Common errors in the performance of normal approaches and landings are:

Whenever landing conditions are not satisfactory, a go-around is warranted. There are many factors that can contribute to unsatisfactory landing conditions. Situations such as air traffic control requirements, unexpected appearance of hazards on the runway, overtaking another powered parachute, wind shear, wake turbulence, mechanical failure and/or an unstabilized approach are all examples of reasons to discontinue a landing approach and make another approach under more favorable conditions. The assumption that an aborted landing is invariably the consequence of 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 go-around 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 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:

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.

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, 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.