Restricted Lines During the
Takeoff Roll
If the lines (steering or suspension lines) become re -
stricted, such as around part of an outrigger, a trim
lock, or an accessory —then while safely maintaining
your ground direction into the wind and holding your
RPM down to kiting speed—reach out and push the
line off of the restricting object. If this is not possible,
then shut the PPC down and abort the takeoff.
To abort a takeoff (i.e., to shutdown) maintain your
ground steering clear of obstacles as you: (1) power
down the throttle, (2) push the magneto switches into
the OFF position, and (3) pull the wing down.
Entangled or Embedded Lines
If the lines become entangled or embedded with de -
bris, then shut the PPC down and clean up the lines.
If you don’t, and you load the wing by beginning the
lift-off, the stress on the lines as they pull through
the debris (twigs, sticks, and so forth) can break the
lines.
Lines Caught Under a Wheel
If the lines go under a wheel, IMMEDIATELY abort
the takeoff. Shut down: power, magnetos and wing
down.
A Wing Wall
The term “wall” is simply defined as the canopy liter-
ally forming a wall-like appearance behind the PPC.
[Figure 12-3] The trailing edge of the canopy is still
on the ground, while the leading edge of the canopy
forms the top of the wall. The “wall” is the first can -
opy problem that might occur during the initial kiting
of the wing.
Even though some pilots will try to “pop” the canopy
out of the “wall,” the only safe solution is to immedi-
ately abort the takeoff, and re-layout the canopy. By
shutting down and restarting the takeoff preflight, pi-
lots will save the expense of many line and propeller
repairs. Lines will inevitably become damaged when
a pilot tries to “pop” the canopy out of the wall via
sharp throttle movements. When you fight the wall,
you create an ideal situation for lines to get sucked
into the propeller.
A Wing Lock-Out
A wing “lock-out” occurs when the initial forward
momentum is insufficient to move the canopy through
the prop-wash and up and above the PPC cart. [Figure
12-4] During this phenomenon, the inflated canopy
will hang at about a 45° angle behind the cart. This
is a “parachutal-wing stall” while the pilot is still on
the ground. Usually, regardless of how much ground-
speed is increased, the wing will stay in a parachutal-
wing stall behind the cart as long as the tension on the
suspension lines remains the same; the wing will stay
“locked-out” in that 45° position.
Figure 12-3. A wing wall.
Figure 12-4. A wing lock-out.
There are two techniques that can be used to correct
this “parachutal-wing stall” position of a rectangular
wing:
1. Lower the groundspeed until the canopy begins
to fall down and back behind the cart. Then
before the wing touches the ground, smoothly
and firmly increase the groundspeed to move
(“sling-shot”) the canopy up and above the cart.
2. Maintain the groundspeed and pull the canopy
back via a flare (i.e., pushing both foot steering
bars). Hold the flare until the drag caused on the
tail of the wing pulls the wing back down—about
a 60° angle— and then smoothly release the flare.
The release of the flare will again “sling-shot”
the canopy up and above the cart.
Note: Ask the advice of an instructor before using
these techniques on an elliptical-shaped wing. The
characteristics between the two types of PPC wings
are significant in correcting the “Locked-Out” scenario.
Wing Not Centered Overhead
No takeoff should ever be attempted until the wing
is centered above the cart and forward to the riser at -
tachment points. [Figure 12-5]
Hence, if the wing is not centered when it comes
ahead to the riser attachment of the cart:
1. Keep steering into the wind, and
2. Keep your groundspeed below airborne (liftoff)
speed.
The most noteworthy aspect of the takeoff preflight
roll is to verify that the wing is positioned correctly.
Due to the design, the wing will normally want to
be up and centered above the cart. It also wants to
weathervane into the wind. If you don’t rush the take-
off roll, and give the wing the time and speed it needs
to adjust and settle overhead, the takeoff will be fine.
The wing wants to be centered over the cart and point-
ing into the wind. You must steer into the wind during
the entire takeoff roll.
You can adjust the wing’s position during your take -
off preflight roll once the wing is up and past the 45°
position. When the wing is down on one side, apply
steering input to the opposite side. Hence, if the wing
is hanging down on the left side of the cart, push on
the right steering bar. The additional drag created on
the right side will begin to pull the wing up to a more
centered position (from being down on the left).
To compensate for the inertia of the wing’s movement
as it is traveling upward, reduce the initial steering bar
pressure, just before (not when) the wing is centered
overhead. Then slowly add slight opposite steering
bar pressure to compensate for possible over-correc -
tion (inertia) of the wing from center.
Remember: you do NOT need to manually move the
wing center. The design of the wing and its attachment
points create the tendency for the wing to be centered
and overhead. You need only to steer the wing into the
wind, allow the time needed to self correct, and pro -
vide the proper groundspeed to achieve proper wing
position prior to takeoff.
