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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 attitude
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 takeoffs
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 controls
to keep the cart and the wing coordinated.
After kiting the wing and performing the LOC preflight
check as discussed in Chapter 5, takeoff power
is applied and you accelerate to flying speed.
7-6
• 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 example,
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 verifying
your wing before takeoff—particularly if operating
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 outrigger
tubing or obstructions.
“Lock-out” Avoidance
Improper canopy layout, wind conditions, or inappropriate
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 capability.
You should take off directly into the wind. If
the wind is slowly changing direction and the powered
　
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