Most powered parachute incidents occur during the
takeoff. This is because unlike most other types of air-
craft, a powered parachute needs to create the airfoil
before flight can be attempted. This critical process
happens during the takeoff roll. The importance of
thorough knowledge, faultless technique, and judg-
ment cannot be overemphasized.
Terms and Definitions
Although the takeoff and climb is one continuous ma-
neuver, it will be divided into four separate steps for
purposes of explanation:
• Equipment staging — the portion of the
takeoff procedure during which the powered
parachute is positioned and the chute is set up
for takeoff.
• Takeoff roll (ground roll) — the portion of the
takeoff procedure during which the powered
parachute is accelerated from a standstill to an
airspeed that provides sufficient lift for it to
become airborne.
• Rotation and liftoff — enough lift is on the
wing to rotate the nose wheel and lift the
powered parachute off the ground.
• Initial climb — begins when the powered
parachute leaves the ground and a rate of climb
is established.
Normally, the process is considered complete when
the powered parachute has reached a safe maneu-
vering altitude, or an enroute climb has been estab-
lished.
Laying Out the Wing
Refer to Chapter 5 to understand wing inspection, a
separate procedure from wing layout. There are sev -
eral ways to successfully lay out a powered parachute
wing. What an instructor teaches is usually determined
by the terrain, wind conditions, wing shape, and per -
sonal preference. There are two major layout meth-
ods: the inverted method and the stacked method.
The Inverted Method
The inverted method of laying out a wing involves
spreading it out with the bottom surface of the wing
facing up like a blanket on the beach. [Figure 7-1] The
trailing edge of the wing is positioned closest to the
cart and the leading edge is pulled out as far behind
the cart as it will lay without pulling the cart back -
wards.
This method allows for a clear inspection of the wing
and the attachment points of the suspension lines. It
also allows the propeller blast on most carts to go over
the wing, keeping it from inflating too early.
The main advantage to the inverted method is that
when the cart rolls forward on the takeoff roll, it
pulls the leading edge (A-lines) before it pulls the
other suspension lines. This allows for a quick in-
flation of the wing. However, the inverted method
is prone to lifting at the edges of the wing when
there is wind. The wind can get under the corners
of the wing and blow it up and back before you are
ready to take off which can delay the proper infla-
tion of the wing during the takeoff roll. Keep in mind
that if the wind is blowing hard enough to lift the
wing from its layout position, the flight conditions
should be reviewed before continuing with the flight.
Figure 7-1. The inverted method of laying out the wing.
The Stacked (or Accordion) Method
The stacked method of laying out a wing involves
piling the wing up like an accordion with all of the
suspension lines stretched out as far as possible to the
rear of the cart. [Figure 7-2] The pilot can choose to
change from the inverted layout to the stacked method
on days where a slight wind is blowing or if the pilot
is concerned with the condition of the takeoff area.
Pavement or areas of the ground not covered in grass
in the takeoff runway will make it necessary to get
the wing off the ground with as little ground drag as
possible to avoid tearing or jeopardizing the integrity
of the wing fabric and/or lines.
senger briefing should be accomplished before start -
ing the engine, to include information on the proper
use of safety equipment and exiting the aircraft. You
should also inform the passenger as to what to expect
during takeoff, flight, and landing, what feelings and
jolts are normal, what to do if the cart should roll over,
and what to do if the engine fails. Make sure passen -
gers are aware of the hazards and risks of a moving
propeller and educate them on the necessity of keep -
ing items secured so they don’t get sucked through the
propeller. Help them to secure their helmets (if worn)
and explain how to control the intercom. Show them
where to put their hands and feet and make sure any
cameras or equipment are secure. A passenger should
be aware that an aborted takeoff is always a possibil-
ity. Tell them everything depends upon the wing —if
the wing does not inflate properly, or does not inflate
and rotate in time to take off and clear an obstacle, the
engine will be shut down. Finally, emergency proce -
dures should be discussed. At a minimum, it should
be explained that in the case of a rollover, the pas -
senger should keep arms and legs inside the protected
areas of the cart. In case of an accident, the passen -
ger should not be holding onto a part of the structure
that could hit the ground or an obstacle and hurt their
hand or any other part of their body. The informed
passenger is a safe passenger and one that will enjoy
the flight.