The Cart Turns Over (Roll-Over)
During a PPC taxi, you have two entities to steer: the
wing and the cart. Until united in an airborne pendu -
lum, the independent wing can follow one path, while
the “grounded” cart may insist on another. This can
result in a pull-over. [Figure 12-6] Normally this situ-
ation occurs when pilots are not headed into the wind
during takeoff, or try a crosswind taxi beyond the PPC
limitations or their current skill level.
The strongest inclination of a taxiing ram-air wing
is to weathervane. The wing wants to point into the
wind. However, if the pilot is steering the cart in a
Figure 12-5. The wing should be centered and forward to the rise attachment points prior to takeoff.
different direction and has failed to notice the differ -
ence and has not corrected the wing over the center of
the cart, then the wing can pull the cart over. The cart
will be pulled over when the wing has been given the
required airspeed to create the necessary lift to over -
come the weight of the cart.
Since a taxiing cart has all its wheels on the ground,
friction exists between the ground and the wheels.
The friction causes the cart to travel in a particular di-
rection. If the wing is in the air and pulling the cart in
a different direction, opposing forces may be working
against each other. You must prevent the wing from
gaining enough force (horizontal lift) to pull the cart
over on its side. Hence, caution must be used during
taxi turns. Therefore, if the wing is not centered, and
all the wing’s cells are not open, or the suspension or
steering lines are not clear of debris and free of frame
obstructions, DO NOT increase the throttle to provide
the wing enough airspeed to generate lift. Either shut
down or slow down while pointing the cart into the
wind and then correctly build the wing.
On a takeoff or landing, when you get hit with an un-
expected side gust of wind, or try to take off before
the wing is centered, the cart may be placed into a
condition where it could be pulled over on its side by
the horizontal lift of the wing. During a pull-over, you
will react to one of two possible situations:
1. Your cart is lifting on one side, but you still have
time to recover.
2. Your cart is up on one wheel; past the point of
recovery and beginning to tip over.
In the first situation, to enhance the recovery, imme -
diately remove the lifting force from the wing by re -
ducing the groundspeed (i.e., reduce engine RPM via
the throttle).
In the second and most uncomfortable situation of not
being able to prevent the pull-over:
1. Immediately place the magneto switches OFF, to
turn OFF the engine and stop the propeller.
2. Do not try to prevent the pull-over with your
body (i.e., sticking out your arms and legs). Pull
your arms and legs up into a tuck position to
protect your limbs. When the aircraft comes to a
stop, immediately unstrap and get out of the cart.
3. In the event the situation does not conflict with
the provisions of Title 49, Code of Federal
Regulations, V olume 5, Chapter VIII, Part 830
(49 CFR 830), move the unit back into an upright
position (to prevent gas and oil from spilling
out).
Keep in mind the above paragraph does NOT imply
a wing pull-over should ever be a normal or periodi -
cal occurrence. These accidents can cause death or
serious injuries and damage to your aircraft. With the
proper training and understanding, a wing pull-over is
easily prevented during the takeoff roll if you:
1. Keep the cart headed into the wind.
2. Stay calm, relaxed and don’t rush your takeoff
roll.
3. Realize it is the airspeed that is giving the wing
lift, so slow down if you feel side lift and one
rear wheel rising in a tipping fashion.
4. Let the cart settle back on all wheels as you
maintain your heading into the wind.
5. Let the wing settle overhead, and allow all the
cells to fully inflate.
6. Re-check the lines to make sure they are free and
unrestricted.
7. Verify you do not have a “pig-tail” in the rear of
the wing fabric or a friction knot in the lines.
8. Get your wing repositioned for takeoff, or abort
the takeoff and get situated.
Engine Failure on Climbout
Urgency characterizes all power loss or engine fail -
ure occurrences after lift-off. In most instances, the
pilot has only a few seconds after an engine failure to
decide the course of action and execute it. Unless pre-
pared in advance to make the proper decision, there is
a chance the pilot will make a poor decision, or make
no decision at all and allow events to rule.
The altitude available is, in many ways, the control -
ling factor in the successful accomplishment of an
Figure 12-6. A wing pull-over.
emergency landing. If an actual engine failure should
occur immediately after takeoff and before a safe ma-
neuvering altitude is attained, it is usually not advis -
able to attempt to turn back to the field from where the
takeoff was made. Instead, it is safer to immediately
establish the proper glide attitude, and select a land -
ing area directly ahead or slightly to either side of the
takeoff path. Complete the landing in accordance with
the next section.
