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With the wing laid out behind the cart, determine if
the twist is clockwise or counterclockwise in configuration.
If the twist in the line is traveling clockwise as
you face the chute, the wing edge you are working with
will have to travel counterclockwise back through the Figure 5-20. Pilot throwing the wing edge through to undo
a line twist.
5-16
Lay out the half of the wing you just worked on. If that
side looks good, it means you can do the same thing
to the other side of the chute. The same sequence of
checking for twist direction, gathering the lines and
then twisting the wing edge in the opposite direction
of the twisted lines is completed on the second set of
lines. It stands to reason that the twist will be in the
opposite direction than the twist on the other set of
lines you just cleared.
There is a possibility that the side you are working
on still doesn’t look right when you re-check it. If the
lines still look twisted, then you probably flipped the
wing the wrong way. The good news is that there are
only the two types of line twists, clockwise and counterclockwise—
with a little practice you will be able
to recognize the twist well before you start handling
the wing.
Line-Overs
The line-over is one of the most dangerous things that
can happen to the powered parachute wing. A lineover
is exactly what it sounds like. Instead of the wing
line going straight from the wing to the riser system, it
takes a trip over the top of the wing first. This means
that when the wing inflates, the suspension line that is
over the top of the wing will pinch the wing together
and prevent the proper inflation of the wing to produce
the airfoil necessary to achieve flight. If a line is
over the top surface of the wing, the pilot risks serious
injury or death if takeoff is attempted. To recognize
a line-over before you take off, look for a line that is
twisted with other lines on one or both sides of the
wing. If you see that, your next step should be to inspect
the leading edge and top of the wing closely. If
you see a line wrapped over the top, you have found
your problem.
Sometimes using the “stacked” method of laying out
the wing during the final wing staging before flight
versus the “inverted” method can inadvertently produce
a line-over on the top side of the wing as it inflates.
Also, “stuffing” the wing into the wing bag
versus methodically folding the wing for storage can
cause a line to become wrapped around the top of the
wing mistakenly. [Figure 5-21]
To correct a line-over, pull the fabric of the wing
through the loop made by the line-over. To know
which side to pull the noncompliant suspension line
to, trace the line to its home line group (left or right
riser) before you start pulling things around. Sometimes
the side will be easy to determine because the
line-over is either close to the left or right edge of the
Figure 5-21. A simulated line-over.
wing. When it is not, tracing it is the best way to save
time and to determine the correct way to pull the wing
fabric.
Preparing for Takeoff
Wing inflation and kiting procedures are critical to a
successful takeoff. Refer to Chapter 7 for information
on how to lay out the wing, wing inflation, and
kiting.
After Landing
It is imperative to evaluate the field in which you intend
to land, particularly because of the unique nature
of the powered parachute wing, and what happens to
it prior to landing. If the field is being used by other
aircraft, taxi the powered parachute off the “active”
area or runway surface while the wing remains kited.
Ground taxiing with the wing kited takes a little practice,
but the flight instructor will make sure the student
pilot has adequately mastered this skill prior to
takeoff instruction.
After the powered parachute has touched down, release
the flare on the wing; this is done to prevent the
aircraft from becoming airborne again. Not releasing
the flare on landing is a critical and common mistake
made by both new and seasoned PPC pilots. With the
throttle at idle, the powered parachute begins to slow
down to the point where the stream of air is not sufficient
to maintain the wing’s pressurization. At this
time, the engine must be shut down immediately; the
consequences of not turning off the magnetos during
the after-landing roll are detrimental to the wellbeing
of the wing because the propeller will most
likely chop the PPC lines. A turning propeller and the
5-17
　
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