35
Pilot’s Operating Handbook DFE Ultralights Ascender III-C
FLIGHT CONTROLS
A control stick, shared by both the pilot and copilot, is provided for the tip rudders and canard
elevator. The tip rudders are connected to the stick by a single control cable for each tip rudder.
The canard elevator is connected to the control stick by a control rod.
Aircraft C of G location determines trimmed cruising airspeed. A bungee trim system is installed
for use while flying solo. This system consists of a single ¼” bungee looped around the forward
main strut and the lower control stick. By slipping the bungee upwards on the stick various
speeds may be trimmed for. When not required the trim bungee may be stored on the stick pivot
point
The operation of the canard elevator for pitch control is similar to a conventional aircraft. Pitch
control is linear and control forces are light at all airspeeds.
Roll control in the Ascender is unconventional compared to a conventional three-axis aircraft.
When the stick is moved laterally the tip rudder on that same side is deployed. The opposite tip
rudder remains in a neutral position. The drag created by the deployed tip rudder induces a
yawing motion. Due to the Ascender’s dihedral of 6
0
and wing sweep angle of 18
0
, this yaw
results in a coupled rolling motion. In flight the two motions happen simultaneously resulting in
a coordinated turn and little sensation of yaw leading roll. Roll control forces are light at all
airspeeds.
The lack of direct control of yaw alone does mean that special crosswind landing techniques
must be used. See
SECTION III NORMAL OPERATING PROCEDURES
for more information.
LANDING GEAR
The heavy-duty fibreglass rod main landing gear and bungee suspended nose wheel allows
routine operations on rough landing strips and unprepared surfaces. The nose gear is steerable
through pedals available to the pilot’s seat position only. The steerable nose gear allows
directional control during taxi operations.
The aircraft is equipped with a single nose wheel brake. This brake is effective for controlling
taxi speed on hard surfaces, but should not be relied upon for short stops on landing.
The pilot’s feet on the ground to prevent forward movement of the aircraft provides a “parking
brake” function.
C
C
C
A
A
A
U
U
U
T
T
T
I
I
I
O
O
O
N
N
N
The technique of using the pilot’s feet for brakes while
the aircraft is moving is not recommended while
the aircraft propeller is turning as rocks may be