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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.
7-7
Takeoff Roll
The technique used during the initial takeoff roll in
a crosswind is generally the same as used in a normal
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 downwind
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 transferred
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 parachute
will be slowly carried sideways with the wind
unless you maintain adequate drift correction. Therefore,
it is important to establish and maintain the proper
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 intended
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 adjust
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
　
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