After entering the cart, you should first ensure that
all necessary equipment, documents, checklists, and
navigation charts appropriate for the flight are on
board and secure. If a portable intercom, headsets, or
a hand-held global positioning system (GPS) is used,
the pilot is responsible for ensuring that the routing of
wires and cables does not interfere with the motion
or the operation of any control. Regardless of what
materials will be used, they should be neatly arranged
and organized in a manner that makes them readily
available. Loose items should be properly secured to
ensure nothing goes through the propeller or departs
the aircraft. All pilots should form the habit of good
housekeeping.
When you are comfortably seated, fasten the safety
belt and shoulder harness and adjust to a comfortably
snug fit. The shoulder harness must be worn at least
for the takeoff and landing, although because of the
open cockpit, it is highly recommended both pilot and
passenger wear seat belts at all times. If the seats are
adjustable, it is important to ensure the seat is locked
in position. Accidents have occurred as the result of
seat movement during acceleration or pitch attitude
changes during takeoffs or landings. When the seat
Figure 7-2. The stacked method of laying out the wing.
With the wing spread out in the inverted configuration
and the lines inspected, you can pull the cart forward
to tighten all of the lines. This will begin the stacking
process. When the slack has been removed from all
lines, the pilot then goes back to the wing and finishes
the stacking process by hand. This usually means tak-
ing the trailing edge of the wing and tucking it under
the rest of the wing.
To complete the process of stacking the wing there are
two options for laying out the leading edge. Generally,
if there is no wind you may want to leave the leading
edge open on top of the stack. If it is a little windy,
take the leading edge and tuck it behind and under the
rest of the wing. By “hiding” the leading edge over
and under the rest of the wing, the wind will blow
over the top of the stacked wing without catching the
open edges of the wing cells. When you start the take-
off roll, the leading edge is pulled forward and up, is
exposed to airflow and begins a quick inflation.
Cockpit Management
The FAA regulations require the pilot to brief each per-
son on board on how to fasten and unfasten his or her
seatbelt and, if installed, shoulder harness. This pas-
suddenly moves too close or too far away from the
controls, you may be unable to maintain control of the
powered parachute.
Before Takeoff Check
The before takeoff check is the systematic procedure
for making a final check of the engine, controls, sys -
tems, instruments, and avionics prior to flight. In ad -
dition, it gives the pilot an opportunity to establish a
go or no-go decision. The engine temperatures should
be rechecked, especially if any considerable amount
of time has passed since the engine warm-up was
completed, to make sure the engine and fluids are still
within the manufacturers’ recommended minimums.
If the air temperature is cold, the engine will cool
down faster than when the air temperature is warmer;
take a few minutes to bring the engine temperature
back up to minimums. Recheck the wind direction. If
the wind has changed, adjust your takeoff position so
you remain into the wind. Double check the steering
and suspension lines are not in the way of the forward
movement of the tires and the steering lines are not
tangled in the riser cables.
Start the Engine/Initial Rollout
Prime the engine, if so equipped, switch magnetos to
the ON position, recheck that the throttle is not open
beyond idle, and turn the electric master switch to the
ON position. Visually check the area, shout “CLEAR
PROP” and start the engine. Monitor the engine tem-
peratures and check security of harnesses and hel -
mets. Check that the strobe lights are ON, electric
fuel pump is ON (if applicable), oil pressure is within
limits (if applicable), and complete a final ignition
system check.
Once again, the pilot has this opportunity to establish
a go or no-go decision point. Check the intended run-
way and traffic pattern for existing traffic, and if radio
equipped and a nontowered airport, announce field,
type of aircraft, runway heading, and flight intentions;
if a tower-controlled airport, contact ground or tower
control to request a departure clearance. By adding
thrust smoothly to about half to three-quarter throttle,
the powered parachute will begin the takeoff roll.
Wing Inflation and Kiting
During the takeoff roll of an airplane, the goal is to
build sufficient airflow over the wing to generate the
lift required to lift the aircraft off the ground. Powered
parachutes have two goals during the takeoff roll: to
pressurize and raise the wing overhead making sure
proper inflation exists for takeoff, and to create the
airflow over the wing to generate the necessary lift.
