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are assumed.
As soon as the engine is operating smoothly, check
the oil pressure, if applicable. If it does not rise to the
5-10
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 engaged
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 cranking.
Should the engine fail to start readily, avoid continuous
starter operation for periods longer than 30
seconds without a cool down period of at least 30 seconds
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 manufacturers’
recommendations while troubleshooting and follow
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 detrimental
to the physical well-being of the pilot and passenger.
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, refer
to the engine manufacturer’s manuals for recommended
procedures and parameters.
Continually monitor all the engine’s temperature
gauges and know the engine operational minimum,
normal, and maximum temperature ranges. The engine
manual will also specify “difference” temperatures
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 ignition
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
　
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