OK, IF you are a powered parachute "new-be" or "want-a-be", then I bet you are excited about getting into powered parachuting. (Now if you are already into the sport of PPC’s, then I KNOW you are excited!) And I would also guess that as a new or potential PPC pilot, you have a ton of questions that you have already compiled and hence you desire the answers. Well, instead of the conventional approach where you hold the questions in the corner of your mind, while you read (or perhaps more likely – skim) the currently small selection of PPC manuals & training videos, and search for the answers to the questions that you can remember – let’s do it a bit different. Let’s answer those common questions right off the bat. Then you can relax a little about trying to remember all those questions (that PPC Instructors commonly get) and concentrate on absorbing the details and point-by-point explanations that give you the ‘BIG’ picture of powered parachutes during your next visit to a NAPPF (North American Powered Parachute Federation) educational seminar. [Please visit www.NAPPF.com for more information about the NAPPF – a PPC Pilots organization that excels at Representation, Education, Safety & Standards for the powered parachute Pilot’s world.]

This has got to be the most frequently asked question. Unfortunately I just don’t have the time to go in to it here.

OK, just kidding, just for you, I will make time.

The simple truth – it gets real quiet!

Then life seems good again. Stress is removed. You truly begin to soar with the birds. Well, at least this is what happens when you intentionally shut-off the engine, after you have been properly trained. (Note: Due to the intense satisfaction received from Engine-Off flights, you may observe the addiction of the experienced PPC pilots who has acquired an appetite for this flight maneuver – some do intentional power-out flights A LOT!

Now, on the other hand, if you have an actual engine failure (not a very common occurrence but one you should absolutely prepare for) then you will find that the PPC is truly more stable and more maneuverable with the engine off, than with the engine running. [You’re not fighting the engine’s torque, you are not being swung by a too-fast throttle movement and you are not being distracted by the engine’s noise.] So, essentially you will have an easy time gliding your PPC to your previously picked-out landing zone, and then sitting your ‘bird’ down safely. With an easy to learn ‘flare’ maneuver, your PPC can ‘grease’ a landing just as straightforward as using the throttle to land. Honest! Ask an instructor - most love the opportunity to land ‘power-off’.

 

Why a powered parachute? Boy is this a broad question – are you sure you want this to be your next question?

OK, OK, well, because:

It is probably the most fun you can have in the air in 3-dimensions with your clothes on.

It is the easiest flying vehicle we know about – there are only two airborne controls. One to control your rise and decent as you sail through the skies, and the other to make turns (usually via the foot steering bars).

It is affordable

Easy to maintain. Besides keeping the unit sturdy, clean & dry, the most common part of the maintenance schedule is changing the oil and the plugs.

You don’t need a hangar. It takes very little room to store it – a single car garage can hold three units.

It is also very easy to transport – a common utility trailer can easily carry your PPC to any fly-in. Hec, some people just add an extended shelf to the rear of their pick-up trucks and put the PPC there (without any trailer). Or, if you have a Paraplane manufactured powered parachute, just pack it into the trunk of the car.

You can complete your basic training in 3 days.

You can fly year round.

It requires no ground crew; you can easily unpack, take-off, land, and re-load your PPC all by yourself.

It has an incredible safety record (despite the fact that mere humans are allowed to fly it).

And, as a true 103 ultralight – it requires no medical; there is no age limit, and no bureaucratic required paperwork (i.e., no license or registration is needed).

It is relatively easy to safely land should the engine fail.

You have ‘tons’ of options for a ‘take-off’ runway (i.e,. a Farmer’s field, a dirt-road, an aircraft carrier – all of these can work just fine)

You can safely land in a short field (~100 ft)

PPC’s are the fastest growing segment of the ultralight market

It is the most colorful way to ‘sail-the-skies’

The ability to fly ‘slow & low’ allows the pilot the gift to view and appreciate the intricacies and the beauty of the unique contours of our land.

