So, I hear that you have completed your beginning lessons as a powered parachute pilot. And now you are in the market for a PPC of your own. Well, before you begin your long anticipated & well planned explanation to ‘the wife’ or ‘your significant other’ as to why you need this new toy (and obviously well before the check is written) let us take a ride down the new path of decisions, compromises and finally, the joy of powered parachute ownership.

As a starting premise, let me assume that… we all want to believe that…

Every manufacturer has the integrity of a saint.

The Dealer/Salesman’s words that explain why his PPC unit is the finest PPC ever made – are absolutely true. And that he or she has given us the full truth (not just the partial truth).

The manufacturer will be in business forever – or at least until we sell this unit and buy a newer, better, more shiny one.

Our needs for replacement parts will be given immediate attention. The same attention that the initial sale of our shiny new powered parachute gets.

But alas, life and the ultralight world are not usually so perfect. (Note: Recent studies have documented a strong correlation between these "not so perfect" worlds, and the onset of human civilization.) Hence, we need to do a little homework before putting out the ‘big-bucks’ for that new flying ‘toy’. And to start this homework assignment – after your creation of the justification speech to ‘your significant other’ – I modestly give you the following few things to consider before writing the check.

Reputation of the Company

Once you have narrowed down the PPC choices between two or three models of powered parachutes, then please take the time to contact a few previous purchases of that Manufacturer’s MODEL (not just of the manufacturer). Better yet, instead of using the list of names that the manufacturer might give you to call, talk to a variety of PPC Pilots at ‘fly-ins’. (Note: The list that they give you may be prejudice – I know this is hard to believe, but some rumors may be true.)

Inquiry, of the other PPC model owners, as to…

The support of the company, after the sale. How well does the company respond to questions regarding assembly, training or upgrades.

The ease of ordering replacement parts

The timing of getting replacement parts - few manufacturers are large enough to stock replacement parts, and then your ordered parts still have to be painted to your PPC’s color.

The training that the company supplies with the sale

The willing of the company to upgrade your unit to modifications that they may make (or have made) to your model’s primary structure or to recall corrections, after the sale.

And if you really want to know how financially sound the company is (a key factor in determining how long the company may stay in business) call their vendors, and ask the vendor how promptly they would respond should the manufacturer in question order another 100 or 1000 components, ON CREDIT. (I.e., what you are looking for is how efficiently the company pays its debts.)

How long has this manufacturer been in business? This is important to know because many of these companies come and go. The PPC world is not quite as stabilized as the automobile world. And getting stuck with an odd ‘flying duck’ and a company that is out of business will leave you high and dry when it comes to parts and support down the road.

How long has your particular model be available? Many....well frankly most of the current PPC models have only been out for a few years!  While they remain simple - in most cases - there are engineering problems that become evident in some models with time.

Building a PPC is not ‘rocket science’, hence, is the PPC built in someone’s garage or is there a factory that can be toured?

What kinds of training or operating manuals come with the PPC?

How large is their dealer network? Is there a dealer in your area? Unless you are experienced and/or need no support, having to drive out of state or hundreds of miles for training and support is expensive and not a lot of fun – especially if you have to rely upon the weather to be perfect after you get to the training destination.

Reputation of the Dealer

Number one premise: A Dealer can only be as good as the company he represents. (Refer to the above: "Reputation of the Company".)

In other words, if the Dealer knows that a part can generally be gotten from the factory in 2 to 3 weeks, and tells you so…and then immediately orders that part from the manufacturer, well, his word is only as good as the factory that completes the ordering cycle. Therefore, this premise also infers that when you buy a brand ‘X’ PPC, that you can only get exceptional service when the manufacturer that backs the dealer provides exceptional service.

Is the Dealer part-time (i.e., selling and training for fun or on a need-to-sell bases) or is this their sole source of income? This is important because this is a key factor in determining the dealer’s incentive to give your great customer service. A dealer who works full-time with PPC’s needs repeat business and excellent referrals, and therefore has a HIGH motivation to satisfy the needs of his clients. (Note: It is just a general human rule – or correlation - that higher incentives bring higher motivations and thus better results. It does not mean that part-time dealers cannot maintain happy customers. Just that more full-time dealers have more opportunities to maintain a happier clientele base and are more likely to always be there when the customer needs help.)

How long has the dealer been in business? 

How many powered parachutes have they sold? 

How many people have they successfully trained to fly – not just intro flight?