In the event of an engine failure on initial climb-out,
the powered parachute is typically at a high pitch
angle with the cart well in front of the wing. When
the engine fails, the cart swings back under the wing
and the wing can surge forward bringing the PPC
into a temporary and potentially dangerous dive. If
the engine-out occurs close to the ground, and the
wing starts to surge out in front of the cart, it is neces-
sary to immediately flare the wing to slow the surge.
Gradually release the flare when the forward surge is
controlled and the wing is back overhead in a normal
flying position.
Engine Failure In Flight
Never fly over something you cannot land on (con -
sidering your altitude and glide slope) and remain
constantly aware of the surrounding terrain and hence
potential landing zones. If you adhere to these rules,
an in-flight engine failure will not directly correlate
to an accident or incident. If this happens, continue
to fly the aircraft. You simply glide it away from all
obstacles and toward the safest landing area.
The safest landing zone may perhaps be in the middle
of the flight park if you have a lot of altitude. Or, the
best landing zone may be straight ahead if you are
below 100 feet. If at all possible, set up your landing
approach so you touch down into the wind—but the
number one priority of an engine-out scenario is safe
terrain (not ground wind direction). Wind direction is
a secondary concern. Land into the wind if possible;
otherwise land downwind. Crosswind is the least fa -
vorable wind direction to land into.
When you are about one second from touchdown, be-
gin applying a full flare. [Figure 12-7] With a single
1-2-3 rhythmic timing motion, push both foot steer -
ing bars completely forward and hold that position as
the rear wheels touch the ground. You can increase
the amount of flare before landing, but you cannot
release it when you are close to the ground and with-
out power! Once on the ground smoothly release the
flare and pull down the canopy (since the engine is
already off).
Engine Failure in a PPCL
When planning any over-water flight, wear a life vest.
Maintain an altitude that will allow you to safely glide
to land should the engine fail. [Figure 12-8] If you
consistently fly over water, consider attaching an au -
tomatic, inflatable device or pontoons to the bottom of
your PPC (i.e., so it becomes a PPCS with pontoons,
as opposed to a PPCL in water). Carry a line-cutter
that is easy to access, yet placed so as not to cause
additional injury upon impact. Practice emergency
procedures so you are prepared and brief your pas -
sengers on evacuation procedures prior to any over-
water flight.
Figure 12-8. Y ou should not fly over water beyond your
glide slope to the shore.
If you find yourself over water with an engine failure,
too far to glide to shore, remain strapped in so the cart
can provide some impact protection. It is possible you
will become disorientated, as the PPCL will likely flip
over when you hit the water and settle upside-down in
the water. You may become entangled in the wing and
lines as it descends upon the craft and the occupants.
Figure 12-7. Engine-out, beginning full-flare about one
second above the ground.
Although your PPCL may float for a few minutes, it
will eventually sink. The time before sinking will de-
pend on the amount of fuel left, the condition of the
seals on the ends of your tubing, and the air left in
your tires after impact.
As soon as you know a water landing is inevitable,
your first step is to align your PPCL into the wind if
possible, and move as close to shore as possible.
1. Don’t panic. Use the ADM “DECIDE” method.
2. Stay seated.
3. Turn off all electronics.
4. Remove any objects that will delay your
evacuation of the aircraft prior to impact (i.e.,
communication cords, camera straps, etc.).
5. Discard any objects that may penetrate your skin
upon impact (or hit you, such as cameras).
6. Tighten your seatbelt and shoulder harnesses.
7. At approximately 2 seconds (~25 feet) above the
water, bring your head, neck, and legs in as close
to your body as possible. Place your arms along
the side of your head, with your hands over the
lower back of your head.
8. If experienced, you could execute a full flare and
a parachutal-wing stall approximately 3 seconds
(~40 feet) above the water (recommended for
PPCs with foot steering bars only).
9. Once in the water, release your seatbelt and
shoulder harness and exit the cart.
10. Help your passenger with his or her restraints.
11. Do not try to retrieve items on the aircraft or
try to save the aircraft. When surfacing, avoid
the wing and swim to the side of the PPC (if
entangled with the canopy lines, cut them with
the line cutter and work your way to the edge of
the wing).
12. Swim to shore.
In-Flight Fire
Considering the flammability of a ram-air wing, it is
easy to realize that in-flight fire —especially an engine
or fuel fire—is one of the most serious emergencies
a PPC pilot can encounter. (Note: An electrical fire
in the front of the cart is unlikely to cause anything
more than an engine failure. Therefore, see “Engine
Failures” above for this specific emergency.) If there
is any sign of fire near the engine, fuel containers, or
fuel lines, do everything possible to reduce the pos -
sibilities of the fire spreading and land as soon as pos-
sible. The necessary procedures are:
• Reduce throttle to idle;
• If possible, shut off fuel valves;
• Shut off magnetos;
• Shut off all electronics;
• Land immediately and stop as quickly as
possible; and
• Evacuate the aircraft immediately.
