content_image/540396.jpg
<img src='content_image/540396.jpg'>

creates a porpoising effect. Gradually increase the throttle to full to avoid the abrupt porpoising. 

## Clearing Turns 

Pilots should perform clearing turns prior to begin - ning any maneuver and any turns. Proper clearing procedures combined with proper visual scanning techniques are the most effective strategy for colli - sion avoidance. The essential idea of the clearing turn is to be certain that the next maneuver is not going to proceed into another aircraft’s flightpath. Refer to Chapter 9. 

## Turning the Powered Parachute 

Steering lines run from the foot controls, through a series of pulleys parallel to the risers and suspension lines and are connected to the trailing edge of the cor - responding side of the wing. The right steering line at the front end is attached to the right steering control at the cockpit (either foot or hand control), and the other end is directly attached to the trailing edge of the right side of the wing. Hence, when you push a foot steering control, you pull on a steering line and “pull- down” the trailing edge of the corresponding side of the wing, which creates drag on that side of the wing’s trailing edge. The drag from the pulled-down trail - ing edge slows down and drops that side’s wing, and the opposite side of the wing simultaneously pivots around the vertical and longitudinal axes in a coor - dinated turn. The PPC is designed to fly straight into the relative wind, which is a key factor in the PPC’s ability to automatically perform a coordinated turn. [Figure 6-2] 

While airborne, you will turn in the same direction of the foot steering control that you push: push right foot—go right; push left foot—go left. 

Similar to the pendulum effect with throttle, there can also be a swinging pendulum effect during turns. For example, if you are in a stabilized right, medium- banked turn (approximately 20 to 45 degrees bank), the pendulum is swinging out opposing the lift com - ponent of the wing. If an abrupt left turn is initiated, the wing will start to turn but the momentum of the cart cannot respond as quickly. This results in the pi - lot not coordinating the pendulum effect, and can be avoided with smoother and less abrupt turns so the cart can keep up with the wing. 

## F eel of the PPC 

The ability to sense a flight condition, without relying on cockpit instrumentation, is often called “feel of the PPC,” but senses in addition to “feel” are involved. 

Sounds inherent to flight are an important sense in developing “feel.” The air rushes past the PPC pilot, who is not typically masked by enclosures. When the level of sound increases, it indicates that speed is in - creasing. Also, the powerplant emits distinctive sound patterns in different conditions of flight as the RPM is adjusted. The sound of the engine in cruise flight may be different from that in a climb, and different again from that in a descent and can aid the pilot in estimating not only the present airspeed but the air - speed trend. 

The sources of actual “feel” are important to the pilot. The pilot’s own body responds to forces of accelera - tion. These “G” loads imposed on the cart are also felt by the pilot. Increased G loads force the pilot down 

