pilots to train in two-place ultralights until January
31, 2008. After this date, the ultralight vehicle train -
ing exemption expires and only N-numbered aircraft
may be used in two-place PPC instruction and flight.
[Figure 1-1 D]
Powered Parachute Terms
Different terms have been used throughout the pow -
ered parachute community. [Figure 1-2] The terms
standardized throughout this book are as follows:
• Powered Parachute – The complete aircraft.
• Cart – The engine and seats, attached by a
structure to wheels; may also be referred to as
the fuselage, cockpit, chaise, or airframe.
• Wing – Typically a ram-air inflated and
pressurized wing including lines that attach to
the cart. The wing is not in position to fly until
the aircraft is in motion; when not inflated,
referred to as a parachute or chute.
Introduction to the Powered
Parachute
The powered parachute is a category of aircraft that
flies in a manner unique among light-sport aircraft.
Three significant differences separate the PPC from
other types of light sport aircraft (LSA): [Figure 1-3]
1. The wing must be inflated and pressurized by
ram air prior to each takeoff.
2. The aircraft uses a pendulum configuration,
where the cart hangs about 20 feet below the
wing, connected via flexible suspension lines.
3. The wing is at a relatively fixed angle with the
suspension lines and flies at a relatively constant
speed. Other aircraft categories allow pilots to
change the speed of the aircraft, but the powered
parachute airspeed remains within a very small
range.
A powered parachute can be a single place ultralight
flying vehicle, a single place light-sport aircraft, or
a multi-place light-sport aircraft. The common ac -
ronyms for this vehicle/aircraft are PPC ( powered
parachute), PPCL (powered parachute land) or PPCS
(powered parachute sea).
A light-sport aircraft PPC used for sport and private
flying must be registered with an FAA N-number,
have an airworthiness certificate, a pilot’s operating
handbook ( POH), and/or limitations with a weight
and balance document aboard. The aircraft must be
maintained properly by the aircraft owner or other
qualified personnel and have the aircraft logbooks
available for inspection. Dual controls are required in
the aircraft for training.
Powered Parachute Pilot Certificate
Eligibility Requirements
You may not act as pilot in command (PIC) of a light-
sport aircraft powered parachute unless you hold
a pilot certificate with a powered parachute rating
issued by the FAA. At this time the only pilot cer -
Figure 1-2. Two-place powered parachute aircraft.
Figure 1-3. The powered parachute has some unique operating characteristics as compared to other light-sport aircraft.
Left, PPC with inflated wing; middle, weight-shift control aircraft; right, fixed-wing LSA.
tificates with powered parachute ratings are Student,
Sport and Private. The FAA is empowered by the U.S.
Congress to promote aviation safety by prescribing
safety standards for pilots and the other civil aviation
programs. The Code of Federal Regulations (CFRs),
formerly referred to as Federal Aviation Regulations
(FARs), are one of the primary means of conveying
these safety standards.
Title 14 CFR, part 61 specifies the requirements to
earn a pilot certificate. This regulation also states the
pilot applicant must be able to read, speak, write, and
understand the English language. The FAA Practical
Test Standards (PTS) establish the standards for the
knowledge and skills necessary for the issuance of
a pilot certificate. [Figure 1-4] You should reference
both these documents to understand the knowledge,
skills and experience required to obtain a pilot certifi-
cate to fly a powered parachute.
(CFI), as well as solo flights under the supervision of
your CFI.
To be eligible to fly solo in a PPC, you must be at
least 16 years of age and demonstrate satisfactory
aeronautical knowledge on a test developed by your
instructor. You must have received and logged flight
training for the maneuvers and procedures in 14 CFR
part 61 for the PPC, as well as demonstrated satis -
factory proficiency and safety. Only after all of these
requirements are met can your instructor endorse your
student pilot certificate and logbook for solo flight.
Once you obtain the required aeronautical knowledge
and experience required by 14 CFR part 61, your flight
instructor will endorse you to take a practical test (of-
ten called a “checkride”) with a sport pilot examiner
(SPE) or an FAA inspector. After you’ve demonstrat-
ed satisfactory aeronautical knowledge and skill in
the Areas of Operation and Tasks outlined in the PTS,
this examiner or inspector will issue your temporary
(paper) pilot certificate. You will receive a plastic cer-
tificate in the mail once the results of the practical test
are received by the FAA Registration branch.
