Pilots Flight Operations Manual
The kasperwing is as much a "real aircraft" as a Cessna or Piper and as such needs to be treated with the same respect one would give to any aircraft. The flight envelope of the kasperwing is unique and will require some adaptation from traditional 3 axis aircraft. If you already have flight experience in a 3 axis traditional aircraft then the crossover to the Kasperwing can be learned in one day. If you are new to the sport and have no prior flight experience then it is NOT recommended that you learn to fly in the Kasperwing. In that case your best bet is to obtain about 10 hours of instruction in a trike or other weight shift Ultralite. I say this because it is what Cascade Ultralite advised clients when they where in operation and I believe the Cascade policy was to "not sell the craft to non pilot types". Having said that the option to engage in flying your Kasperwing is something you will need to come to terms with in your own mind. I will tell you that I learned to fly in my kasperwing and for me it was the ideal craft to learn in. Now that I am taking lessons in a Cessna I have found that I must "un-learn" allot of what I taught myself.
Meet the Kasperwing:
The Kasperwing intrigued me at first sight. That swept back webbed wing design has a look that entices you to envision yourself being hurled through the air strapped beneath it. This dream is achievable but be aware that there is allot of ground work and basics you need to cover before you will ever lift off and fly away in a Kasperwing. The very first step in learning to fly the craft is to know the craft inside and out. You will need to assemble the plane and disassemble the plane a few times before you know each and every bolt, nut and washer required for proper operation of the Kasperwing. You must know each and every nut, bolt and washer on the plane to do a proper pre flight.
After you have familiarized yourself with all of the hardware that makes up the Kasperwing your second goal is to learn the "software" involved in its flight controls. I use the term "software" because based on what we know about the kasperwing's physical flight characteristics when can calculate exactly what steps and movements the pilot is required to perform in order to execute any part of the flight envelope. Put on the harness, connect it up to the keel tube and sit in the plane as if you where about to taxi out. play with the yolk to see how it works and feels. Push the nose wheel back and forth to see how it moves. swing back and forth in your harness to see the range of movement you have for pitch control. This is how you will prepare for the first taxi runs.
Taxi runs requires at least 1800ft by 50ft wide turf runway
After you have familiarized yourself with the kasperwing hardware and flight controls and you have done the proper preflight, yell clear prop then start the engine for warm-up with the craft secure. Once you have the engine running at a proper idle and the engine has reached proper operating temperature prepare to do some taxi runs by checking the airspace around your practice field. If all is clear then bring the engine up to about 50% to get moving then idle back a bit when you reach 10mph. line yourself up on the center of your runway then apply 50% power and start to taxi down the runway @ 5 to 7mph. keep your weight forward in the plane to keep the nose down in case of a wind guest. taxi down the runway and use the nose wheel to do s turns all the way down then all the way back up the runway. This will give you a good feel for how the plane handles on the ground. As you gain confidence in controlling the plane at slower speeds then start taxing at speeds in excess of 10mph. by 18mph you will have enough speed to lift off but you will not as long as you keep your weight forward of neutral trim. At speeds above 10mph you will notice that you can turn the plane with the wing tip rudders alone. Play with the taxi speeds in the 7 to 18mph range to see how the faster you go the more control you have with the rudder system. If at any point you feel like you are going to drag a wingtip apply full opposite rudder and cut the engine. If you do drag a wingtip then turn into it and spin around 180°.
Wheel lifts are an important phase of learning the Kasperwing. In the short time that kasperwing.com has been online I have received at least 3 inquires about the behavior of the 1-80 during take-off. The correct behavior of the kasperwing during take-off is that when the plane reaches flying speed the rear two wheels should lift up first. During a high speed taxi just before the point of lift-off you can force one wheel or the other off the ground by applying a bit of opposing rudder deflection to make one wheel or the other lift up. This technique is called wheel lifts and it requires about 20 reps down the runway to master the technique. Wheel lifts are MANDATORY practice before you leave the ground in the plane.
Line yourself up on the center of the runway and check the airspace for any traffic. when all is clear run the engine up to 3/4 throttle till you reach 15mph then easy back on the throttle to round out the speed at 18mph. keep your weight forward of neutral trim the entire time and concentrate on keeping the plane on the center of the runway. when your up to speed deploy the left rudder to lift the right rear landing gear up off the ground. Once the wheel is up about 3 or 4 inches off the ground slowly pull the left rudder back in to place the wheel back on the ground and then repeat the process with the right rudder and left landing gear. You will quickly learn how this technique works but understanding how it works is not enough. You should continue to do wheel lifts until you are 100% confident that you know exactly how to do a controlled wheel lift and understand how the Kasperwing reacts during the process. The wheel lift techniques are applied to lessons you will learn much later on such as taking off in slight cross wind conditions and correcting a crab attitude during takeoff or landings.
After You have mastered wheel lifts its time for some fun stuff. The next phase of learning the kasperwing is to do some runway hop's where we will actually leave the ground and clime up to 10' to 50' above the runway for short intervals. For runway hop's you can get away with working on a turf runway that is at least 1800' but a runway of 2500' is much better. I do not recommend you practice this phase on a paved runway or where there is any other air traffic.
With the Kasperwing properly inspected and the engine run-up to operational temp, line yourself up on the center of the runway and proceed to taxi down the runway with the engine at full power. Your weight is full forward of neutral trim and the rudder are both held closed with down pressure on the control. when you reach 20 mph swing your weight back a little at a time till you feel the rear wheels lift up. at the point where both rear wheels are up swing back far enough so that the plane climes to around 10 or 20' off the runway then center your weight at neutral trim to maintain that height. concentrate on keeping the plane moving straight down the runway and correct your direction with small rudder deflections if necessary. Once you have traveled about 500' down the runway swing your weight forward again and as the plane touches down ease back on the throttle slowly till you roll out .
When I was learning runway hops I recall that I constantly was trying to use the throttle to control climes and descents. It is totally possible to fly the kasperwing at neutral trim with throttle alone. "This is NOT the correct way to fly the Kasperwing" You should become very aware of your weight shift control and throttle settings as you practice runway hops. This is how we learn to fly the Kasperwing in a safe and controlled manner. The goal in learning runway hops is to be able to go a bit higher and a bit further down the runway with each run. Make sure you are practicing in absolute 0 wind conditions (most likely around 7:30 PM in the summer). if there is any wind at all it will make for a un comfortable or dangerous condition that will cause you to second guess your ability to fly the plane safely. With the Kasperwing our main drawback is that the craft has poor crosswind capability.