in the fixed position of the pilot seat. Inspect where
the seat lock pins fit; check the pin and seat rail grips
for wear and serviceability. [Figure 5-6]
The battery and ignition switches need to be in the
OFF position at the beginning of the preflight in -
spection. They will be turned on and then off again
to check the different components operated by the
power source during the preflight. While checking the
ignition switches, check that the strobe is operational
if one is installed. Exercise the primer or primer bulb,
if the PPC is so equipped; you should feel resistance
when exercised. Faulty primers can interfere with
proper engine operation.
Manipulate the engine throttle control by slowly
moving through its full range of motion to check for
binding or stiffness. On two-stroke engines with oil
injection, it is important to check that the oil injection
mechanism is moving freely. [Figure 5-7]
Set the altimeter to the field elevation or set in the
barometric pressure, if equipped. Turn on the ignition
or engine instrument system master and make note
of the fuel quantity gauge indications, if applicable,
for comparison with an actual visual inspection of the
fuel tank(s) during the exterior inspection.
Inspect for any signs of deterioration, distortion, and
loose or missing bolts or locknuts. Gently shake the
cart to determine if objects and airframe parts are
loose and need to be tightened. Treat all aircraft and
their components with respect and care while con -
ducting a preflight. As with all aircraft, the PPC does
not need to be “over-handled” to perform an adequate
preflight inspection. Check that all cables are free of
kinks, frays, abrasions or broken strands; check each
end of each flying cable for bolt security and check
that the thimbles are not twisted or elongated.
Figure 5-7. Check the ignition switches, primer and oil
injections mechanism during preflight inspections.
Figure 5-6. Adjustable powered parachute front seat
mechanism.
Check the steering bars for freedom of movement,
for proper steering line attachments, and confirm the
steering bars are securely attached.
Inspect the rear wheel and axle assembly. Check the
tires for proper inflation, as well as cuts, bruises, wear,
bulges, imbedded foreign objects, and deterioration.
As a general rule, tires with cord showing, and those
with cracked sidewalls are unairworthy. Check the
axle and axle hardware, and inspect that the wheels
rotate properly.
Fuel and Oil
Pay particular attention to the fuel quantity, type,
grade, and quality. Many fuel tanks are sensitive to at-
titude when attempting to fuel for maximum capacity.
The powered parachute attitude can also be affected
laterally by a ramp that slopes. Always confirm the
fuel quantity indicated on the fuel gauge(s) by visu -
ally inspecting the level of the fuel tank(s).
The engine manufacturer recommends the type of fuel
that any given powered parachute engine should burn;
this recommendation should be strictly conformed to.
Although most PPC engine manufacturers recom -
mend premium grade auto fuel, it is usually accept -
able to burn 100LL A VGAS on a limited basis. Most
airports will not have auto fuel available on the field.
Ensure the fuel caps have been securely replaced
following each fueling and the vents are free and
open. Most powered parachutes have an inline fuel
filter located somewhere between the tank and the
carburetors; check the fuel filter for contaminates.
[Figure 5-8]
The fuel tank vent is an important part of all preflight
inspections. [Figure 5-9] Be alert for any signs of vent
tubing damage, as well as vent blockage. A functional
check of the fuel vent system can be done simply by
opening the fuel cap. If there is a rush of air when
the fuel tank cap is opened, there could be a serious
problem with the vent system.
Figure 5-8. Inspect the inline fuel filter during preflight.
Check the oil reservoir to ensure the proper oil is
used. Check the oil level during each preflight and
after each refueling. [Figure 5-10] If the consumption
of oil steadily increases or suddenly changes, quali -
fied maintenance personnel should investigate. After
checking or adding oil to the PPC, ensure that the oil
cap has been securely replaced. The oil reservoir on a
two-stroke must be checked for adequate venting; if
this becomes plugged, it could cause starvation of the
oil to the engine.
Two cycle engines without oil injection premix the
oil with the fuel. Assure the mixture ratio is correct.
Proper mixing techniques is covered in the fuel sec -
tion.
Powerplant Inspection
Inspect the propeller for any signs of propeller blade
chafing, and defects such as cracking. Check the pro-
peller for large nicks in the leading edge, cracks, pit -
ting, corrosion, and security. All propeller tape should
be securely attached to the propeller surface, paying
special attention to the convex side of the propeller
for any delaminating; propeller tape is used primarily
for protection on the leading edge of the propeller as
well as a supplemental balancing device. Check the
propeller hub for security, bolt threads showing and
general condition.