A sport pilot is certified to fly a light-sport aircraft. To
be eligible for a sport pilot certificate with a powered
parachute rating, you must be at least 17 years of age,
complete the specific training and flight time require-
ments described in 14 CFR part 61 subpart J, pass the
FAA Knowledge Exam, and successfully complete
the practical test.
If you hold at least a private pilot certificate, but not
a rating for the category and class of PPC LSA, you
can operate the powered parachute with a logbook
endorsement and passing a proficiency check. [Table
1] If you hold at least a private pilot certificate with
a PPC category and class rating, and have a current
Pilot applicants must have a valid U.S. driver’s license
or a current third-class medical certificate issued un-
der 14 CFR part 67. If you use your valid driver’s
license to exercise the privileges of a Sport Pilot cer -
tificate, then you must also adhere to any restrictions
on that driver’s license. You must hold a current third-
class medical certificate to exercise the privileges of a
Private Pilot certificate.
The process of learning to fly includes a combination
of ground training (to include successful completion
of the FAA Knowledge Exam) and flight training to
include dual flights with a certified flight instructor
Figure 1-4. The PTS is used to test the knowledge and skill
of a pilot applicant.
Table 1. Definitions with respect to the certification,
ratings, privileges, and limitations of airmen.
third-class medical, then you may operate any PPC
LSA in that category and class, and do not need to
hold any of the endorsements required by Sport Pi -
lots, nor do you need to comply with the limitations
of a Sport Pilot certificate.
Note: If you hold at least a Private pilot certificate, but
not a medical certificate, you may operate as a Sport
Pilot and must comply with 14 CFR part 61 subpart J.
A Sport Pilot instructor can instruct, endorse logbooks
for privileges, and give proficiency check flights in a
LSA. To be eligible for a Sport Pilot instructor cer -
tificate, you must be at least 18 years of age and hold
at least a current and valid Sport Pilot certificate with
category and class ratings or endorsements appropri -
ate to the flight instructor privileges sought. You must
also pass the Sport Pilot instructor and fundamentals
of instructing knowledge exams and meet the experi-
ence and knowledge requirements outlined in 14 CFR
part 61.
Aeronautical Decision Making (ADM)
Your current attitude or mindset is something you, as
PIC, must constantly be alert to in order to maintain
your safety and that of the aircraft, your passenger and
the general public on the ground. To accomplish sound
aeronautical decision making ( ADM), you must first
be aware of your limitations and well-being (physical
and psychological health), even before beginning the
first preflight routine. While technology is constantly
improving equipment and strengthening materials,
safe flight comes down to the decisions made by the
human pilot prior to and during flight.
The well-being of the pilot is the starting point for
the decision making processes that will occur while
in control of the aircraft. Just as physical fatigue and
illness will directly affect your judgment, so too will
your attitude management, stress management, risk
management, personality tendencies, and situational
awareness. Hence, it is the awareness of your human
factors and the knowledge of the related corrective
action that will not only improve the safety of operat-
ing a powered parachute, but will also enhance the joy
of flying. See Chapter 16 of the Pilot’s Handbook of
Aeronautical Knowledge (FAA-H-8083-25) to learn
the decision-making process, risk management tech -
niques, and hazardous attitude antidotes you should
use in all your flight operations.
The phrase “ pilot error” points to the human factors
which have caused an incident or accident, including
the pilot’s failure to take appropriate action. Typical-
ly, it is not a single decision or indecision that leads
to an accident, but most likely it is a chain of error-
related factors. This inadequate action and poor judg-
ment path is referred to as the human “ error chain.”
You only need to be aware of a situation and break
one link in this error chain to improve the outcome
of a sequence of events and return to safe and secure
flight.
A good instructor will immediately begin teaching
ADM when the student has the ability to confidently
control the powered parachute during the most basic
maneuvers. During a proficiency or practical test, the
instructor or examiner will be evaluating the appli -
cant’s ability to use satisfactory ADM practices as
the pilot determines risks and coordinates safe pro -
cedures.
Resource Management
Pilots must make effective use of single-pilot resource
management (SRM): human resources (pilot, passen-
ger, maintenance personnel, and the weather briefer,
as applicable), hardware (equipment), and informa -
tion. It is similar to crew resource management (CRM)
procedures that are being emphasized in multi-crew -
member operations except only one crewmember (the
pilot) is involved. Resource management is one way
of optimizing the risk elements (the pilot, the aircraft,
the environment, and the type of flight operation).