Flying a powered parachute is the closest you may ever come to actualizing those childhood flying dreams. It is the closest you will ever come to soaring with the eagles. It is truly a ‘magic-carpet ride’. Another aircraft may never match the slow & low abilities of the PPC. It is an incredibly safe and fun way to ‘sail-the-skies’! Ok, ok, perhaps I am drifting into ‘space’ here…and so I digressed a little from the original question. I believe the subject was "What does it feel it?". Well, it feels like, oh, how do you say… WONDERFUL, AMAZING, ASTONISHING, GREAT, FANTASTIC!

From the factory, a typical 2-seat PPC with a 65-hp engine will normally obtain around 15,000 feet with just an average size pilot, and around 11,000 feet with two occupants. As of September 2001, the altitude record was over 17,600 feet - by Bud Gish over Birchwood, Alaska. And as of September 2003, the new record is over 20,000 – via Ed Neff in a factory Powrachute Pegasus over the heartlands of America.

Since there is considerably more to flying a PPC, than moving an altitude control, or pushing a steering bar – I would have to say "NO" for safety’s sake! And honestly, anyone that says that they can safely complete your training in a day – is not giving you the complete picture; too much information would have to be skipped - go elsewhere for your training! [Note: Do not confuse flying your first successful solo flight with being trained. There are lots and lots of "Murphy’s Law" situations – hundreds of "slings & arrows of outrageous misfortunes" out there that you will NOT be prepared to handle without proper training!]

The saying goes: "You can pay now for training, or you can pay later for repairs".

Sure people have trained themselves in the past (I am one of them). However, I would bet ya that these people wished – strongly wished – that they would have had the training materials – books, NAPPF seminars, videos (like the newly released video magazine "Flying 101") that are available today, to study, to research, before they paid the price of self-taught aviation!

This is going to have to be a 2-part answer: one part for true single-seat 103 PPC’s and one for the 2-seat trainers, the FAT, the non-103 legal PPC’s.

Relative to legal FAR 103 PPC’s: No license or registration is needed.
HEY – this sounds good! No medical, no certifications – "YEA-HA FREEDOM!"
[Note: a true 103 ultralight will weigh under 254 lbs, have a single seat, fuel capacity that does not exceed 5 gallons, go slower than 55 knots (63 mph) and have a stall speed less than 24 knots.]

Relative to a 2-seat trainer, the non-103 legal PPC’s: You will be able to fly under your Instructors Exemption at the completion of training (for a maximum of 90-days). You will however need to obtain a Waiver (i.e., become a BFI (Basic Flight Instructor or equivalent- UFI) in order to have anyone other than a current PPC Instructor in the rear seat. To become a BFI/UFI, you will need to:

Have 25 hours of flight time in a PPC, then…
[Please note that some of the FAA approved associations, may require 40 hours, as opposed to the 25 hours.
Also, remember that as a student pilot, you can fly the 2-seat trainer under your Instructor’s exemption (exemptions will be explained later) as you work toward your 25/40 hours of flight time.]

Spend 10 to 15 hours with a current BFI/AFI (UFI/UFIE) to cover Ground and Flight tasks associated to a 2-seat trainer. Please note that usually a minimum of 3 to 5 of these 10 or 15 hours needs to be in the air, with the Instructor in the rear seat.

Take a couple of written tests:

A practical BFI exam, and

A FOI (Fundamentals of Instruction) exam

Pass the tests

Take a practical flight exam

Have your Instructor endorse you for your own exemption (waiver for a 103 2-seat trainer).

Become a member of the ASC, EAA or USUA, and…

Send in your:

Application and

Signed contract

Along with the written endorsement of your Instructors,

Dues for your membership & certification (usually around $110 - 150 per year).

The weight of the unit and the occupants, along with the drag of the chute determines the air speed of the PPC. On average under a typical rectangle wing, a single-seat PPC will cruise around 26 mph and a loaded 2-seat machine around 32 mph.

You should never fly in winds that exceed your flight skills – whether this is 2-mph or 10-mph. And, it is generally recommended that all PPC pilots should avoid flying in winds above 15 mph – remember the average PPC only has an air speed of 26-32 mph.

NO. Most full-time training centers will have PPC’s that you can use or rent for training. Actually, I recommend that you take lessons in the PPC’s of the training center or a rental before purchasing a PPC. This way, you can learn the pluses and minuses of each PPC design before making a purchase.
As a side note: Be cautious of Instructors that will not train you in their PPC. If they are not confident enough to use their personal PPC to train you, then perhaps they are not competent instructors.

