•
Check the control frame side tubes.
•
•
Check that the upper surface retension strap, in front of the top of the control frame, is
slipped between the fabric of the under-surface and keel tube. Only this section of the strap
will be visible.
•
Check the state of the cross spar safety strap on the keel.
•
Verify the base/wing connection (hang bracket) (CF MAUT – EN – of Airframe)
Wing Use
Pitch
: when the pilot pushes on the control bar, it raises the nose of the wing what increases the
incidence and involves a reduction in speed. When the pilot draws the control bar towards them
self, the nose of the wing lowers, which decreases the angle of incidence and increases speed.
Roll:
when the pilot pushes the control bar laterally, it moves the airframe under the wing, initiating
a rolling movement (Control Bar of operated towards the right
Æ
centre of gravity moved towards
the left => roll towards the left).
Yaw :
the yaw is induced by the roll action caused by the pilot’s roll input. When the aircraft is
placed in a turn a light thorough progressive increase in pitch must be initiated. (The control bar
pushed out by approximately to 5 to 8 cm), in order to balance the turn. An increase in engine
power is necessary to maintain the altitude. The increase in pitch and engine power will be more
pronounced as the angle of bank of the turn increases.
Reminder: Angle of Bank of 60° increases the load factor to 2 g
Takeoff :
the wing held horizontal with a very slight pitch angle. When airspeed reaches 50 km/h,
increase the angle of incidence of the wing gradually. As soon as the wheels leave the ground,
draw the control bar back (towards the pilot) in order to preserve a trajectory parallel with the
runway. Let the Microlight (ULM) accelerate up to 80 km/h before climbing out. The climb out
airspeed should not be lower than 75 km/h. When entering Straight and Level flight, power
reduction should be progressive. Avoid any brutal reduction in power or engine shutdowns whilst
on climb out
:
the alteration of course will be a function of the pitch of the aircraft.
Reminder: pitch m / – 45
°
Cruise:
bar neutral, the wing flies at a speed which is a function of the hang point on the keel,
weight in flight and of the state of the air (CF Hang-Bracket Positioin section 3-03 as well as the
wing Test Form). The VNE is fixed at 160 km/h. The manoeuvring speed or in turbulent air MUST
not exceed 110 km/h.
Landing
: the approach should take place with an idling engine, at a speed equal to 1.3 the VSO,
approximately 85 km/h. as the ground approaches push the control bar incrementally forward to
decrease speed by increasing the angle of incidence of the wing. The wheels will touch down at
less that 65 km/h. The wind conditions (gradient), turbulence, altitude, the temperature (variation in
temperature), the load, are some of the many factors which will lead the pilot to increase the
approach speed.
Short takeoffs and landings:
The techniques are overall identical to that which is explained
above. On takeoff, apply maximum power before releasing the brakes then gradually increase
pitch until at maximum.
With the landing the approach speed will be reduced and the round-off begun earlier in order to
touch the aft wheels in a full pitch-up position, at the stalling speed. Pull the control bar in to the
maximum, while decelerating; which will make it possible to benefit from aerodynamic braking.
MAUT- EN DYN 450
Edition : June 2005
Section : 3 - 06
