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to the ground. The rate of rounding out must
also be proportionate to the rate of closure with the
Figure 11-2. Effect of headwind on final approach.
11-4
ground. When the powered parachute appears to be
descending very slowly, no increase in power settings
is called for.
Visual cues are important in rounding out at the proper
altitude and maintaining the wheels a few inches
above the surface until eventual touchdown. Visual
cues are primarily dependent on the angle at which
your central vision intersects the ground (or runway)
ahead and slightly to the side. Proper depth perception
is a factor in a successful flare, but the visual cues used
most are those related to changes in runway or terrain
perspective and to changes in the size of familiar
objects near the landing area such as fences, bushes,
trees, hangars, and even sod or runway texture. You
should direct central vision at a shallow downward
angle of from 10° to 15° toward the runway as the
roundout is initiated.
Maintaining the same viewing angle causes the point
of visual interception with the runway to move progressively
rearward toward you as the powered parachute
loses altitude. This is an important visual cue
in assessing the rate of altitude loss. Conversely, forward
movement of the visual interception point will
indicate an increase in altitude, and would mean that
power was increased too rapidly, resulting in floating.
In most powered parachutes, the front wheel can easily
be seen and can be used as an indicator of how far
the main wheels are above the runway.
In some cases, it may be necessary to advance the
throttle slightly to prevent an excessive rate of sink
which would result in a hard, drop-in type landing.
You should keep one hand on the throttle throughout
the approach and landing, in case a sudden and unexpected
hazardous situation requires an immediate
application of power.
Wing Control
The measured input of the flare is directly related to
the leg extension of the pilot. For one-third flare, simultaneously
push the steering controls out approximately
one-third of your leg length. During a full-flare,
you would be fully extending your legs to apply input
to the steering controls; one-half flare, you would be
pushing the controls out half of your full leg extension,
and so on. [Figure 11-4]
For landings, the amount of flare needed is directly
related to the descent rate. The steeper and faster the
descent, the more flare input is required for a smooth
landing. [Figure 11-5] Keep in mind the flare is converting
forward momentum into lift. So, if the pilot is
landing with a very slow descent rate, then the pilot
would only need to apply one-third flare during the
landing. Use full-flare during an engine-out descent,
which is the steepest descent of a PPC, for landing.
A flare should be applied in a single 1-2-3 motion.
Apply the flare smoothly, in a rhythmic, even, “1-2-
3” motion.
Figure 11-3. Changing pitch angle and decreasing airspeed during roundout.
11-5
Touchdown
The touchdown is the gentle settling of the powered
parachute onto the landing surface. The roundout and
touchdown should be made with the engine slightly
below level flight power levels. As the powered parachute
settles, the parachute is flared to smooth out the
landing.
Some pilots may try to force or fly the powered parachute
onto the ground without flaring. It is paradoxical
that the way to make an ideal landing is to try to
hold the powered parachute’s wheels a few inches off
the ground as long as possible. In most cases, when
the wheels are within a foot or less off the ground, the
powered parachute will still be settling too fast for a
gentle touchdown; therefore, this rate of descent must
be retarded by the use of flare. [Figure 11-6]
Flare is accomplished by pushing both steering bar
tubes simultaneously. That pulls the entire trailing
edge of the parachute down. That increases drag, lowers
the forward speed, and most importantly (for land-
Figure 11-5. The steeper the descent rate, the greater the need for flare.
Figure 11-4. Flare is measured relative to the pilot’s leg length.
ing) increases the lift of the parachute. The amount
of flare needed depends on the rate of descent right
before landing. If the rate of descent is very gradual,
very little flare is needed. Conversely, in an engineout
situation a lot of flare is required. Accurately
determining how much flare is needed for a given
situation is developed with practice. A general rule is
　
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