friction (via the wheels) with the ground. If the cart  and the wing are not going in the same direction, you  must prevent the wing from gaining enough lift (via  cart groundspeed) to pull the cart over on its side.  (See Chapter 12 for more details on pull-overs.) Ad- just power or apply braking as necessary to control  the taxi speed. More engine power may be required  to start the powered parachute moving forward, or to  start a turn, than is required to keep it moving in any  given direction. When using additional power, retard  the throttle immediately once the powered parachute  begins moving, to prevent excessive acceleration. When first beginning to taxi the PPC cart, if equipped  with brakes, test them for proper operation as soon as  the powered parachute is put in motion (typically with  a hand control). Apply power to start the powered  parachute moving forward slowly, and then retard the  throttle and simultaneously apply pressure smoothly  to the brakes. Even though you may not be using a standard runway,  you may need to cross active runways or taxiways  to get to the area designated for powered parachute  operations. That means understanding radio commu- nications and keeping your eyes and ears open. You  probably have better visibility than a pilot in a typical  airplane. To avoid overheating the  brakes when taxiing, keep  engine power to a minimum. Rather than continu- ously riding the brakes to control speed, it is better to  apply brakes only occasionally. Other than sharp turns  at low speed, the throttle should be at idle before the  brakes are applied. It is a common error to taxi with a  power setting that requires controlling taxi speed with  the brakes. This is the aeronautical equivalent of driv- ing an automobile with both the accelerator and brake  pedals depressed at the same time. When taxiing with an inflated wing (kiting), the ram- air wing will try to weathervane. The wing is designed  to be self-centering; its strongest desire is to point into  the wind. The primary requirements for safe taxiing are positive  control of the aircraft at all times, the ability to recog- nize potential hazards in time to avoid them, and the  ability to stop or turn where and when desired. While  on the ground, the throttle directly controls your  groundspeed. It is important not to taxi too fast, and  be careful no one is in your prop blast. Going too fast  can damage the frame or the suspension. The grass  you taxi on could have holes and ditches, and damage  the suspension. When taxiway centerline stripes are  provided, they should be observed unless necessary  to clear airplanes or obstructions. Ground steering is accomplished by controlling the  ground steering bar. The ground steering bar may in  fact be a bar, handle, wheel, or lever; ground steer- ing controls are as varied as the powered parachutes  themselves. Operate the ground steering in a slow  and deliberate manner, never jerky or erratic. Some  ground steering bars are pushed forward to turn right  and pulled back to turn left. Others are just the op- posite. Consult the POH for each make and model  of aircraft you fly to determine the safe and proper  operation of the ground steering. Stop the powered parachute with the nosewheel  straight ahead to relieve any side load on the nose - wheel and to make it easier to start moving ahead.  At  nontowered airports, you should announce your  intentions on the  common traffic advisory frequency  (CTAF) assigned to that airport. When operating from  an airport with an operating control tower, you must  contact the appropriate controller for a clearance to  taxi, and a takeoff clearance before taxiing onto the  active runway. After landing, taxiing with the parachute inflated re- quires you to coordinate movements between the roll- ing cart on the ground and the flying wing in the air.  Cross-controlling by steering the cart one way while  failing to steer the wing in the same direction creates  When taxiing, it is best to slow down before attempt- ing a  turn. Sharp, high-speed turns place undesirable  side loads on the landing gear and may result in an  uncontrollable swerve. If the wing is inflated, the cart  will not follow the direction of the wing due to the  Figure 5-11. Follow manufacturer recommendations for  bag placement when taxiing. 5-11