Figure 6-1. The cart and wing pitch together.  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. creates a porpoising effect. Gradually increase the  throttle to full to avoid the abrupt porpoising. 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. 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. 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] 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  Clearing Turns Turning the Powered Parachute F eel of the PPC 6-2