In the first situation, to enhance the recovery, imme - diately remove the lifting force from the wing by re- ducing the groundspeed (i.e., reduce engine RPM via  the throttle). In the second and most uncomfortable situation of not  being able to prevent the pull-over: different direction and has failed to notice the differ- ence and has not corrected the wing over the center of  the cart, then the wing can pull the cart over. The cart  will be pulled over when the wing has been given the  required airspeed to create the necessary lift to over- come the weight of the cart. Keep in mind the above paragraph does NOT imply  a wing pull-over should ever be a normal or periodi- cal occurrence. These accidents can cause death or  serious injuries and damage to your aircraft. With the  proper training and understanding, a wing pull-over is  easily prevented during the takeoff roll if you:  1. Immediately place the magneto switches OFF, to  turn OFF the engine and stop the propeller. 2. Do not try to prevent the pull-over with your  body (i.e., sticking out your arms and legs). Pull  your arms and legs up into a tuck position to  protect your limbs. When the aircraft comes to a  stop, immediately unstrap and get out of the cart. 3. In the event the situation does not conflict with  the provisions of Title 49, Code of Federal  Regulations, Volume 5, Chapter VIII, Part 830  (49 CFR 830), move the unit back into an upright  position (to prevent gas and oil from spilling  out). 1. Keep the cart headed into the wind. 2. Stay calm, relaxed and don’t rush your takeoff  roll. 3. Realize it is the airspeed that is giving the wing  lift, so slow down if you feel side lift and one  rear wheel rising in a tipping fashion. 4. Let the cart settle back on all wheels as you  maintain your heading into the wind. 5. Let the wing settle overhead, and allow all the  cells to fully inflate. 6. Re-check the lines to make sure they are free and  unrestricted. 7. Verify you do not have a “pig-tail” in the rear of  the wing fabric or a friction knot in the lines. 8. Get your wing repositioned for takeoff, or abort  the takeoff and get situated. 1. Your cart is lifting on one side, but you still have  time to recover. 2. Your cart is up on one wheel; past the point of  recovery and beginning to tip over. Since a taxiing cart has all its wheels on the ground,  friction exists between the ground and the wheels.  The friction causes the cart to travel in a particular di - rection. If the wing is in the air and pulling the cart in  a different direction, opposing forces may be working  against each other. You must prevent the wing from  gaining enough force (horizontal lift) to pull the cart  over on its side. Hence, caution must be used during  taxi turns. Therefore, if the wing is not centered, and  all the wing’s cells are not open, or the suspension or  steering lines are not clear of debris and free of frame  obstructions, DO NOT increase the throttle to provide  the wing enough airspeed to generate lift. Either shut  down or slow down while pointing the cart into the  wind and then correctly build the wing. On a takeoff or landing, when you get hit with an un- expected side gust of wind, or try to take off before  the wing is centered, the cart may be placed into a  condition where it could be pulled over on its side by  the horizontal lift of the wing. During a pull-over, you  will react to one of two possible situations: Urgency characterizes all power loss or engine fail - ure occurrences after lift-off. In most instances, the  pilot has only a few seconds after an engine failure to  decide the course of action and execute it. Unless pre - pared in advance to make the proper decision, there is  a chance the pilot will make a poor decision, or make  no decision at all and allow events to rule. The altitude available is, in many ways, the control - ling factor in the successful accomplishment of an  12-5 Engine Failure on Climbout Figure 12-6. A wing pull-over. 