Figure 5-9. Inspect that the fuel tank vents are free of dirt
and debris to prevent fuel starvation during flight.
Figure 5-10. It is important to check the oil reservoir cap to
make sure the vent holes are open and free of debris.
Powered parachute engines are set up in a pusher con-
figuration, so it is essential to check the engine area
for loose items to ensure nothing is blown through the
propeller, possibly injuring the aircraft, observers, or
property. Carburetor(s) must be checked to make sure
they are secure; check the air filter for condition and
secure fit. Check the rubber manifolds for cracks and
check spark plugs to make sure all of the spark plug
caps are secure. On some two-stroke engines, there
is a reservoir that contains the lubricant for the ro -
tary valve; check this level on every preflight. Check
gear reduction boxes for leaking seals and make sure
there is not play within the gears. Look for signs of
fuel dye which may indicate a fuel leak and deteriora-
tion of fuel lines. Check for oil leaks, deterioration of
oil lines, and make certain that the oil cap, filter, oil
cooler and drain plug are secure.
Check the exhaust system for white stains caused
by exhaust leaks at the cylinder head or cracks in
the stacks. Check exhaust components for freedom
of movement; they must be secure with all exhaust
springs in place.
On liquid cooled engines, the radiator fluid level, as
well as the overflow reservoir, must be checked and
filled as necessary.
Check all visible wires and lines for security and con-
dition.
Engine Starting
Prior to starting the engine it is imperative to precisely
follow the engine manufacturer’s recommendation for
engine warm-up. Follow the before engine starting
and engine starting checklist procedures in the POH.
Certain precautions apply to all powered parachutes.
Do not start the engine with the back of the cart of
the powered parachute pointed toward an open hangar
door, parked automobiles, or a group of bystanders.
This is not only discourteous, but may result in per -
sonal injury and damage to the property of others as
propeller blast is surprisingly powerful.
When ready to start the engine, look in all directions
to be sure nothing is or will be in the vicinity of the
propeller. This includes nearby persons and aircraft
that could be struck by the propeller blast or the debris
it might pick up from the ground. Turn on the anti -
collision strobe prior to engine start (if so equipped),
even during daylight operations.
First look around, and then shout “CLEAR PROP.”
Wait for a response from persons who may be nearby
before activating the starter.
When activating the starter, keep one hand on the
throttle. The other hand should be on the ignition in
case the engine races immediately after start and the
throttle has no effect. This allows prompt response
if the engine falters during starting, and allows you
to rapidly retard the throttle if revolutions per minute
(RPM) are excessive after starting. A low RPM set -
ting is recommended immediately following engine
start. Do not allow the RPM to race immediately after
start, as there will be insufficient lubrication until the
oil pressure rises. In freezing temperatures, the engine
will also be exposed to potential mechanical distress
until it warms and normal internal operating clear -
ances are assumed.
As soon as the engine is operating smoothly, check
the oil pressure, if applicable. If it does not rise to the
manufacturer’s specified value, the engine may not be
receiving proper lubrication and should be shut down
immediately to prevent serious damage. Although
quite rare, the starter motor may remain on and en -
gaged after the engine starts. This can be detected by
a continuous very high current draw on the ammeter.
Some powered parachutes also have a starter engaged
warning light specifically for this purpose. The engine
should be shut down immediately should this occur.
Starters are small electric motors designed to draw
large amounts of current for short periods of crank -
ing. Should the engine fail to start readily, avoid con-
tinuous starter operation for periods longer than 30
seconds without a cool down period of at least 30 sec-
onds to a minute (some POHs specify even longer).
Their service life is drastically shortened from high
heat through overuse.
If the engine fails to start at all, it may be necessary
to charge the battery or use the back-up pull starter.
Hand propping is not a procedure typically used on
powered parachutes. Always follow the manufactur -
ers’ recommendations while troubleshooting and fol-
low those specific procedures.
Engine Warm-Up
Engine warm-up, or run-up, not only brings the engine
up to proper operating temperatures but also allows
you to determine that the engine and its components
are operating properly.
Generally, the engine start-up will follow these
steps:
• Walk-around is complete.
• Safety check to include: front wheels properly
braced, engine and propeller area clear of loose
and foreign objects, area behind the cart is
clear of debris, wing lines are away from the
propeller.
• Prime the fuel system (as equipped).
• Activate strobe light if switch is independent of
magneto switch.