Regardless of a manufacturer great reputation...I need to recommend that you deal with an experienced dealer and trainer.  For this sport to remain as safe as possible, professional training and good support are ABSOLUTELY necessary....and that usually only comes from someone with experience. (Sure new dealers have to get started sometime, and new doctors have to perform a heart surgery for the 1^st time, sometime. But doctors will usually have a mentor or associate watching, and supporting them for a while. Does your novice dealer have an experienced dealer/trainer helping them? Is your safety important enough to require that?

And if you build the PPC from a kit, will the dealer or an instructor check-it-out before you go airborne? Is this "more than just courtesy" service included with the cost of the powered parachute? Note: If you are not an instructor, you should never, NEVER, attach your own wing. Let a qualified instructor do that, and then fly and test the unit!

Deposit

How much of a deposit is required by the Dealer? 50%, or "God help us" 100%. What options do we have if the timeframe promised for delivery is not meet?

Is the entire balance due when the dealer makes a partial delivery? In other words, a frame is delivered but the wing (canopy) or the engine is still pending – is the complete balance due still required.

Delivery time

How long will it take to get your powered parachute?

Be careful – promises are easy!  Some of the small manufacturers or those who have not been in business long, manufacturer their PPC’s one at a time – as the orders arrive.  It is not unusual to see six to eight to twelve week delivery times for some manufacturers.  And in some cases the PPC’s come in various parts & pieces over a period of months. An extended time frame for delivery may not reflect on the quality of the unit, but it certainly will reflect on the timeframe of any futures replacement parts that may be needed.

Financing

Is financing available? Until the complete Sport Pilot transition is made or a LSA (Light Sport Aircraft) can be delivered, financing may not be easy to find.

How much down is required?

Does the interest start on the delivery date or the order date?

Warranties

What is the length of the warranty on: the engine, the wing, the frame the electronics?

Does the manufacturer honor warranties easily? Or do they want some kind of intangible proof that it wasn’t your fault?

 

Now, let’s take a look at some basic engineering questions to ask and specific (as opposed to Atlantic) attributes to look for:

Frame type: Bolted or Welded. If any one PPC subject could separate Americans, this one may actually do it. For those of you that weld, well you know the penalties of a ‘bad’ well and you know the ease of re-welding a broken part. And for those that don’t weld, well a simple re-bolting of a replacement part may indeed be the way to go. Only you can separate out your prejudices here. No amount of words or statements are going to persuade you to change sides to the type of frame that you want: Welded or Bolted. (This item is sort of like watching the recent Presidential debates…regardless of how the debate is rated, you are not going to change your vote.)

Weight.  Remember the things about weight and PPC’s? Weight under the wing gives you stability and it may give your craft structural strength, but weight also lessens the agile performance and reduces the payload you can carry. Where do you want to compromise here? Many manufacturers are building powered parachutes carts that are over 450 pounds. Personally I see no reason why a safe & strong 2-seat PPC needs to weight more than 400 lbs.

Materials.  Is the aluminum aircraft grade? Is chrome-molly used in the frame rails or other main structural components? What other modern aircraft materials are used?

Seats. Are they comfortable? This (to me) is the only question that needs to be asked here. Personally, I am more comfortable in a ‘sling’ (flexible) seat than I am in a hard shelled seat. So, seat down for a while. Don’t be rushed, you are spending some big bucks here, so seat down for a spell, rest those feet, get a good feel for being seated behind those controls.

Suspension.  If you are a BIG boy (or girl) or your landings could use some finesse, you may want to avoid fiberglass spring rods and look for a more substantial suspension system.  Fiberglass spring rods simply won't holdup to a few hard landings with a heavy cart. Note: Some manufacturers will actually cover their fiberglass spring rods with fancy rubber boots. These have a great curb side appear, but how do you preflight a covered spring rod?
Of course, if you are indeed a heavy human, not only do you NOT want a fiberglass suspension system, but you may seriously want to consider the option of double shocks on a more substantial suspension system!

Controls. Are the controls easy to reach? How does the throttle position feel? Does the throttle move in an intuitive manner (i.e., forward for more power, like a car or a boat?) Are the foot pedals or foot steering bars at a comfortable distance? Can they be adjusted or can foot steering bar extensions be added? Are the switches easily identified? Is there a place for your radio or GPS?

KISS. Yes, this premise applies here too: Keep It Simple. Try to keep the gimmicks and chrome doodads to a bear minimum. The more complicated the PPC...the more "Murphy’s Law" has to work with, i.e., the more things that can go wrong.

