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a poor approach, which in turn is due to insufficient
experience or skill, is a fallacy. The go-around is not
strictly an emergency procedure. It is a normal maneuver
that may at times be used for normal situations.
It does not need to be an emergency to do a
go-around. Like any other normal maneuver, the goaround
must be practiced and perfected. The flight
instructor should emphasize early on, and the student
pilot should understand, that the go-around maneuver
is an alternative to any approach and/or landing.
Although the need to discontinue a landing may arise
at any point in the landing process, the most critical
go-around will be one started when very close to the
ground. Therefore, the earlier a condition that warrants
11-9
a go-around is recognized, the safer the go-around/
rejected landing will be. The go-around maneuver is not
inherently dangerous in itself. It becomes dangerous
only when delayed unduly or executed improperly.
Delay in initiating the go-around normally stems from
two sources: (1) landing expectancy, or set—the anticipatory
belief that conditions are not as threatening
as they are and that the approach will surely be terminated
with a safe landing, and (2) pride—the mistaken
belief that the act of going around is an admission of
failure—failure to execute the approach properly. The
improper execution of the go-around maneuver stems
from a lack of familiarity with the three cardinal principles
of the procedure: power, power, and power.
Power is your first concern. The instant you decide to
go around, full power must be applied smoothly and
without hesitation, and held until the powered parachute
climbs back to pattern altitude. Applying only
partial power in a go-around is never appropriate. You
must be aware of the degree of inertia that must be
overcome, before a powered parachute that is settling
towards the ground can become capable of turning
safely or climbing. The application of power should
be smooth as well as positive. Abrupt movements of
the throttle in some powered parachutes will cause the
engine to falter.
Common errors in the performance of go-arounds (rejected
landings) are:
• Failure to recognize a condition that warrants a
rejected landing.
• Indecision.
• Delay in initiating a go-around.
• Failure to apply maximum allowable power in a
timely manner.
• Abrupt power application.
• Failure to adequately compensate for torque/
P-factor.
Turbulent Air Approach and Landing
Powered parachute flying is a low-wind sport. It is important
PPC pilots evaluate the upper-air winds to ensure
the wind is within the limitations for that aircraft,
accounting for wind shear and wind gust possibilities
at pattern altitude.
For flying in more turbulent air on final approach,
maintain power throughout the approach to reduce
your descent rate in case you do experience a down
gust. This will alleviate the possibility of an excessive
descent rate.
Emergency Approaches and
Landings (Simulated)
From time to time on dual flights, the instructor should
give simulated emergency landings by retarding the
throttle and calling “simulated emergency landing.”
The objective of these simulated emergency landings
is to develop the pilot’s accuracy, judgment, planning,
procedures, and confidence when little or no power is
available.
A simulated emergency landing may be given at any
time. When the instructor calls “simulated emergency
landing,” the pilot should consider the many variables,
such as altitude, obstruction, wind direction, landing
direction, landing surface and gradient, and landing
distance requirements. Risk management must be exercised
to determine the best outcome for the given
set of circumstances. The higher the altitude, the more
time the pilot has to make the decision of where to
land.
Using any combination of normal gliding maneuvers,
from wing level to turns, the pilot should eventually
arrive at the normal key position at a normal traffic
pattern altitude for the selected landing area. From
this point on, the approach will be as nearly as possible
a normal power-off approach. [Figure 11-9]
All pilots should learn to determine the wind direction
and estimate its speed. This can be done by observing
the windsock at the airport, smoke from factories or
houses, dust, brush fires, and windmills.
Once a field has been selected, the student pilot should
always be required to indicate it to the instructor. Normally,
　
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