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.

The line-over is one of the most dangerous things that can happen to the powered parachute wing. A line-over 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 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.

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.

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 well-being of the wing because the propeller will most likely chop the PPC lines. A turning propeller and the wing and its components do not mix. Once you turn off the magnetos, you will physically grab the steering lines from overhead and pull the wing to the ground to finish the deflation process. If the wing is allowed to “float” down on its own, a small gust of wind can force the suspension lines onto hot exhaust surfaces which can melt the lines, or even pick up the cart and instigate a landing roll.

If a powered parachute lands on the center of a runway, it is considered good practice to taxi to the edge of or even off of the runway before collapsing the wing and stowing equipment. When doing that, it is important to keep the powered parachute moving after landing to keep the wing inflated. The safest and easiest method is to keep taxiing straight into the wind until you clear the runway or landing area and can collapse the parachute out of the way of other aircraft. If you determine that winds are too strong or gusty to taxi off of an active runway, an alternate landing area should be chosen.

Unless parking in a designated, supervised area, you should select a location which will prevent the propeller blast of other airplanes from striking the powered parachute broadside. The powered parachute engine is not enclosed in a cowling and engine surfaces will be extremely hot. Never assume a bystander will know this; even though the engine is not operating, it can still be dangerous.

Once out of the powered parachute, you should immediately pull the trailing edge of the wing forward toward the cart and roll the leading edge and cell openings under the wing surface; this will prevent gusts of air from grabbing the wing and pulling the cart backward. After the wing is totally disabled from becoming airborne, you can assist your passenger in disembarking from the cart.

A flight is never complete until the engine is shut down and the aircraft is secure. A pilot should consider this an essential part of any flight.