 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] Figure 6-3. Hold the control bar with a light touch to feel every  movement in the wing. 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] 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.  6-3 Figure 6-4. Wind shield blocks the wind from hitting the pilot.