This ability to manage the resources available to you
is as critical to the successful outcome of the flight as
your skills and procedures as a pilot.
Light-sport aircraft are flown by a single pilot. None-
theless, there are numerous resources available to that
pilot. For instance, even though the passenger is not
a pilot, he or she can be asked to assist with scanning
the skies and a possible landing location during an
emergency. Your knowledge, skills, and consistent use
of a checklist are also valuable resources. External re-
sources for the powered parachute pilot include those
that can assist with Notices to Airmen ( NOTAMs)
and weather information. These resources can include
Automated Weather Observing System (AWOS), Au-
tomated Surface Observing System (ASOS), Hazard-
ous Inflight Weather Advisory Service (HIWAS), and
Flight Service Stations (FSS) 800-WX-BRIEF.
Use of Checklists
Checklists have been the foundation of pilot standard-
ization and cockpit safety for many years. The check-
list is an aid to the fallible human memory and helps
to ensure that critical safety items are not overlooked
or forgotten. However, checklists are of no value if
the pilot is not committed to their use. Without dis -
cipline and dedication in using a checklist, the odds
favor the possibility of an error.
The importance of consistent use of checklists cannot
be overstated in pilot training. A major objective in
primary flight training is to establish habitual patterns
that will serve the pilot well throughout their entire
flying career. The flight instructor must promote a
positive attitude toward the use of checklists, and the
student pilot must realize its importance. At a mini -
mum, prepared checklists should be referenced for
the following phases of flight:
• Preflight Inspection
• Before Engine Start
• Engine Starting
• Before Kiting and Taxiing the Wing
• During the Takeoff Roll
• After Takeoff
• Before Landing
• After Landing
• Engine Shutdown
• Postflight Inspection and Securing
Due to the open nature of the cart, you should secure
your checklist to ensure it does not get blown through
the prop. It should be attached to something (a knee -
board strapped to your leg, the instrument panel, etc.)
to eliminate the possibility of it being blown away, yet
remaining visible and easy to use.
Situational Awareness
Situational awareness is the accurate perception and
understanding of all the factors that affect the pow -
ered parachute, pilot, passenger, environment and
type of operation comprising a given situation. Main-
taining situational awareness requires an understand-
ing of the relative significance of these factors and
their future impact on the flight. When situationally
aware, the pilot has an overview of the total operation
and is not fixated on one perceived significant factor.
In addition, an awareness must be maintained of the
environmental conditions of the flight, such as spatial
orientation of the PPC, and its relationship to terrain,
traffic, weather, and airspace.
To maintain situational awareness, all of the skills in-
volved in aeronautical decision making are used. For
example, an accurate perception of pilot fitness can
be achieved through self-assessment and recognition
of hazardous attitudes. Establishing a productive rela-
tionship with pattern traffic and traffic control can be
accomplished by effective resource use.
Stress Management
Stress is part of the human process. A certain amount
of stress can be good as it keeps a person alert and
tends to prevent complacency. However, the effects
of stress are cumulative. If not coped with adequately,
eventually the stress may result in an intolerable bur-
den with negative psychological and perhaps physical
consequences. Performance generally increases with
the onset of stress, peaks, and then begins to fall off
rapidly as stress levels exceed a person’s ability to
cope. The ability to make effective decisions during
flight is likely to be impaired by stress. Hence, the
ability to reduce high levels of cockpit stress will have
a direct correlation to aircraft safety.
Stress management in the aircraft begins by making
an assessment of stress in all areas of your life. There
are several techniques to help manage the accumu -
lation of life stresses and prevent stress overload.
For example: set realistic goals; manage time more
effectively; include relaxation time in a busy sched -
ule; maintain a weekly program of physical fitness;
and maintain flight proficiency. If stress does strike
in flight, you should try to relax, take a deep breath,
and then calmly begin to think rationally through the
resolution and decision process.
Medical Factors Related to the PPC
Medical factors, regardless of their severity, should
never be dismissed without at least a cursory consid -
eration. Even a toothache or the common cold can be
detrimental to a safe flight, especially when drugs of
any sort, even non-prescription, are taken before the
flight.
Most medical issues can be easily handled in a PPC,
but a few can have severe influences on the safety
of the flight. For instance, medical situations might
cause the muscles of the limbs to tighten or go into a
spasm. These scenarios can be deadly, such as when
the legs are pressing against a steering bar during a
seizure.
The following medical factors are not listed by impor-
tance, but by alphabetical order for easy reference.