Center of Gravity.  The attachment points of the wing are a critical component in the stability and climb rate of the PPC.  The wing/chute/canopy/parachute (whatever you want to call that fabric that is over your head & cart as you fly) is engineered to fit specific PPC cart attributes. Make sure that the wing you purchase with your unit is designed for your unit.  And verify that the center of gravity adjustment and range of adjustments are intuitive and safe to maintain.

Frontal Bars. Some of the old timers don’t want anything between them and the ‘outdoors’. (Note: Before my operation to become a ‘Chippendale dancer’, I was one of these ‘old timers’.) However, after flying for 15-minutes, you don’t seem to even notice the frontal bars on a lot of PPC units of today. And the safety factor that they add cannot be ignored. I personally know of many, yes many, accidents where the frontal bars prevented any personal injury to the pilot. If you ever had a cart ‘roll-over’ or you decided to become a ‘gate-maker’ through a barbed-wire fence, you will ALWAYS appreciate those frontal-bars!

Paint. Do you favor the protection of powder coating – as most of the major PPC manufacturers do today? Or is spray painting your ‘cup-of-tea’ so that scratches are easily hidden.

Entry/Exit. How easy is it to get in and out of the unit. How about for loading in your ‘student’? (You need to try these things in different models before you get too excited about taking this thing flying tomorrow!)

General safety features.  Imagine you and your ‘student’ sitting and flying.  Now, look around the PPC. What structural facets could cause you problems?

OK, now that the engineering side of things has been addressed, let us take a look at the personal preference facets:

Number of Seats. Do you want the potential luxury of staying under the FAR-103 rules and go with a Single-seat unit. (Remember the dry weight of your cart will still have to be under 254 lbs and the fuel tank no larger than 5 gallons.) Or is the potential of flying with another human put that smile on your face and (just as importantly) on the face of the second seat human? If so, perhaps a two-seat Trainer is the way for you to go. Of course until Sport Pilot gets fully underway, you will need to get your training exemption with one of the associations, like EAA, ASC or USUA.

Engines. What engine to put on the back of your cart is a major, MAJOR question. There are a variety of quality engines out there. Unfortunately, except for the Rotax brand, I have limited exposure to the other reputable engine manufacturers. But there are many other brands that have allowed a ton of PPC pilot have many fun hours of flying. So please keep in mind that talking to other PPC pilots at fly-ins might give you some insights to other engine choices. And as I discuss the engine selections below, just replace the Rotax model that I refer to, with the other engine manufacturer’s similar model.

v Rotax 447. This is the most common 2-cycle engine for those PPC’s that wish to qualify under the FAR-103 (weight) restrictions. It produces about 40 hp which is enough on a single seat unit to get a 200 lbs human adequately into the air. Unfortunately however, this model has no ignition redundancy. There is only one spark plug per cylinder, one ignition unit and one carburetor on this stock engine. But it is light, and therefore it will definitely help your PPC stay in the FAR-103 legal limits.

v Rotax 503 – dual carburetor. This engine has become the 2-cycle ‘work-horse’ of the ultralight world. It has a great reputation and a solid 50 hp punch that works extremely well on single-seat units and on some light two-seat units.
This air-cooled ‘tried and true’ dual ignition engine of the ultralight world might always be my favorite, especially when you add the KISS factor – cause with an air-cooled engine you remove the potential problems of a water pump, thermostat, water leaks and a radiator that might tend to crack with the 2-cycle engine vibrations! However, please note that the extra weight of the 503 (when compared to the 447) might put you over FAR 103 weight. So, you need to compromise weight with the solid performance, horse-power and safety of the dual ignition and dual carburetor system on this engine.

v Rotax 582 – dual carburetor. When it comes to two-seat trainers, this 65 hp 2-cycle engine is the most common site on turning props. It is a water-cooled engine, so check how the radiator would be mounted on your model of PPC. But with all the training and personal hours that I have put on this engine, I have never had a water-pump or thermostat problem. And since the new vibration mounts on radiator systems was introduced, I have not had a cracked radiator or water leak. So (when compared to the solid 503 engine) is the extra 15-hp worth it? Well, frankly yes. At higher altitudes, you will definitely, DEFINITELY appreciate that extra thrust!  I will actually go as far as to say that the extra 15-hp is a needed safety item when flying a cart over 350-lbs off of fields over 2000 feet MSL. The extra horse-power is one of your best defenses against the dreaded Density Altitude enemy.

v Rotax 912 or 912s. Ah, now we are talking: 80 to 100-hp, 4-cycle, 4-cylinder - true beauty. But, we are now also talking major bucks. You need to add 10 to $12,000 to that Rotax 65-hp model before you can take it off the showroom floor with a 912 engine. So, is it worth it? Well, if you go through a powered parachute every 1 to 2 years, probably not. But, if you plan to keep that PPC for quite a few years, and if you want to carry ‘BigFoot’ or any big size human, or you want to fly over the Rockies, then this is the PPC for you. And if you compare the 1500-hr TBO (Time Between Overhauls) of this engine to the 300-hr TBO of the 582, then over the long term, the cost of the 912 maintenance will save your money.

