantly moving the controls unnecessarily. You must learn to recognize when corrections are necessary, and then make a measured response. Tolerances necessary for passing the PPC practical test are ±10 degrees heading and ±100 feet altitude. Students may initially start to make corrections when tolerances are exceeded but should strive to initiate a correction before the tolerances are exceeded, such as starting correction before the tolerance is ±5 degreees heading and ±50 feet altitude.

Since the PPC does not have an elevator to control the pitch, immediate minor adjustments should be made while flying close to the ground. In flying a low approach (flying straight and level over the centerline of the runway at a low but specified distance from the ground), think of the throttle as the coarse and slow response altitude control, and application of both steering controls (flare) as the fine adjustments to altitude adjustment. Throttle has a slight delay between implementation and response in increasing altitude; flare relatively quickly increases altitude but can only hold altitude changes temporarily (about 2 seconds). This would be like applying flaps on an airplane if no elevator control was available.

While trying to maintain a constant altitude, especially when close to the ground, you can fly with about one-third flare. By holding a small flare, if you encounter downdrafts, you can immediately add a large portion of flare to lift you back to the desired altitude. If the PPC begins to climb, then you can reduce the amount of the flare to return to the desired altitude, until you can adjust your throttle position again.

Common errors in the performance of straight-and-level flight are:

A turn is made by banking the wing in the direction of the desired turn. A specific angle of bank is selected by the pilot, control pressures applied to achieve the desired bank angle, and appropriate control pressures exerted to maintain the desired bank angle once it is established.

Both primary controls are used in close coordination when making level turns. Their functions are as follows.

For purposes of this discussion, turns are divided into three types: shallow, medium, and steep.

Bank angle is measured in a PPC from angle of the horizon and any level component on the PPC, typically the instrument panel, steering bars, cart frame, or any other cart component that can provide a horizontal reference. Each design will have its own unique reference.

Exceeding the limitations specified in the regulations or in the aircraft pilot operating handbook is considered aerobatics and not authorized by the manufacturer limitations.

To initiate a turn, drag is created on the side of the wing you want to turn via the steering control bar, slowing and dropping that wing into the desired bank. The side without the drag is flying faster and hence pivots around the slower side. As discussed in Chapter 2, the PPC is designed to track directly into the relative air stream, similar to a weight-shift control aircraft. Therefore, no rudder is needed to coordinate a turn.

A shallow bank produces a noticeable turn but you likely will not notice an increase in load or airspeed. A constant pressure is required on the steering bar to maintain the bank angle for the turn. Abruptly releasing the pressure on the foot bar would typically bring the PPC back to straight flight because the pendulum effect is so minor.

A medium bank turn requires more PPC performance than a shallow bank. Higher and noticeable loads, plus noticeable airspeed increases are the result of a medium bank turn. After the bank has been established in a medium banked turn, pressure on the steering control must be maintained to continue the bank. If the control pressure is released, the PPC will return to the level position because of the pendulum stability discussed in Chapter 2. If it is a medium bank angle, such as 40 degrees, and the pressure is released abruptly, there will be some dampening oscillations until the PPC returns to level flight. Slower responses are required so the bank angle is reduced gradually to maintain “coordinated pendulum effect.” All PPCs have unique flying characteristics, but generally, lower performance “rectangular” wings would dampen quicker than higher performance “elliptical” wings.

To maintain altitude during a turn, you must directly coordinate the amount of steering input with the amount of throttle increase because of the loss in vertical lift, as covered in Chapter 2. To make a shallow turn, only a modest amount of steering control input and throttle increase is required. As the steering input is applied, you will also simultaneously apply the corresponding amount of throttle increase to maintain level flight throughout the turn.