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be disagreeing with the postural nerve impulses from
the pressure areas in the skin and muscles. Hence, the
brain gets conflicting spatial information. This condition
is sometimes called vertigo.
The recommended procedure to deal with spatial disorientation
is to maintain constant, straight and level
flight via the throttle and remove all control input to
the steering controls.
Stress
Stress is a strong factor in pilot error. Stressful situations
are very disruptive conditions. There are three
categories of stress: environment (physical, such as
loud noises), psychological (the loss of a loved one)
and physiological (fatigue). Any of these factors can
be influential on your mental capacities, and hence
should be given consideration when begining your
medical self-evaluation prior to preflight inspection.
Any pilot experiencing a high level of stress is not
safe and should not fly as PIC.
Stroke and Heart Attack
In the event you feel light-headed or dizzy, you
should remove your feet from an input position on
the steering controls. When you feel light-headed or
dizzy, there is a possibility this could be a prelude to
a heart attack or stroke. If you are about to experience
a medical problem of this magnitude, then you could
have a seizure or leg spasms (due to the pain from the
heart attack) and therefore, uncontrollably and without
intention, spiral yourself into the ground if the leg
spasm induces severe steering input.
If you don’t feel “right”— pull your feet away from
those steering controls, at least until you begin to feel
better, and then get yourself safely on the ground as
soon as possible.
1-9
Medical Summary—
“The Bottom Line”
Before even approaching the PPC, you must take a
moment to reflect upon your current medical, physical,
and psychological condition. It is in this reflective
moment that you should begin to evaluate your ability
to safely conduct the flight. Once satisfied with your
self-evaluation, the preflight inspection can then continue.
Using the “I’M SAFE” checklist is a smart way
to start your preflight before getting to the powered
parachute. Prior to flight, assess your fitness as well
as the aircraft’s airworthiness. [Figure 1-5]
Figure 1-5. Prior to flight you should assess your fitness,
just as you evaluate the aircraft’s airworthiness.
1-10
2-1
Chapters 2 and 3 of the Pilot’s Handbook of Aeronautical
Knowledge (FAA-H-8083-25) apply to powered
parachutes and are a prerequisite to reading this book.
This chapter will focus on the aerodynamic fundamentals
unique to powered parachute (PPC) operations.
Aerodynamic Terms
Airfoil is the term used for surfaces on a powered
parachute that produce lift, typically the wing itself.
Although many different airfoil designs exist, all airfoils
produce lift in a similar manner.
Camber refers to the curvature of a wing when looking
at a cross section. A wing possesses upper camber
on its top surface and lower camber on its bottom
surface. Leading edge describes the forward edge of
the airfoil. The rear edge of the airfoil is called the
trailing edge. The chord line is an imaginary straight
line drawn from the leading edge to the trailing edge.
[Figure 2-1]
Longitudinal axis is an imaginary line about which
the aircraft rolls; it is also called the roll axis. The
longitudinal axis is not a fixed line through the cart
because the angle of incidence changes in turbulence
and with loading changes.
Angle of incidence is the angle formed by the chord
line of the wing and the longitudinal axis of the PPC
cart. The cart longitudinal axis is not the same as the
aerodynamic longitudinal axis defined in the previous
paragraph. [Figure 2-2] Unlike an airplane, the angle
of incidence can change in flight because of the flexible
line attachment between the wing and the cart.
Angle of incidence can change for different types of
flight configurations and PPC designs; this is covered
in detail in the “Moments” section.
Trim angle is the angle between the chord line of the
wing and the horizontal plane when the PPC is in nonpowered
gliding flight. [Figure 2-3] The PPC wing is
designed at a slight angle, with the chord line inclined
downward to the horizontal plane to maintain the
manufacturer-designed angle of attack during gliding,
level and climbing flight. This “trim angle” is built
into the powered parachute by the manufacturer and
cannot be adjusted by the pilot moving the controls.
　
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