[Figure 7-3]
Figure 7-3. Pressurizing, or kiting, the wing.
Make a final check to confirm that the cart is pointed
in the right direction and nothing has moved into the
way. Look over your shoulder to observe the canopy
inflation. Advance the throttle smoothly and firmly
to about one-half to two-thirds takeoff power. Too
abrupt an application of power may cause the cart to
yank the wing too roughly forward. This can damage
the riser system and shorten wing life. This is more
of a problem with higher horsepower engines than in
lower powered aircraft. As the cart starts to roll for -
ward, make sure both feet are on the steering bars to
begin steering the parachute immediately.
As the wing starts to rise off the ground and climb, it is
acting like a parachute with lots of drag; the cart does
not move forward much. As soon as the wing passes
through the 50° angle to the ground, the drag dramati-
cally decreases as the parachute becomes a wing and
the cart will begin to pick up forward speed very rap-
idly. You must reduce the engine thrust enough at this
point to prevent the powered parachute from becom -
ing airborne prematurely. If the initial thrust reduction
is too great, the wing will begin to lose pressurization
and settle back to the ground. If the thrust reduction
is not adequate, the powered parachute will continue
to accelerate and become airborne. On occasion the
wing can become locked-out, or stuck in the prop
wash; easing back on the throttle will allow the wing
to settle out of the prop wash. Once again, easing
the throttle smoothly forward will assist the wing in
climbing through the prop wash and climb overhead
above the fuselage.
As the wing is coming up in back of the cart, one side
of the wing may inflate and rise faster than the other
side. That higher side should be given a little bit of
steering control to allow the other side of the wing
to catch up. If you don’t make the correction early,
the wing will want to fly over to the slower-inflating
side. This may create wing oscillations, especially if
combined with too slow a takeoff speed. While it is
important to not over-control, remember that wing
controls during kiting are sluggish and more control
inputs are needed than during flight.
Now is the most critical point during takeoff and pos-
sibly during the entire flight. While the parachute is
inflating and rising overhead, most of the powered
parachute’s weight is still being carried by the wheels
and the suspension system. The goal is to get the wing
overhead and then transition the load from the wheels
to the wing.
During the inflation and takeoff roll, you need to divide
your attention between the direction the cart is going
and the wing. When the wing is overhead, perform
the “rolling preflight.” You need to quickly inspect the
wing to make sure it is fully inflated and there are no
line-overs, end cell closures, pressure knots, or huge
oscillations before adding full power for takeoff. This
all has to be done with quick glances.
Line-overs are very easy to detect because the wing
will be obviously deformed and look like it is pinched
by the line that is over the top of the wing. If you see
a line-over, shut down and set up again.
End cells of the wing not inflating are something ad -
ditional to watch for. Most powered parachute wings
have large cross-venting in the cells to allow the
entire wing to pressurize evenly. Generally, the wing
will pressurize in the middle first. As the pressure
evens out across the wing sometimes the end cells of
the wing simply do not want to inflate. It is impera -
tive that the pilot visually sees end cells inflate before
taking off. Sometimes all you have to do is wait for
the end cells to open. On some wing configurations it
is recommended that the steering tubes be “pumped”
lightly to help open the end cell openings.
Pressure knots are harder to determine during a rolling
preflight. It may be very hard to see what is going on
with the lines themselves, so the pilot may find it bet-
ter to look for deformations on the bottom surface of
the wing caused by one line being pulled more than it
should be. Trying to take off with a pressure knot will
result in the powered parachute turning very sharply
to the side of the pressure knot. It will be nearly im -
possible to correct for that turn without nearly stalling
the wing with the input on the other side. The engine
will have to be kept at a very high setting just to main-
tain what little altitude is gained.
Wing oscillations occur for several reasons. There
may not have been enough power added initially to
kite the wing, or the pilot may have waited too long
to correct for a wing that was flying to one side. Some
light oscillation is okay, and will merely lift one side
of the powered parachute into the air before the oth -
er. On the other hand large oscillations will actually
change the lift from a straight upward vector to an
upward and side-pulling force. An oscillating wing
forced into takeoff will most likely roll the airframe,
which is an undesirable cause and effect.
