As both main wheels leave the runway and ground friction no longer resists drifting, the powered parachute will be slowly carried sideways with the wind unless you maintain adequate drift correction. Therefore, it is important to establish and maintain the proper amount of crosswind correction prior to lift-off by continuing to apply steering bar pressure.

If proper crosswind correction is being applied, as soon as the powered parachute is airborne, the cart will rotate so it is lined up with the wing. Firm and aggressive use of the steering bars may be required to keep the powered parachute crabbed down the intended takeoff path. Continue the climb with a wind correction angle to follow a ground track aligned with the runway centerline or takeoff path direction. However, because the force of a crosswind may vary markedly within a few hundred feet of the ground, make frequent checks of actual ground track, and adjust the crab angle as necessary. The remainder of the climb technique is the same used for normal takeoffs and climbs.

Common errors in the performance of crosswind takeoffs are:

Emergency or abnormal situations can occur during a takeoff that will require you to reject the takeoff while still on the runway. Circumstances such as a malfunctioning powerplant, inadequate acceleration, inadequate wing kiting, runway incursion, or air traffic conflict may be reasons for a rejected takeoff.

Prior to takeoff, you should have in mind a point along the runway at which the powered parachute should be airborne. If that point is reached and the powered parachute is not airborne, take immediate action to discontinue the takeoff. Properly planned and executed, chances are excellent the powered parachute can be stopped on the remaining runway without using extraordinary measures, such as excessive braking or trying to stop by using your feet as brakes. Neither of these measures should be used and may result in powered parachute damage and/or personal injury. In the event a takeoff is rejected, reduce the power to idle and shut down the engine. Immediately, pull down the trailing edge to collapse the wing so it can be used as a drogue chute, semi-inflated behind you.

Urgency characterizes all power loss or engine failure occurring after lift-off. In most instances, the pilot has only a few seconds after an engine failure to decide and execute the proper course of action. In the event of an engine failure on initial climb-out, the powered parachute will be at a high pitch angle, with the cart well in front of the wing. When the engine fails, the cart will rock back under the parachute, possibly causing a temporary but potentially dangerous dive. The level of danger in the dive is dependent on how high the PPC is above the ground when the engine fails. The best situation is if the pilot can establish a normal glide and execute a normal engine-out landing (see Chapter 12). However, if the engine-out occurs close to the ground, it may be necessary to immediately flare the parachute so the parachute does not rotate over the cart and into a dive which will increase the descent rate.

Runway conditions affect takeoff performance. Typically, powered parachutes take off from level grassy surfaces. However, runway surfaces vary widely from one airport to another. The runway surface for a specific airport is noted in the Airport/Facility Directory (A/FD). Any surface that is not hard and smooth will increase the ground roll during takeoff. This is due to the inability of the tires to smoothly roll along the surface. Tires can sink into soft, grassy, or muddy runways. Holes or other ruts in the surface can be the cause of poor tire movement along the surface. Obstructions such as mud, snow, or standing water reduce the powered parachute’s acceleration down the runway. Many of these same hindrances are multiplied in effect by the use of soft or wide tires that increase resistance themselves.

The gradient or slope of the runway is the amount of change in runway height over the length of the runway. The gradient is expressed as a percentage such as a 3 percent gradient. This means that for every 100 feet of runway length, the runway height changes by 3 feet. A positive gradient indicates that the runway height increases, and a negative gradient indicates that the runway decreases in height. An upsloping runway impedes acceleration and results in a longer ground run during takeoff. A downsloping runway aids in acceleration on takeoff resulting in shorter takeoff distances. Runway slope information is contained in the Airport/Facility Directory.

Takeoff performance is partly a condition of accelerated motion. For instance, during takeoff, the powered parachute starts at zero speed and accelerates to inflate the wing, then to takeoff speed and becomes airborne. The important factors of takeoff performance are as follows:

The minimum takeoff distance is of primary interest in the operation of any powered parachute because it defines the runway requirements. The minimum takeoff distance is obtained by taking off on a length of runway that allows sufficient margin to inflate the wing, perform the LOC procedure, and then satisfactory room to initiate a lift-off and climb.

The powerplant thrust is the principal force providing the acceleration and — for minimum takeoff distance—the output thrust should be at the maximum after the wing is inflated and successful LOC procedure preformed. Use smooth, gradual throttle settings to avoid porpoising. Drag is produced as soon as the powered parachute moves forward. The drag of the wing decreases as it rotates into position over the cart.

In addition to the important factors of proper procedures, many other variables affect the takeoff performance of a powered parachute. Any item that alters the takeoff speed or acceleration rate during the takeoff roll will affect the takeoff distance.

The most important variable to affect the takeoff performance is how fast the pilot can get the wing overhead, centered, and ready to take the load of the cart. Often, most of the runway used will be for the inflation and wing LOC procedure. Unlike almost any other type of flight, a powered parachute pilot has to create the airfoil and clear it on the ground before liftoff. It is always best to practice this skill at a longer field where mistakes can be made and corrected in plenty of time before taking off.

Even a slight headwind will have a dramatic effect on takeoff distances for powered parachutes because a wind helps inflate a wing much faster than can be done on a calm day. Even light winds can be a large percentage of the flying speed of a powered parachute. A powered parachute that flies at 35 mph taking off into a headwind of only 3.5 mph is working with a 10 percent headwind. A headwind that is 10 percent of the takeoff airspeed will reduce the takeoff distance approximately 19 percent. In the case where the headwind is 50 percent of the takeoff speed (a brisk 17.5 mph), the takeoff distance would be approximately 25 percent of the zero wind takeoff distance (75 percent reduction).