After ensuring that the switches are "off", the aeroplane may be easily pulled along by a single individual, and is best grasped by the propeller near the boss, or, if the engine has not recently been run, by each forward exhaust pipe. Alternatively, the machine may be lifted by the rear fuselage, ensuring that the front tailplane bracing wires are not snagged. The fuselage is best lifted bodily on the forearms, with the palms of the hands gripping the opposite longeron. The aeroplane may be moved in this fashion, or the grip transferred to the skid support structure.
Taller pilots particularly should avoid raising the fuselage too high, as the centre-of-gravity, without an occupant, will be ahead of the axle beyond the horizontal, and this will be exacerbated if the fuel tank is full. A steadying hand on top of the rear fuselage decking is a good safety measure when manoeuvring the aeroplane thus, especially on uneven ground.
NEVER push the aeroplane backwards with the tailskid in contact with the ground unless on a very smooth and level surface. (This warning does not apply to modified skids with tailwheel adaptations).
In soggy conditions, when assisting a taxying machine to turn, do not attempt to drag the aeroplane around by its wingtip, especially if the skid has sunk visibly into the surface. Always lift the machine with its occupant and turn it onto the desired heading with the tail clear of the ground. This is easily achievable even with a heavy pilot due to the leverage available.Weaving the aircraft while taxying is essential to provide a view of the intended path. Relatively sharp turns through ninety degrees or more are best achieved by applying short bursts of throttle, at moderately high power, ruddering as necessary, and using judicious forward control pressure on the stick, to unload the tail when required. Be ready to check the turn, and chop the power, before the desired heading has been achieved. With practice, the aeroplane will behave on grass almost as though equipped with brakes.
However, although the Flitzer is particularly tractable on grass, even in strong winds, never be too proud to ask for assistance from experienced handlers, nor to dismount and lift the aeroplane around, if in a tight spot.
One thing that a Flitzer pilot will notice on take off is that unless he makes a gentle, but positive, backward movement of the stick at the appropriate moment, the aeroplane will go on gathering speed whilst still firmly on the ground, until it is launched into the air from a convenient bump, or it rams the scenery in a shower of debris!
This is because, if balanced and trimmed correctly, it 'thinks' it is already flying in cruise/trim condition, at which it is perfectly 'pitch stable'. Don't forget that there is no trim on the aeroplane, because it doesn't need one.
My technique is to start the take off roll with stick neutral. As soon as acceleration gets under way, I ease forward on the stick, and the tail rises almost immediately (unless you have overloaded the locker). Very little rudder is required to keep straight, and within 5 seconds from start (little or no wind) I gently begin to feel for any lift. Within another 2 seconds, usually, the wheels become light, and at 45 mph the Flitzer climbs easily away, seemingly at a very steep angle, which is ideal for short strips where obstacle avoidance is a priority. Best climb speed is about 58-60 mph, which relates to about 750 fpm. on a cool day.
You are effectively blind just in front of and below the nose, especially at low to moderate airspeed, although over-the-nose view is improved at higher speeds, and will vary with an individual pilot's eye level.
Keep a sharp lookout at all times, but frequently rudder the aeroplane left & right sufficient to see ahead and directly below. Aircraft climbing on a reciprocal heading and even balloons can ascend into your intended flightpath unseen.
For the same reason never make flat, straight-in, powered approaches to unfamiliar airfields, especially if flying into a low or setting sun. Even if you do see another aircraft climbing out, there may be power lines that are invisible against the ground. If you continue with a flat-attitude descent, while you may see the sun glinting off the wires at the last moment, you could still collide with the pylon directly in front of you.
Biplane upper wings create an `eyebrow' effect, and even large aeroplanes at a constant closure angle can be hidden, especially when either or both aircraft are climbing or descending. Rolling the aeroplane slightly from time to time will increase your chances of avoiding a collision.
Before turning, or making a change of heading or flight level, it is good airmanship to remain situationally aware by means of an effective look out. This can be assisted by small control movements, particularly in roll and yaw, to ensure free airspace for the intended manoeuvre.
Approaching to land at unfamiliar strips, where trees are in evidence near the threshold, it Is far safer to make a steep, curving, or combined slipping and turning approach, which will allow the intended point of touchdown to be constantly monitored. Once committed, do not be concerned by lack of forward view. Do not be tempted to try to see over the nose, or a flatter attitude will result, with the Inevitable bounce. Sufficient peripheral view is available to judge the flare, and a three point attitude at minimum flying speed, power 'off', will provide a satisfying conclusion to the flight.
In cross-winds and gusty conditions, it is often preferable to wheel land, and this is best achieved by adding power and touching down in a level attitude, pinning the aeroplane lightly on its mainwheels, closing the throttle, holding forward pressure on the stick, until the tail falls naturally, ruddering as necessary. IAS during the approach in windy conditions should be higher to provide a margin for error and increased power of manoeuvre in general turbulence.
Typically, on the prototype Z-1, 60 mph is used for the approach, allowing speed to wash-off over the hedge to 55-50 mph. On the Z-21, with the slightly bigger tailplane, the approach may be flown at 55 mph. Add about 10% + to your speed for windy conditions.
It is often stated that a good approach makes for a good landing, and this is never truer than when flying some of the more demanding machinery than that which is generally available at club level today.
The landing can perhaps be divided into three distinct stages:
(1) Judging the turn onto base leg and setting up the power-off approach.
(2) Translating from the 'trimmed approach', where the stick position provides a continuous approach speed and attitude, into a positive flare. This requires continuously monitoring the rate of sink, generally by reference to the elevator position alone, but with the throttle hand ready to arrest an undershoot.
(3) Anticipating with rudder, the slightest deviation from a straight rollout while the energy dissipates. Only when the aeroplane is practically at a standstill, does this activity qualify as 'taxying'. Wind effects are not discussed here.
Some initial difficulty may be experienced by pilots who are not familiar with early aeroplane characteristics, especially when landing. Too flat an approach attitude is frequently adopted, through the pilot attempting to see over the nose and thus coming in too fast, whereupon the bungee suspension on the Flitzer will rapidly relaunch the aeroplane. Once he relaxes, and accepts that his forward view will consist only of the instrument panel, and concentrates on flaring the aeroplane, keeping it flying until the last whisper of slipstream dies away, he will be rewarded by the gentlest of touchdowns.
Keeping the aeroplane straight as the energy dissipates on roll out is frequently the most demanding aspect; stage three of the landing exercise. Putting it all together in a smooth, fluid, controlled performance, in which you are your greatest critic, is satisfaction enough.
The designer's first landing on the Z-1 prototype was from a slipping - turn, where the point of touchdown could be viewed up until the last moment, drift being kicked off just before settling, which resulted In a very gentle three-pointer. It was immediately apparent that there had been sufficient peripheral information to monitor the landing without having to slip, and the second landing was 'straight in'.
Since then I have adapted my technique to suit the conditions, and have made just about every type of combination approach, especially in gusty crosswinds, that the situation has demanded, without any difficulty whatsoever. The controls are powerful enough that, if you keep a few knots in hand in windy conditions, the aeroplane will cope.