 

The sound principles of flying a machine in a pendulum configuration are what contribute to the safe and stable facets of the PPC.

Due to various flying techniques we can obviously only deal with averages here, but easy to say that the single seat, true 103 PPC can stay airborne a little over an hour with 5 gallons of gas, and the 2-seat trainer, over 2 hours with 10 gallons of gas. So again, depending on how you fly, you will burn around 4 to 7 gals per hour on average in a PPC. According to the Rotax manual, a 503 will use 6.6 gal/hr during full take-off performance and 4 gal/hr at 75% throttle; 582 will use 7 gal/hr during full take-off performance and 5.4 gal/hr at 75% throttle. (Please note that all ‘gal’ refer to U.S.A. gallons.)

There are a few factors that come into play when considering this answer.

The strength of the PPC frame

The size and condition (strength & porosity) of the wing

The quality of the wheel bearings

The HP of the engine

The length of the runway

The density altitude

Ordinarily however, I will venture to say that around 450-500 lbs of payload is workable for a 2-seat trainer with a conventional rectangular, 500 sq-ft wing.

Again, weight, wind and weather (density altitude) come into play here. But for two people, you will need about 500 to 1000 feet for take-off and around 50-100 to comfortably come to a full stop after landing.

Not normally – there may be a rare exception to this however due to the personality, ground terrain and experience ranges of humans. When you have an aircraft with the safely record of the PPC, it is extraordinarily difficult to find one with an emergency chute. I have never seen one attached, but I have heard of people saying they have. On the other hand – can too much safety equipment be used in aviation? (Be careful, there is not a clear ‘black & white’ answer here! Perhaps this could be a subject for another article.)

The PPC is so ‘right’, so usefulness when it comes to search & rescue operations, that sometimes, the Civil Air Patrol will get a little jealous about the PPC. Except for getting to the ‘lost’ sight quickly, I personally and strongly believe there is no better ultralight aircraft than the powered parachute for aiding in the search of the lost. (Hec, you could find a lost rabbit with a PPC! As a member of the county’s S&R squad – my PPC is constantly being called into - very rewarding – use. Please visit the website: http://www.ellass.org for more information about using your powered parachute to assist Search & Rescue organizations)

No, you cannot fly at night without a waiver from the FAA. However, if you have a qualifying strobe light, you are allowed to fly thirty minutes before official sunrise and thirty minutes after official sunset in UNCONTROLLED airspace.

For a legal FAR-103 ultralight, there is no age limit; for the 2-seat trainer, the Exemption of the issuing organization will state the minimum age. Currently, for most 2-Seat Training Exemptions, the pilot must be at least 16 years old before starting solo training, and 18 before they can be given an Exemption.

No. Currently there are no medical certification requirements to fly a PPC. However, in the near future (perhaps for Sport Pilot) the FAA may require a State Driver’s license, as proof of a minimal medical condition of the pilot.

There has always been confusion over this question. Except for hazardous areas like the Grand Canyon, the FAA has no penalty restrictions on the air space over National Parks – it is however STRONGLY requested that you maintain a minimum of 2000 feet AGL (Above the Ground Level) when over a National Park. However, the Park Service will probably severely ticket (and yell) at you for violating Noise & Disturbance laws, if you fly too low! I would definitely talk to a Park Ranger, before attempting to fly in or near a National or State Park. Many times we have been given the privilege to fly in otherwise ‘forbidden areas’ for helping with the Park’s Search & Rescue efforts. And many times the Rangers would really like (and do) take advantage of an opportunity to see ‘their’ park from the air – during an Introductory TRAINING flight of course!

 

NO ! And damn-it, if I see you smiling and having fun while flying a 2-seater under the exemption – you WILL BE ‘tarred & feathered’!

There are times (beyond training) that a 2-seat PPC is legal to fly. The following exceptions to training are common to most 2-seat Exemptions:

To transport or ferry the unit to the student

To acquire flight skills – such as when a student is acquiring their hours to qualify for the BFI requirements.