Gear box. (Note: The gear boxes listed below are normal options for the Rotax 447, 503 and 582.)

v "B" box – This is a stock pull-start gear box. However, you can usually add a third-party starter to the magneto side. The advantage of this box is its weight, about 25 lbs lighter than a ‘C’ or ‘E’ box below with a starter. The disadvantage is that the springs in this box will need to be adjusted roughly every 100-hours or annually.

v "C" box – The magic in this gear box is the clutch (and the strength of the internal gears). Many PPC pilots swear by the advantages of having a clutch. Others, like myself, are not big clutch fans. (Perhaps we can do a future article just on this subject in an issue.) Talk to those PPC that have flown both types to get your ‘take’ on the clutch/no-clutch option.

v "E" box – This box comes with a Pull & Electric Starter. It has the heavy duty gears – that require no adjustments (like the ‘C’ box above), you only need to change the gear oil periodically (initial 10 hours then every 100 hours). This box is my preferred choice. But it does have that disadvantage of weight. (Darn, why do we always need to make compromises!) I believe however with additional lift in the new wing designs and cart attachment points, that the extra 25 lbs (or so) are not that significant. And I really enjoy shutting down the engine at altitude, then floating down for perhaps an engine out landing, WITH the easy re-start option (just turning a switch) via the built-in starter. This is so much easier than trying to reach around the legs of a rear-seat human to grasp the pull-starter and ‘yank’ away for that engine re-start.

Gear Ratios. The gear ratios will be determined by the propeller selected (see below) and the PPC manufacturer’s recommendations. (This could be another subject - in and of itself.)

Select Frame and Bracket colors. This is just one of those fun options that the entire family should get to ‘argue’ about!

Propeller Spinners. These nice little add-ons can be Painted or Polished and if large enough, can actually add thrust to your PPC. No, really it is true. Once you start putting on a 7 or 10" diameter spinner (or larger), you may really notice an increase in thrust while flying. And you can definitely demonstrate an increase in static thrust. (And again, we can discuss why this is true in a future article.)

Tires. With tires the standard option is the skinny stock tires, or the hefty tundra or knobby tires. The advantage of the skinny stock tires…cost, and they tend to be more forgiving in recovering from a possible ‘roll-over’. For the tundra tires, well, Ok, they do look nice; they do however add a few pounds. But the real factor is that they insert so much ground fiction that: 1) Ground pushing is definitely harder (just ask any middle-age slightly out of shape man – like me – what it is like pushing that ‘puppy’ back to the trailer from the middle of the field) 2) the possibilities of a roll-over is greater because there is less chance of tires side-slipping back under the cart and 3) the knobby tires tend to grab more ground ‘stuff’ and throw it into your prop. You may however, find the large tundra tires very helpful if you are flying off of snow, sand, or tall grass.  
Note: Some manufacturers require the larger tundra or knobby tires to help or complete their suspension systems and to add fan guard clearance. From my perspective, I want the option of these larger tires. If the tires are required to go with the PPC, then some other component of the unit is lacking!

Brakes. Brakes have always been an option that I can do without. Yea, they are nice, but again weight may become a factor if we keep adding-on stuff. And if you are considering brakes, then please consider the better rear wheel brakes as opposed to the cheaper, simpler front brake. The rear wheels have the weight, and so rear brakes will stop you. On a front brake, well it only works went you have weight on that front wheel, and this is not always possible before you need to stop. Now, if you are getting a 912 or similar horse-power engine, then I would strongly suggest getting rear brakes.

Dual Throttles. This is a very nice feature for dual instruction – from the back seat. But do keep in mind, that if you are instructing from the front seat, that an obnoxious rear seat student can overpower (via leverage) the front seat throttle. (Not that this has ever happened to me, but I just wanted to give you a little extra to think about.)

Dual Strobes. This option is perhaps more cosmetic than practical.

Dual Suspension. This option looks ‘beefy’ – but I don’t believe it is necessary for a 2-cylinder engine.

