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the student should be required to plan and fly
a pattern for landing on the field elected until the instructor
terminates the simulated emergency landing.
This will give the instructor an opportunity to explain
and correct any errors; it will also give the student an
opportunity to see the results of the errors.
However, if the student realizes during the approach
that a poor field has been selected—one that would
obviously result in disaster if a landing were to be
made—and there is a more advantageous field within
gliding distance, a change to the better field should
be permitted. The hazards involved in these last-minute
decisions, such as excessive maneuvering at very
low altitudes, should be thoroughly explained by the
instructor.
11-10
During all simulated emergency landings, the engine
should be kept warm and cleared. During a simulated
emergency landing, either the instructor or the student
should have complete control of the throttle. There
should be no doubt as to who has control since many
near accidents have occurred from such misunderstandings.
Every simulated emergency landing approach should
be terminated as soon as it can be determined whether
a safe landing could have been made. In no circumstances
should you violate the altitude restrictions
detailed in 14 CFR part 91 or any local nonaviation
regulations in force. It is also important to be courteous
to anyone on the ground. In no case should it be
continued to a point where it creates a hazard or an
annoyance to persons or property on the ground.
In addition to flying the powered parachute from the
point of simulated engine failure to where a reasonable
safe landing could be made, the pilot should also
learn certain emergency cockpit procedures. The habit
of performing these cockpit procedures should be developed
to such an extent that, when an engine failure
actually occurs, the pilot will check the critical items
that would be necessary to get the engine operating
again after selecting a field and planning an approach.
Accomplishing emergency procedures and executing
the approach may be difficult for the pilot during the
early training in emergency landings.
There are definite steps and procedures to follow in a
simulated emergency landing. They should be learned
thoroughly by the student, and each step called out
to the instructor. The use of a checklist is strongly
recommended. Most powered parachute manufacturers
provide a checklist of the appropriate items.
[Figure 11-10]
Critical items to be checked should include the quantity
of fuel in the tank and the position of the ignition
switches. Many actual emergency landings could have
been prevented if the pilots had developed the habit of
checking these critical items during flight training to
the extent that it carried over into later flying.
Instruction in emergency procedures should not be
limited to simulated emergency landings caused by
power failures. Other emergencies associated with
the operation of the powered parachute should be ex-
Figure 11-9. Remain over intended landing area; once selected, never have the landing zone behind the pilot/aircraft.
11-11
that the descent does not result in an excessively high
sink rate. If a high sink rate is continued close to the
surface, it may be difficult to slow to a proper rate
prior to ground contact. Any sink rate in excess of
800 –1,000 feet per minute is considered excessive. A
go-around should be initiated if the sink rate becomes
excessive.
Use of Power
Power can be used effectively during the approach
and roundout to compensate for errors in judgment.
Power can be added to slow the descent rate to an acceptable
rate. Some pilots use power rather than wing
flare to land smoothly. After the powered parachute
has touched down, it will be necessary to close the
throttle so the additional thrust and lift will be removed
and the powered parachute will stay on the
ground.
High Roundout
It is possible to flare for landing too high above the
ground. [Figure 11-13] If this happens, efforts need to
be made to prevent the wing from surging forward. The
power should not be reduced and the flare should only
be reduced slightly or the wing could surge forward
as the pendulum starts swinging back. Some pilots try
to correct this situation by reducing the throttle too
much and letting off the flare completely in order to
land closer to their chosen landing point. This invariably
results in the cart rotating back under the forward
　
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