Oscillations are easier to prevent with good inflation
techniques than they are to correct. However, if a
wing is oscillating, it is possible to correct by steering
the wing opposite to the side that the wing is drift -
ing towards. In other words, manage the wing, steer
it straight. The wrong inputs can make the problem
worse. If the oscillations become too severe, it is best
to abort the takeoff and set up again.
It is critical for the wing and lines to become verified,
or fully inflated, directly overhead and centered, with
the lines free of tangles. An acronym of LOC is often
used to verify the wing is ready for takeoff: L – Lines
Free, O – Cells Open, C – Wing Centered. Once the
wing is fully pressurized, centered above the cart and
the suspension and steering lines are free of tangles,
slowly increase the throttle to takeoff thrust. The in -
creased thrust accelerates the powered parachute for-
ward until the airflow over the wing generates enough
lift to get the PPC airborne. Continue to increase
throttle gradually to the desired pitch attitude. Your
feet have been resting on the steering bars throughout
all the ground operations, and can be used to steer.
Normal Takeoff
A normal takeoff is one in which the powered para -
chute is headed into the wind and the wind is light
to moderate. [Figure 7-4] The takeoff surface should
be firm, free of debris, and not have any obstructions
along the takeoff path. The takeoff surface should
have sufficient length to permit the powered para -
chute to quickly accelerate to normal flight speed.
There are three reasons for making a takeoff as di -
rectly into the wind as possible:
1. A slower ground speed reduces wear and stress
on the landing gear;
2. The headwind helps inflate the wing and get it
overhead more quickly;
3. A shorter ground roll, and therefore less runway
length, is required to lift off.
Rotation
When the wing has enough lift to rotate the cart nose
off of the ground, nosewheel steering becomes inef -
fective. This means that even though the back wheels
of the machine are still on the ground, the cart will be
steered by the wing. You should not attempt any kind
of tight radius turn during this process.
Lift-Off
Once the wing is overhead and enough power is add-
ed, the powered parachute will lift off the ground.
Initial Climb
Once the cart is off the ground, it is important to main-
tain at least the same throttle setting that got it off the
ground in the first place. When the cart is free from
ground friction on the landing gear, it will begin to
climb.
Once the powered parachute is off the ground, prop
torque may become noticeable. It will typically steer
the aircraft to the left (with a clockwise spinning pro-
peller). Wind can also affect the direction of the PPC
after liftoff. During initial climb, it is important that
the initial climb path remain aligned with the runway
to avoid drifting into obstructions, or the path of an -
other aircraft that may be taking off from a parallel
runway. Proper scanning techniques are essential to
a safe takeoff and climb, not only for maintaining at-
titude and direction, but also for collision avoidance
in the airport area.
The powered parachute’s takeoff performance will be
much different when there is less weight with only
one person in the PPC. Due to decreased load, the
powered parachute will become airborne sooner,
climb more rapidly, climb at a much steeper angle,
and the flight controls may seem more sensitive.
Common errors in the performance of normal take -
offs and departure climbs are:
• Failure to adequately clear the area prior to
taxiing into the staging position.
• Poor selection of a staging position. (Not
allowing for enough takeoff area.)
• Failure to set up the powered parachute into the
wind.
• Abrupt use of the throttle resulting in additional
stress on the wing during inflation.
• Not using enough power to kite the wing.
• Failure to observe the wing during inflation.
• Failure to perform the rolling LOC preflight to
clear the wing.
Figure 7-4. The powered parachute should be headed into
the wind during takeoff.
Takeoff Roll
Once there is a commitment to take off, it takes a
minimum airspeed to keep the wing inflated. Inflating
the chute, then cutting the power, will usually result in
the wing deflating and falling to the ground. This can
be difficult to recover from and should only be done
if you wish to abort the takeoff.
Otherwise, as the speed of the takeoff roll increases,
more and more pressure will be felt on the steering
control tubes. It is important during this time to keep
the wing going in the same direction as the cart. This
means using the ground controls and/or the flight con-
trols to keep the cart and the wing coordinated.
After kiting the wing and performing the LOC pre -
flight check as discussed in Chapter 5, takeoff power
is applied and you accelerate to flying speed.