• Shout “CLEAR PROP” and wait for “CLEAR”
response from bystanders.
• Turn magnetos on.
• Engine gauge switch on.
• Check throttle – at idle.
• Start engine.
The warm-up procedure should never be skipped, as
the result can be costly in engine repairs and detri -
mental to the physical well-being of the pilot and pas-
senger. Pilots should know their engine temperature
parameters from the markings on the panel and the
POH limitations. Once the engine has been brought
up to normal operating temperatures, check that the
engine will produce sufficient RPM. Once again, re -
fer to the engine manufacturer’s manuals for recom -
mended procedures and parameters.
Continually monitor all the engine’s temperature
gauges and know the engine operational minimum,
normal, and maximum temperature ranges. The en -
gine manual will also specify “difference” tempera -
tures between cylinders. Excessive split differences
between cylinders should not be overlooked, even if
both temperature readings are within the acceptable
ranges for the engine. Do not fly the powered parachute
if the temperature readings are not normal! Figure out
what the problem is before it results in a dangerous
situation or costly engine repair. Finally, test the igni-
tion switches if the engine has dual ignition systems
installed. By turning one switch off and checking the
RPM and then alternating the check with the other
switch, you can assure that both ignition switches are
operational. An engine with a dual ignition system is
intended to be run with both systems operating.
Taxiing
You taxi the aircraft to get the cart from one place to
another. The wing bag is typically hung from the cart
or placed on the rear seat unless there are extra bars
installed specifically to accommodate the wing bag
while taxiing; check with your manufacturer for the
recommended procedure. [Figure 5-11] You can taxi
with the wing packed or with the wing inflated above
you; it is called “ kiting” if it is inflated. During all
ground operations it is important to keep your hand on
the throttle and your feet on the steering bars. Do not
dangle your feet off of the steering bars as this could
result in a broken ankle, foot, or leg. Do not use your
feet to stop the PPC, even from low speeds. Wind is
not a factor when taxiing with the wing in the bag;
follow the procedures for initial takeoff if taxiing with
the wing inflated, or “kiting,” in any wind.
Be aware of other aircraft that are taking off, landing
or taxiing and provide consideration for the right-of-
way of others. Keep a lookout in front of you and
on both sides. Be aware of the entire area around the
powered parachute to ensure the PPC will clear all
obstructions and other aircraft. If at any time there is
doubt about the clearance from an object, you should
stop the powered parachute and verify clearance.
Even though you may not be using a standard runway,
you may need to cross active runways or taxiways
to get to the area designated for powered parachute
operations. That means understanding radio commu -
nications and keeping your eyes and ears open. You
probably have better visibility than a pilot in a typical
airplane.
The primary requirements for safe taxiing are positive
control of the aircraft at all times, the ability to recog-
nize potential hazards in time to avoid them, and the
ability to stop or turn where and when desired. While
on the ground, the throttle directly controls your
groundspeed. It is important not to taxi too fast, and
be careful no one is in your prop blast. Going too fast
can damage the frame or the suspension. The grass
you taxi on could have holes and ditches, and damage
the suspension. When taxiway centerline stripes are
provided, they should be observed unless necessary
to clear airplanes or obstructions.
Ground steering is accomplished by controlling the
ground steering bar. The ground steering bar may in
fact be a bar, handle, wheel, or lever; ground steer -
ing controls are as varied as the powered parachutes
themselves. Operate the ground steering in a slow
and deliberate manner, never jerky or erratic. Some
ground steering bars are pushed forward to turn right
and pulled back to turn left. Others are just the op -
posite. Consult the POH for each make and model
of aircraft you fly to determine the safe and proper
operation of the ground steering.
When taxiing, it is best to slow down before attempt-
ing a turn. Sharp, high-speed turns place undesirable
side loads on the landing gear and may result in an
uncontrollable swerve. If the wing is inflated, the cart
will not follow the direction of the wing due to the
friction (via the wheels) with the ground. If the cart
and the wing are not going in the same direction, you
must prevent the wing from gaining enough lift (via
cart groundspeed) to pull the cart over on its side.
(See Chapter 12 for more details on pull-overs.) Ad-
just power or apply braking as necessary to control
the taxi speed. More engine power may be required
to start the powered parachute moving forward, or to
start a turn, than is required to keep it moving in any
given direction. When using additional power, retard
the throttle immediately once the powered parachute
begins moving, to prevent excessive acceleration.
