• Abrupt use of the throttle resulting in the
aircraft porpoising.
• Failure to anticipate the left turning tendency
(as discussed in Chapter 2) on initial
acceleration.
• Overcorrecting for left turning tendency.
Centering the Wing
The steering controls can be used to reduce the wing’s
side-to-side oscillation, or assist with the centering of
the wing during the rolling (takeoff) preflight. For ex-
ample, if the wing is far left of center, and is beginning
to move back to center (from left to right) you can add
some left control pressure to slow the wing’s (right
moving) inertia and thus keep it from overshooting
the center position above the cart. Or, if the wing is
far right of center and you want to begin the wing’s
motion back to its normal and safe position above the
cart, you could help initiate the wing’s motion to the
left by applying slight left steering pressure.
Encourage Cell Openings
During the pretakeoff roll (when building and verify-
ing your wing before takeoff—particularly if operat -
ing on a soft field) you may find it useful to press
the pedals multiple times, and hold it (about half a
second) after the wing comes overhead. This has
two beneficial uses. First, it assists with opening the
outside cells by temporarily increasing internal wing
pressure, pushing the air forward and transfering the
pressure out to the tips. Second, it helps confirm the
steering lines are clear of any impediments, ensuring
they are not caught on or wrapped around any outrig-
ger tubing or obstructions.
“Lock-out” Avoidance
Improper canopy layout, wind conditions, or inappro-
priate throttle movements during the initial building
of the wing during your takeoff roll may cause the
wing to “lock-out” or stall behind the cart at a 30 to 45
degree angle on its rise. To correct the lock-out, reduce
power and push both steering controls simultaneously
out in a flaring motion until the wing is pulled back
to where the tail is almost touching the ground. Then
rapidly release the flare so the wing “sling-shots” up
and overhead of the cart. Note: This method is not
recommended with elliptical shaped wings, as these
wings, with their reduced drag, may over-fly the cart
and land ahead of the rolling cart.
Crosswind Takeoff
Powered parachutes have very limited crosswind ca -
pability. You should take off directly into the wind. If
the wind is slowly changing direction and the powered
parachute is positioned to take off into a crosswind, it
is better to wait and see if the winds will change back
to headwinds before committing to a takeoff. If winds
are changing direction very quickly, the flight should
be cancelled.
Sometimes there is only one runway and the winds
are blowing across it. It is still possible to take off,
but it will involve positioning the powered parachute
so the initial inflation and roll will be into the wind. If
you fly at a field that has only one main runway, you
must be familiar with the principles and techniques
involved in crosswind takeoffs or not fly when there
is a crosswind.
Positioning the Cart
In all but the lightest of crosswinds, it is still a good
idea to position the powered parachute into the
wind. Lay out the powered parachute wing directly
into the wind, as you would for a normal takeoff.
[Figure 7-5]
Wing Inflation and Kiting
The initial inflation and kiting should be done as it
would be for a normal takeoff. As soon as the wing is
overhead and flying, steer the cart into the direction
desired for takeoff. This procedure requires practice
coordinating the controls for the ground steering and
the wing. The wing needs to be producing some lift
before the turn can be attempted. This may mean a
more aggressive inflation and kiting if the takeoff area
is relatively small.
Figure 7-5. Initial inflation.
Takeoff Roll
The technique used during the initial takeoff roll in
a crosswind is generally the same as used in a nor -
mal takeoff, the wing should be turned approximately
into the wind; this is done with steering bar control
held to the side from which the crosswind is blowing.
This will help keep the wing from pulling the cart to
the down wind side. It is important there is sufficient
airspeed over the wing to create lift. Otherwise, the
wing will have a tendency to fall towards the down -
wind side of the powered parachute. This exposes the
powered parachute to a rollover since the wind will be
blowing into the bottom of the wing that is now acting
as a sail, thereby pulling the cart over.
The sequence of events will usually be moving fast
during a crosswind takeoff, but it is still important to
do a rolling preflight: LOC.
Lift-Off
As the nosewheel is being raised off the runway, the
steering control for the powered parachute is trans -
ferred fully to the wing flight controls.
If a significant crosswind exists, it will take longer for
the powered parachute to take off because the steering
control adds drag to the wing. This may be naturally
compensated for by the headwind component of the
wind as well as the tendency for the deflected side of
the wing to act as a flared wing.
As both main wheels leave the runway and ground
friction no longer resists drifting, the powered para -
chute will be slowly carried sideways with the wind
unless you maintain adequate drift correction. There-
fore, it is important to establish and maintain the prop-
er amount of crosswind correction prior to lift-off by
continuing to apply steering bar pressure.
Initial Climb
If proper crosswind correction is being applied, as
soon as the powered parachute is airborne, the cart
will rotate so it is lined up with the wing. Firm and
aggressive use of the steering bars may be required
to keep the powered parachute crabbed down the in -
tended takeoff path. Continue the climb with a wind
correction angle to follow a ground track aligned
with the runway centerline or takeoff path direction.
