Chapter 7 Takeoffs and Departure Climbs
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.
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.
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
Common errors in the performance of crosswind
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
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 traffic
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 executed,
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 causing
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