When first beginning to taxi the PPC cart, if equipped
with brakes, test them for proper operation as soon as
the powered parachute is put in motion (typically with
a hand control). Apply power to start the powered
parachute moving forward slowly, and then retard the
throttle and simultaneously apply pressure smoothly
to the brakes.
To avoid overheating the brakes when taxiing, keep
engine power to a minimum. Rather than continu -
ously riding the brakes to control speed, it is better to
apply brakes only occasionally. Other than sharp turns
at low speed, the throttle should be at idle before the
brakes are applied. It is a common error to taxi with a
power setting that requires controlling taxi speed with
the brakes. This is the aeronautical equivalent of driv-
ing an automobile with both the accelerator and brake
pedals depressed at the same time.
When taxiing with an inflated wing (kiting), the ram-
air wing will try to weathervane. The wing is designed
to be self-centering; its strongest desire is to point into
the wind.
Stop the powered parachute with the nosewheel
straight ahead to relieve any side load on the nose -
wheel and to make it easier to start moving ahead.
At nontowered airports, you should announce your
intentions on the common traffic advisory frequency
(CTAF) assigned to that airport. When operating from
an airport with an operating control tower, you must
contact the appropriate controller for a clearance to
taxi, and a takeoff clearance before taxiing onto the
active runway.
After landing, taxiing with the parachute inflated re -
quires you to coordinate movements between the roll-
ing cart on the ground and the flying wing in the air.
Cross-controlling by steering the cart one way while
failing to steer the wing in the same direction creates
Figure 5-11. Follow manufacturer recommendations for
bag placement when taxiing.
a dangerous situation that may end in a rollover. Com-
mon errors in taxiing with the wing inflated are:
• Failing to maintain enough forward speed to
keep the wing inflated and flying overhead.
• Maintaining too much speed over the ground
and thereby lifting the nosewheel off the
ground; preventing the nosewheel from being
able to control the direction of the cart.
• Not steering the wing along with the cart.
• Attempting to turn the cart too tight for the
wing to be able to keep up.
• Failing to take wind into account.
• Attempting to taxi when winds are too high,
change in direction, or are gusty.
Wing Inspection
The powered parachute flight instructor will spend a
great deal of time explaining the systems of the wing,
the proper preflight, and the different methods of stag-
ing the wing for inflation by means of different layout
techniques. The wing, and its performance, is critical
to flight and safety; once again a thorough and sys -
tematic preflight procedure is essential.
Check the wind direction and manually point the cart
directly into the wind. Many PPC pilots use a tele -
scoping rod with a windsock or long strip of narrow
rip-stop suspended from the top, displayed from their
powered parachute trailer or vehicle to determine wind
direction and wind speed. Some pilots prefer hand -
held wind speed/direction devices. Most conventional
airports have some sort of wind indicator (windsock,
wind T, etc.) positioned in the segmented circle, as
well as electronic weather indicators that accurately
measure wind speed and direction at the field. Once
the powered parachute engine starts it will be nearly
impossible for the pilot to determine the direction of
the wind without the aid of a wind direction indicator.
[Figure 5-12]
Remove the wing bag from its stored position on the
airframe, either on the rear or pilot’s seat, or hanging
from the airframe itself. It is critical that the bag not
be twisted, rotated or turned when removing it from
its storage location, as doing so will twist and entan -
gle the suspension lines. Another determining factor
in keeping the suspension lines free from is how you
packed the wing away the last time it was flown; the
proper procedure for re-bagging the PPC wing will be
covered at the end of this chapter.
It is critical for the powered parachute pilot to be able
to recognize when the suspension lines are twisted
and to know how to untwist them. Most wing bags
are clearly marked with an emblem or other marking
to identify one side of the bag from the other. Keep -
ing the marked side of the wing bag always facing
in the same direction (either facing the cart or facing
away from the cart) is a helpful reference to deter -
mine if you have twisted the suspension lines while
moving the wing into place, either on or behind the
cart. The key is to be consistent and methodical in
whatever procedure you use. Your flight instructor
will offer input on a practical procedure. The height
and physical strength of the pilot will also be a factor
in determining the best position on the cart to store
the wing bag.
Place the wing bag on the ground directly behind the
airframe as far back as the riser and support lines will
allow, keeping the wing bag in the same configuration
that it was removed from the cart. You will have to pull
both line sleeves that hold the suspension lines out of
Figure 5-12. Wind direction indicators, used for positioning for takeoff.