However, because the force of a crosswind may vary
markedly within a few hundred feet of the ground,
make frequent checks of actual ground track, and ad-
just the crab angle as necessary. The remainder of the
climb technique is the same used for normal takeoffs
and climbs.
Common errors in the performance of crosswind
takeoffs 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.
• Not allowing for enough area to kite the wing
and turn to the intended takeoff path.
• Failure to set up the powered parachute into the
wind.
• Not using enough power to kite the wing.
• Failure to observe the wing during inflation.
• Failure to perform a rolling preflight (LOC).
• Failure to maintain enough thrust to keep
the wing properly loaded during the turn and
alignment with the intended takeoff path.
Rejected Takeoff/Engine Failure
Emergency or abnormal situations can occur during
a takeoff that will require you to reject the takeoff
while still on the runway. Circumstances such as a
malfunctioning powerplant, inadequate acceleration,
inadequate wing kiting, runway incursion, or air traf-
fic conflict may be reasons for a rejected takeoff.
Prior to takeoff, you should have in mind a point along
the runway at which the powered parachute should
be airborne. If that point is reached and the powered
parachute is not airborne, take immediate action to
discontinue the takeoff. Properly planned and execut-
ed, chances are excellent the powered parachute can
be stopped on the remaining runway without using
extraordinary measures, such as excessive braking or
trying to stop by using your feet as brakes. Neither
of these measures should be used and may result in
powered parachute damage and/or personal injury. In
the event a takeoff is rejected, reduce the power to idle
and shut down the engine. Immediately, pull down the
trailing edge to collapse the wing so it can be used as
a drogue chute, semi-inflated behind you.
Urgency characterizes all power loss or engine failure
occurring after lift-off. In most instances, the pilot has
only a few seconds after an engine failure to decide
and execute the proper course of action. In the event
of an engine failure on initial climb-out, the powered
parachute will be at a high pitch angle, with the cart
well in front of the wing. When the engine fails, the
cart will rock back under the parachute, possibly caus-
ing a temporary but potentially dangerous dive. The
level of danger in the dive is dependent on how high
the PPC is above the ground when the engine fails.
The best situation is if the pilot can establish a normal
glide and execute a normal engine-out landing (see
Chapter 12). However, if the engine-out occurs close
to the ground, it may be necessary to immediately
flare the parachute so the parachute does not rotate
over the cart and into a dive which will increase the
descent rate.
Runway Surface and Gradient
Runway conditions affect takeoff performance. Typi-
cally, powered parachutes take off from level grassy
surfaces. However, runway surfaces vary widely from
one airport to another. The runway surface for a spe -
cific airport is noted in the Airport/Facility Directory
(A/FD). Any surface that is not hard and smooth will
increase the ground roll during takeoff. This is due
to the inability of the tires to smoothly roll along the
surface. Tires can sink into soft, grassy, or muddy
runways. Holes or other ruts in the surface can be
the cause of poor tire movement along the surface.
Obstructions such as mud, snow, or standing water
reduce the powered parachute’s acceleration down
the runway. Many of these same hindrances are mul-
tiplied in effect by the use of soft or wide tires that
increase resistance themselves.
The gradient or slope of the runway is the amount of
change in runway height over the length of the run -
way. The gradient is expressed as a percentage such
as a 3 percent gradient. This means that for every 100
feet of runway length, the runway height changes by
3 feet. A positive gradient indicates that the runway
height increases, and a negative gradient indicates that
the runway decreases in height. An upsloping runway
impedes acceleration and results in a longer ground
run during takeoff. A downsloping runway aids in ac-
celeration on takeoff resulting in shorter takeoff dis -
tances. Runway slope information is contained in the
Airport/Facility Directory.
Takeoff Performance
Takeoff performance is partly a condition of acceler-
ated motion. For instance, during takeoff, the pow -
ered parachute starts at zero speed and accelerates to
inflate the wing, then to takeoff speed and becomes
airborne. The important factors of takeoff perfor -
mance are as follows:
• The takeoff speed.
• The rate of acceleration during the takeoff roll.
• The takeoff roll distance is a function of both
acceleration and speed.
The minimum takeoff distance is of primary interest
in the operation of any powered parachute because
it defines the runway requirements. The minimum
takeoff distance is obtained by taking off on a length
of runway that allows sufficient margin to inflate the
wing, perform the LOC procedure, and then satisfac-
tory room to initiate a lift-off and climb.
The powerplant thrust is the principal force providing
the acceleration and — for minimum takeoff distance
— the output thrust should be at the maximum after
the wing is inflated and successful LOC procedure pre-
formed. Use smooth, gradual throttle settings to avoid
porpoising. Drag is produced as soon as the powered
parachute moves forward. The drag of the wing de -
creases as it rotates into position over the cart.
In addition to the important factors of proper proce -
dures, many other variables affect the takeoff perfor-
mance of a powered parachute. Any item that alters
the takeoff speed or acceleration rate during the take-
off roll will affect the takeoff distance.