To check-out mechanical conditions of the PPC (especially for the maiden voyage, and to verify other mechanical services)

To maintain Currency

To maintain Proficiency
(Note: It is for proficiency that allows competitions of 2-seat PPC’s.)

No, if you can change the plugs and change the gear oil (i.e., chew gum and hold a screwdriver at the same time) you will be fine. Most PPC pilots however will send their engines to authorized repair centers for anything beyond the basics.

You are not required to register your single seat, legal FAR-103 PPC. But under your 2-seat training exemption, you are required to register your 2-place PPC with an association under the FAA (like ASC, EAA or USUA).

During the December 1996 meeting of all the exemption holders, a uniform agreement that all exempt vehicles must be registered was adopted. The FAA accepted that agreement without incorporating it directly into the exemption, as long as the exemption administrators (ASC, EAA & USUA) require registration.

The requirements, of an annual or 100-hour inspection and the limitation against endorsing those under 16 for solo, were imposed at the same meeting.

The question of how long something will last is always an interesting question - because there are always so many variables that go into the answer. And this question is no different. I have seen some wings fail inspection with less than 100-hours of flight time. And I have seen wings with over 300-hours – still in very good condition. So, the answer is: Somewhere between 100 and 800-hours, depending on the care and the length of time the wing is exposed to the UV (UltraViolet) rays of our Sun.

[Preface: I am not a big fan of large or tundra tires.]

I do indeed believe that large or tundra tires help little to the functional aspect of a powered parachute with a good suspension system. [Note however, that some PPC manufacturers actually require the larger tires as part of their suspension setup.]  Yea, they do look great; they do help in the snow and on the sandy beaches…but they…

Add weight

Make the PPC much harder to push

Require a wider, larger trailer, and

Yes, they do require more skill – especially to a new student – to safely handle a crosswind situation or an "out-of-position" wing during take-off.

Perhaps this question is not in the "Top 10", but it is still surprising how often this question is asked. And the answer is: "YES". Many new PPC Pilots fear that the open cells of the ram-air wing will fill with rain, and thus send you crashing to the soggy ground below.

The next time you enviously watch a PPC flying low, take the time to notice the angle of the leading-edge open cells. They point down. Thus a little ‘umbrella’ is over the opening. Also, the 1^st 6-inches or so of the wing’s open cells contain fairly turbulent air, thus forming another little barrier to the rain. Bottomline: Yes, you will get some water accumulation in the tail of your wing if you fly in a heavy rain for sometime, but it is not an emergency situation that would require you to land immediately. You could turn your PPC around when the rain starts, and fly back to your field. The thing that bothers me the most when it starts to rain during a PPC flight – the stinging! Those little rain drop hurt when you fly.

You-bet-cha! The 14-hours of educational (starring Scott Hughes & Frederick Scheffel) and comedic (starring Bubba & Beaudro) powered parachute video is now available. The format is somewhat different than initially anticipated – but much better. Instead of being a ‘training video’ per-say, the initial 14-hours of PPC training tape are being converted into a Video Magazine. A DVD issue of this unique PPC video magazine will be released 6 times a year. The cost is $199 for a year’s subscription.

Each issue of the video (DVD) magazine will contain powered parachute sections on…

Ø      Our novice (and hap-hazard) "trying to learn" students: Bubba & Beaudro

Ø      A Student Education segment

Ø      A PPC flying segment – to music

Ø      An intermediate Education segment

Ø      A Featured powered parachute (Send us video of your favorite PPC - perhaps next month it will be our featured favorite)

Ø      And a featured PPC Innovation (Have an ideal that you would like to share - send us your video & pictures)

Ø      Bloopers (production mis-haps, if you don’t laugh at these, Scott will consider giving you your $$$ back!)

Ø      A Crash (most with detailed analysis)

Ø      And when Sport Pilot is released – updates and info on this new FAA program

And if you PPC pilots ‘at there’ would like to have your favorite powered parachute highlighted as an Issue Feature – please send pictures or video to Tom Janetzke (see www.CoolFlight.com ).

And if you think you or someone you know has come up with a PPC innovation – please also send us pictures – a written explanation – and/or video (also ship to Tom)

Until next time…keep preparing for the possible by maintaining a position with options and remember that the easiest way to solve a (flying) problem is by avoiding it!

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