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. 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 ac- ceptable 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 re- moved and the powered parachute will stay on the  ground. plained, demonstrated, and practiced if practicable.  Among these emergencies are such occurrences as fire  in flight, electrical system malfunctions, unexpected  severe weather conditions, engine overheating, immi- nent fuel exhaustion, and the emergency operation of  powered parachute systems and equipment. 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 invari- ably results in the cart rotating back under the forward  surging wing and diving towards the ground because  lift has been dramatically reduced. Any surging for- ward of the wing above the cart should be slowed by  increased flare. If the flare is performed too high off  the ground, a go-around can be accomplished.  When the base leg is too low, insufficient power is  used or the velocity of the wind is misjudged, suf - ficient altitude may be lost, which will cause the  powered parachute to be well below the proper final  approach path. In such a situation, you would have  to apply considerable power to fly the powered para - chute (at an excessively low altitude) up to the run- way threshold. When it is realized the runway will not be reached  unless appropriate action is taken, power must be  applied immediately to stop the descent. When the  proper approach path has been intercepted, the cor- rect approach attitude should be re-established and  the power reduced and a stabilized approach main- tained. [Figure 11-11] If there is any doubt about the  approach being safely completed, it is advisable to  EXECUTE AN IMMEDIATE GO-AROUND. When the final approach is too high, reduce power as  required. [Figure 11-12] When the proper approach  path has been intercepted, adjust the power as re - quired to maintain a stabilized approach. When steep- ening the approach path, however, care must be taken  It is recommended that a go-around be executed any  time it appears that there may not be enough runway  to safely land the powered parachute or if the landing  is in any other way uncertain. When the powered parachute contacts the ground  with a sharp impact as the result of an excessive sink  rate, the cart tends to bounce back into the air.  The corrective action for a bounce when it is very  slight is to make a follow-up landing by applying suf- ficient power to cushion the subsequent touchdown  and by adding flare as needed. When a bounce is severe, the safest procedure is to  EXECUTE A GO-AROUND IMMEDIATELY. No  attempt to salvage the landing should be made. Ap- High Roundout Bouncing During Touchdown High Final Approach Low Final Approach Faulty Approaches and Landings Figure 11-10. Sample emergency checklist.  Use of Power 11-11 Partial or complete power loss during flight  enroute—determination of best suitable landing  area: o  Look for a suitable landing area considering terrain/obstacles/wind. o  Maintain control of the aircraft. o  Only after the aircraft is under control  and a suitable landing area is established  should you try to restart the engine if you  have enough altitude and time. Again,  always maintain control of the aircraft. o Check fuel and position of ignition  switches. o  Determine best approach considering  wind/obstacles/terrain.