Fan Guard Plate. This one I really like. I definitely recommend this option.  A Fan Guard Plate will save enough prop blade damage to pay for itself within a month.

Electric Fuel Gauge. This gauge will usually connect directly to your EIS (Engine Information System). Is it really needed if you can easily see your fuel sight-tube? NO. But most PPC pilots become complacent and rarely look back to check the sight-tube (unless of coarse you are lucky enough to be carrying a Dallas Cheerleader). So, if you did become complacent and you did have a fuel leak, then an Electric Fuel Gauge could just be the ‘ticket’ to notify you in time to find a new landing zone!

Propeller. There are many attribute choices in props these days: Manufacturers, number of blades, type of blade designs, flexibility in the blade and the type of blade materials. Ideally you want to match the propeller with the horse-power of the engine and the MOI (Moment of Inertia) that your gear box can handle. On this subject, I would take the recommendation of the PPC’s manufacturer. (And once again, this subject area is so large that we could spend an entire article just talking about this.) So, in the meantime rely upon the experience and the counsel of your Dealer. One thing I should mention however is that it is the pitch of the propeller that determines your engine’s maximum RPM at full throttle. If the propeller blade pitch is not between 10 and 14 degrees to get that perfect, efficient RPM/pitch correlation, then a discussion needs to take place between you and your Dealer as to why he wants you to have another propeller setup!

Wing. Yea, your Engine, propeller, and frame are important and major selections, but this decision – which wing is going to go above you – has the responsibility of holding your life in the air! So, needless to say that we are opening a huge barrel of monkeys with this subject. And it is going to take more than a paragraph or two (or twenty) to get you comfortable and through this one. But let’s just touch on a few thoughts without making an entire editorial just on this subject.

v Let's start by having you select your colors.  (Note: If your family did not have an argument in selecting the frame color, well then you have something to look forward to now.) There is usually only a small extra charge for customizing the cell colors of your canopy.  But if you decide to have your custom logo stitched into the fabric, then you can usually figure a few hundred dollars per cell that your logo covers, and there are (on average) 13 cells in a canopy.  And although there is only a little extra $$ involved in selecting custom (non-stock) colors for your wing, there will be a time penalty to pay for custom colors - about an extra 6 to 8 weeks depending on the season that you place your order!  And for a custom logo – add another 6 - 16 weeks.
Ok, so if on average a wing has 13 cells, then you are thinking that you can pick 13 different colors for your wing - WRONG!  You can pick 26 different colors.  Thirteen colors for the top of the cells, and 13 colors for the bottom cells. So see, didn’t I tell you what a fun time your family will have selecting custom canopy colors! After all, you do want to make them part of this decision process – Right!

v Ok, on a more serious line about Wings, note that for powered parachutes there are multiple manufacturers. (I will not name them all – in fear that I may forget one or two – but I will point out a few countries that make the wings and therefore will affect your buying decision.) You can choose a wing from: the USA (yea! – my favorite – great support and close-by for any needed repairs); Israel, or even South Africa. The many designs from these countries all seem to work fine, but the materials that they use vary.
Do I have my favorites – absolutely, but there are many factors to discuss in choosing a wing. This is a discussion you should have with your dealer and with many active instructors.

v Style or design – there are two common wing designs available from your PPC manufacturer: 1) Rectangular (called ‘squares’ by the old timers) and 2) Elliptical or more correctly called, semi-Ellipticals. There is a HUGE difference between the ways these two designs act in their inflation techniques and in their flight characteristics. For now let me say that you should be trained in the specific design of wing that you purchase. Do not believe that you can receive your training in a rectangular wing and then just go a buy a semi-Elliptical wing without additional training! (Note: Look for an article by Ben Morrow in this issue or in a soon-to-be-received issue of this magazine that addresses this topic exclusively.)

v Size or Square feet of the wing – the size of the wing should be correlated to the usual weight that will be under your wing, i.e., your cart and your payload. Standard sizes for rectangular wings are 400, 450, 500 or 550 sq ft. Again, this is an extensive and detailed discussion that you need to have again with your dealer before purchasing – once again pointing out the need to find a dealer with experience!
Normally, the smaller the wing, the easier it is to ‘kite’ or inflate and the easier it is to ‘pack-up’. But the smaller your wing, the less weight you will be able to adequately/safely lift. So a compromise is once again brought to focus.

v As a last line on the subject of PPC wings, please note that the Wing will not be attached until your training has been received – and only a qualified current instructor should attach the wing and perform that maiden voyage!

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