The most important variable to affect the takeoff
performance is how fast the pilot can get the wing
overhead, centered, and ready to take the load of the
cart. Often, most of the runway used will be for the
inflation and wing LOC procedure. Unlike almost any
other type of flight, a powered parachute pilot has to
create the airfoil and clear it on the ground before lift-
off. It is always best to practice this skill at a longer
field where mistakes can be made and corrected in
plenty of time before taking off.
Even a slight headwind will have a dramatic effect
on takeoff distances for powered parachutes because
a wind helps inflate a wing much faster than can be
done on a calm day. Even light winds can be a large
percentage of the flying speed of a powered parachute.
A powered parachute that flies at 35 mph taking off
into a headwind of only 3.5 mph is working with a 10
percent headwind. A headwind that is 10 percent of
the takeoff airspeed will reduce the takeoff distance
approximately 19 percent. In the case where the head-
wind is 50 percent of the takeoff speed (a brisk 17.5
mph), the takeoff distance would be approximately 25
percent of the zero wind takeoff distance (75 percent
reduction).
Gross weight also has an effect on takeoff distance.
Proper consideration of this item must be made in
predicting the powered parachute’s takeoff distance.
Increased gross weight can be considered to produce
a threefold effect on takeoff performance:
1. Higher lift-off speed,
2. Greater mass to accelerate, and
3. Increased retarding force (drag and ground
friction).
If the gross weight increases, a greater speed is re -
quired to produce the greater lift necessary to get the
powered parachute airborne at the takeoff lift coef -
ficient. As an example of the effect of a change in
gross weight for a typical PPC, a 21 percent increase
in takeoff weight will require a 10 percent increase in
lift-off speed to support the greater weight.
A change in gross weight will change the net acceler-
ating force and the mass that is being accelerated.
The takeoff distance will vary at least as the square
of the gross weight. Adding a 200-pound passenger
to a machine that already weighs 400 pounds, with
a pilot weighing 200 pounds, will increase the gross
weight by 33 percent. That increase of one passenger
will degrade the performance of the powered para -
chute dramatically. The 33 percent increase in takeoff
gross weight would cause:
• At least a 25 percent decrease in rate of
acceleration, and
• At least a 76 percent increase in takeoff
distance.
For the powered parachute with a high thrust-to-
weight ratio, the increase in takeoff distance might be
approximately 76 percent, but for the powered para -
chute with a relatively low thrust-to-weight ratio, the
increase in takeoff distance would be more. Such a
powerful effect requires proper consideration of gross
weight in predicting takeoff distance.
The effect of pressure altitude and ambient tempera -
ture is to define primarily the density altitude and its
effect on takeoff performance. While subsequent cor-
rections are appropriate for the effect of temperature
on certain items of powerplant performance, density
altitude defines specific effects on takeoff perfor -
mance. An increase in density altitude can produce a
fourfold effect on takeoff performance:
1. Greater takeoff speed.
2. Decreased thrust and reduced net accelerating
force.
3. Reduced rate of climb.
4. Increased runway required.
If a powered parachute of given weight and configura-
tion is operated at greater heights above standard sea
level, it will still require the same dynamic pressure
to become airborne. Thus, the powered parachute at
altitude will take off at the same indicated airspeed as
at sea level, but because of the reduced air density, the
true airspeed will be greater.
Proper accounting of pressure altitude (field elevation
is a poor substitute) and temperature is mandatory for
accurate calculation of takeoff roll distance.
The most critical conditions of takeoff performance
are the result of some combination of high gross
weight, altitude, temperature, and unfavorable wind.
In all cases, the pilot must make an accurate calcu -
lation of takeoff distance from the performance data
of the AFM/POH, regardless of the runway avail -
able, and strive for a polished, professional takeoff
procedure. In the calculation of takeoff distance from
the AFM/POH data, the following primary consider -
ations must be given:
• Pressure altitude and temperature — to define
the effect of density altitude on distance.
• Gross weight — a large effect on distance.
• Wind — a large effect on wing inflation and
overall distance.
• Runway slope and condition — the effect of an
incline and the retarding effect of factors such
as snow, ice, or uncut grass.
Noise Abatement
Aircraft noise problems have become a major concern
at many airports throughout the country. Many local
communities have pressured airports into developing
specific procedures that will help limit aircraft noise
while operating over nearby areas. For years now, the
FAA, airport managers, aircraft operators, pilots, and
special interest groups have been working together to
minimize aircraft noise for nearby sensitive areas. As
a result, noise abatement procedures have been devel-
oped for many of these airports that include standard-
ized profiles and procedures to achieve these lower
noise goals.
Standard noise abatement procedures don’t necessar-
ily apply to powered parachutes, but similar issues
exist. Powered parachutes fly at lower altitudes, fly
tighter patterns, and tend to fly early in the morning
and late in the evening when the winds are lightest.
Powered parachute pilots should actively work with
airport management to determine takeoff areas, pat -
terns, and procedures that emphasize both safety and
good neighborhood relations.
Specific noise abatement flight procedures are found
in the A/FD where runway surface, slope and eleva -
tion can be found for flight planning.