Alcohol
Alcohol directly affects the brain and can do so very
quickly. Some myths still surround alcohol: drink -
ing coffee can dissipate the effects, or taking a cold
shower will “sober” you up quickly. The fact is that
becoming intoxicated is determined by the amount of
alcohol in the bloodstream. Once consumed, alcohol
can enter the bloodstream—and therefore the brain—
in as quickly as 10 minutes. Once in the brain, motor
skills immediately begin to deteriorate. The com -
mon aviation saying is “8 hours bottle to throttle.”
However, depending on the metabolism of the indi -
vidual, it may be twice as long before some humans
can dissipate the negative effects of alcohol. Even in
small amounts, alcohol can affect your motor skills,
diminish your mental reasoning, decrease your sense
of responsibility, and shorten your memory. In addi -
tion, the effect of alcohol is greatly multiplied when
gaining altitude.
FAA regulations state that no one may act as a crew-
member if they have consumed alcohol within 8 hours
of flight, are under the influence of alcohol, are using
any drug affecting their faculties contrary to safety,
or if they have a blood alcohol level greater than 0.04
percent. Part 61 also states that refusal to take a drug
or alcohol test, a conviction for a violation of any
Federal or State statute relating to the operation of
a motor vehicle (that’s right—a car) while under the
influence of alcohol or a drug, or failure to provide a
written report of each motor vehicle action to the FAA
(not later than 60 days after the motor vehicle action)
are grounds for:
1. Denial of an application for any certificate,
rating, or authorization for a period of up to 1
year after the date of such refusal; or
2. Suspension or revocation of any certificate,
rating, or authorization.
Anxiety
Anxiety can cause humans to act in unpredictable and
negative ways. If your future is uncertain or an unpre-
dictable event occurs that forces you into an unknown
path, anxiety can appear. Self realization and learned
confidence through knowledge and practice are the
best ways to prepare for possible anxiety attacks.
Carbon Monoxide Poisoning
Carbon monoxide (CO) poisoning is typically not a
factor in a powered parachute, as the engine is be -
hind the pilot in the typical PPC pusher configura -
tion. However, since CO is a colorless, odorless, and
tasteless gas, you need to be alert to exposure prior
to flight.
Dehydration
Dehydration is the critical loss of water from the body.
The first noticeable effect of dehydration is fatigue. A
powered parachute pilot is particularly susceptible to
dehydration, as they normally fly in an open cart, of -
ten exposed for hours to the direct rays of the sun. If
dehydration occurs and water is not replaced, fatigue
will progress to dizziness, weakness, nausea, tingling
of hands and feet, abdominal cramps, and extreme
thirst. It is highly recommended for PPC pilots, espe-
cially those that fly in desert regions, to carry an am -
ple supply of water and to drink regularly, regardless
of whether or not you feel thirsty. When you begin to
feel thirsty, the beginning stages of dehydration have
already started.
Drugs
One of the biggest misconceptions is the myth that
over-the-counter drugs may be taken before a flight.
A non-prescription drug does not mean it is free of
side effects that may affect your faculties. Consult a
physician about mixing flying with any drugs. Many
medications such as tranquilizers, sedatives, strong
pain relievers, and cough-suppressants have primary
effects that may impair judgment, memory, alertness,
coordination, vision, and the ability to make calcula -
tions. Others, such as antihistamines, blood pressure
drugs, muscle relaxants, and agents to control diar -
rhea and motion sickness, have side effects that may
impair the same critical functions.
Pain killers or over-the-counter analgesics, such as
Aspirin (acetylsalicylic acid), Tylenol (acetamino -
phen), and Advil (ibuprofen), have few side effects
when taken in the correct dosage. Flying is usually
not restricted when taking these drugs. However, fly-
ing is almost always precluded while using prescrip -
tion analgesics such as Darvon, Percodan, Demerol,
and codeine, since these drugs may cause side effects
such as mental confusion, dizziness, headaches, nau -
sea, and vision problems.
Regulations prohibit pilots from performing duties
while using any medication that affects their abilities
in any way contrary to safety. The safest rule is not to
fly while taking any medication, unless approved to
do so by an Aviation Medical Examiner (AME).
Middle Ear and Sinus Problems
As powered parachutes are not pressurized, atmo -
spheric pressure changes will affect pilots flying to
high altitudes. Atmospheric pressure decreases as you
ascend, and increases as you descend. The pilot’s in -