The technique used during the initial takeoff roll in  a crosswind is generally the same as used in a nor- mal takeoff, the wing should be turned approximately  into the wind; this is done with steering bar control  held to the side from which the crosswind is blowing.  This will help keep the wing from pulling the cart to  the down wind side. It is important there is sufficient  airspeed over the wing to create lift. Otherwise, the  wing will have a tendency to fall towards the down- wind side of the powered parachute. This exposes the  powered parachute to a rollover since the wind will be  blowing into the bottom of the wing that is now acting  as a sail, thereby pulling the cart over. Common errors in the performance of crosswind  takeoffs are: The sequence of events will usually be moving fast  during a crosswind takeoff, but it is still important to  do a rolling preflight: LOC. As the nosewheel is being raised off the runway, the  steering control for the powered parachute is trans- ferred fully to the wing flight controls. If a significant crosswind exists, it will take longer for  the powered parachute to take off because the steering  control adds drag to the wing. This may be naturally  compensated for by the headwind component of the  wind as well as the tendency for the deflected side of  the wing to act as a flared wing. As both main wheels leave the runway and ground  friction no longer resists drifting, the powered para- chute will be slowly carried sideways with the wind  unless you maintain adequate drift correction. There- fore, it is important to establish and maintain the prop- er 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 in- tended 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 ad- just the crab angle as necessary. The remainder of the  climb technique is the same used for normal takeoffs  and climbs. 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 caus- ing 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  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 execut- ed, 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. 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 traf- fic conflict may be reasons for a rejected takeoff. Rejected Takeoff/Engine Failure Lift-Off Initial Climb 7-7 • Failure to adequately clear the area prior to  taxiing into the staging position. • Poor selection of a staging position.  Not allowing for enough takeoff area. • Not allowing for enough area to kite the wing  and turn to the intended takeoff path. • Failure to set up the powered parachute into the  wind. • Not using enough power to kite the wing. Failure to observe the wing during inflation. • Failure to perform a rolling preflight (LOC). Failure to maintain enough thrust to keep  the wing properly loaded during the turn and  alignment with the intended takeoff path. Takeoff Roll