After landing, get far away. The principal danger after
evacuating the PPC is that the fuel will ignite and ex-
plode, with the potential to injure people at consider-
able distances.
Landing Porpoise
Porpoising refers to pitch oscillations, most notice -
able during a landing. These erratic pilot-induced
movements are a result of rapid throttle movements.
This is a common, correctable error pilots need to be
aware of. There is a delay between throttle changes
and pitch changes. Porpoising will result if you over-
control the throttle during a landing attempt, causing
pitch oscillations. As a result of over-reacting, the
PPC, which is now dangerously close to the ground,
Figure 12-9. Porpoising during a landing approach.
will be further induced into increasing the forward/
rearward swinging oscillations from the pilot throttle
movements. [Figure 12-9]
If this happens, immediately abort the landing and
climb back to pattern altitude. On the next turn to
final, relax and work with a slow, smooth throttle
action.
Gust-Induced Oscillations
Gusty headwinds can induce pitch oscillations as the
lightweight wing responds faster and more easily
to the wind gust than the cart. Crosswinds can also
induce side-to-side swing oscillations. A crosswind
from the right, for instance, tends to weathervane the
PPC wing into the wind, causing an unexpected yaw
to the right. Right crosswind gust also tends to lift
the upwind side of the wing. When crosswinds are
gusty, these effects vary rapidly as the speed of the
crosswind varies.
Local terrain can have a considerable effect on the
wind. Wind blowing over and around obstacles can be
gusty and chaotic. Nearby obstacles, such as buildings,
trees, cliffs, and mountains can have a pronounced ef-
fect on low altitude winds, particularly on the down -
wind side of the obstruction. In general, the effect of
an upwind obstacle is the creation of additional tur -
bulence. These conditions are usually found from the
surface to a height 10 times above the obstacle. Flight
in these conditions should be avoided.
Pilot-induced side-to-side swinging can occur as the
pilot continues to over-control the steering controls.
This usually occurs with new pilots during the land -
ing phase, and typically begins after a side gust of
wind during the approach. The solution is similar: re-
lax your steering control pressures; realize the PPC
wants to be centered (side to side, as well as fore and
aft). Ease the pressure on the steering controls, and let
your inputs balance the PPC pendulum movements.
[Figure 12-10]
Cross-Country Flights
Preparation is essential to handling an emergency
while on a cross-country flight. Carry your wing bag
and line sleeve whenever possible. If you have these
items with you during a flight, should you confront
unexpected bad weather, you need not consider going
around it or fighting it. Simply find a suitable landing
site —preferably next to a road. Avoid private prop-
erty and landing in crops. Pack up your wing and se -
cure the canopy bag to the cart any time you are on
the ground. You then have the option to wait until the
weather passes or walk to a phone or shelter.
Emergency Equipment and Survival Gear
It is a good idea (especially at a fly-in) to circle a new
flight park before departing, making a note of the lo -
cal landmarks, so you can find your field (via pilot -
age) on your return. Be sure to file, open, and close a
flight plan with Flight Service (FSS).
Carry a flight safety kit:
• Flashlight.
• Reflection mirror.
• Water and food (enough for 2 days).
• Matches.
• A utility tool: combo pliers, knife, and so forth.
• Your canopy bag and line sleeve whenever
possible—just in case you are forced to drive
the cart back to civilization. Note: You should
drive the cart to the nearest phone—BUT NO
FARTHER.
• Tire repair can which includes a sealer and air
pressure.
• Tape to repair small canopy tears. The
manufacturer’s POH typically has specifications
for repairs but as guideline, a tear less than
2" can be repaired with common duct tape.
However, cut lines will ground you and hence
force you to drive the cart back or walk home.
Communication can be your radio, cell phone, vi -
sual, or audible signals. Signal mirrors, flashlight or
light beacons at night, signal fire flames at night, sig-
Figure 12-10. Side-to-side swinging on landing approach.
nal smoke during daylight hours, signal flares, and a
prominent wing display are effective methods.
Search and rescue squads (SAR) are particularly
tuned to signals of threes. Hence, three fires arranged
in a triangle, three bangs against a log, or three flashes
of a mirror—all of these will initiate a rapid response
by search and rescue.
The aviation transceiver can be tuned to broadcast and
receive on the emergency frequency 121.5 MHz or
any other usable frequency that will elicit a response.
The wing can be employed to lay out a prominent
marker to aid recognition from the air by other air -
craft. The wing can also be used as an effective
layered garment when wrapped around the body to
conserve body heat or to provide relief from excessive
sunlight.