Notices to Airmen ( NOTAMs) and Terminal Flight
Restrictions (TFRs), plan your flight (determine the
departure and destination airfield and route of flight),
file a flight plan (if planning to fly cross-country), and
head to your aircraft and point of departure. The pow-
ered parachute (PPC) may be stored in a hangar, ga -
rage, or covered trailer—any place out of the weather.
Begin with a visual inspection of the cart, then warm
up the engine. Push or taxi the PPC to the takeoff
point, shut down the engine, lay out and inspect the
wing. Finally, strap into the PPC, start the engine, kite
the wing, and then continue the takeoff roll to lift off.
[Figure 5-1]
Trailering
Trailers may be used to transport, store, and retrieve
powered parachutes. The PPC components should
fit snuggly without being forced, be guarded against
chafing, and be well secured within the trailer. Once
Get Ready to Fly
Your preflight preparations should include evaluating
the airworthiness of the:
• Pilot: experience, sleep, food and water, drugs/
medications, stress, illness
• Aircraft: fuel, weight (does not exceed
maximum), density altitude, takeoff and landing
requirements, equipment
• EnVironment: weather conditions and forecast
for departure and destination airfields and route
of flight, runway lengths
• External pressures: schedules, available
alternatives, purpose of flight
Often remembered as PA VE, it is important for you to
consider each of these factors and establish your own
personal minimums for flying.
Once you determine the PA VE factors are favorable
for flight, you should obtain a weather briefing, check
Figure 5-1. Typical sequence for a preflight inspection. Use the preflight checklist in your POH for every flight.
the loading is completed, take a short drive, stop, and
check for rubbing or chafing of components.
Prior to taking the trailer on the road, inspect the
tires for proper inflation and adequate tread; check
all lights to make sure they are operating; ensure the
hitch is free moving and well lubricated; make sure
the vehicle attachment is rated for the weight of the
trailer; check the vehicle and trailer brake operation.
When using a trailer, there are other precautions to
note. First, avoid towing with too much or too little
tongue weight as this causes the trailer to fishtail at
certain speeds, and it may become uncontrollable.
Second, take care when unloading the PPC to avoid
damage.
Where to Fly
The powered parachute can be transported by trailer
from one flying field to the next. For as many benefits
as this provides, transporting the powered parachute
into unfamiliar territory also includes some safety and
operational issues.
Make contact with the airport management to inquire
about any special arrangements that may need to be
made prior to departing from an unfamiliar airport.
Check the Airport/Facility Directory (A/FD) for traf-
fic pattern information, no fly zones surrounding the
airport, and special accommodations that may need
to be arranged.
Title 14 of the Code of Federal Regulations (14 CFR)
part 91 states that powered parachutes are to avoid
the flow of all other air traffic. In addition, you should
inform local pilots about some of the incidentals of
powered parachute flight (such as flying low and
slow); the more information that other category pi -
lots know about PPC flight characteristics, the more
they will understand the specific needs of the powered
parachute in flight. Sharing the same airspace with
various aircraft categories requires pilots to know and
understand the rules, and understand the flight charac-
teristics and performance limitations of the different
aircraft.
The ideal departure area for a powered parachute is an
open grassy area clear of debris and obstacles with a
groomed, even surface. Concrete and asphalt surfaces
should be avoided, as well as lit runways, as the struc-
tural integrity of the wing and suspension lines may
be compromised during takeoffs and landings if the
wing catches on the runway surface or surrounding
lighting.
Powered parachutes do not normally take off where
the rest of the airport traffic takes off. This is to help
both the PPC pilot and the pilots of other aircraft. A
powered parachute requires time to set up and depart;
it is not polite or safe to tie up an active runway while
this is being done. Exceptions to this would be the
edge of a very wide runway or an undeveloped area
next to the active runway where setup can take place
well away from the centerline of that active runway.
Another reason PPC pilots typically don’t use stan -
dard runways is that you want to set up into the wind
to avoid a crosswind takeoff. While slight crosswind
takeoffs are possible, they are usually unnecessary
due to the short-field capabilities of a powered para -
chute. You should do your best to point the machine
into the wind before you lay out the wing.
Extend consideration to land owners that may own a
flight strip in their field. You need permission to use
private property as an airstrip. Locate the area on an
aeronautical sectional chart to check for possible air -
space violations or unusual hazards that could arise
by not knowing the terrain or location. Avoid loitering
around residential structures and animal enclosures
because of the slow flight attributes of the powered
parachute and the distinct engine noise.
While selecting a takeoff position, make certain the
approach and takeoff paths are clear of other aircraft,
or will be clear by the time the equipment is set up.
Fences, power lines, trees, buildings, and other obsta-
cles should not be in the immediate flightpath unless
you are certain you will be able to safely take off and
clear them during takeoff and climbout.
Walk the entire length of the intended takeoff and
landing area prior to departure. Look for holes, mud-
dy spots, rocks, dips in the terrain, high grass, and
other objects that can cause the aircraft to be damaged
or the wing to snag during takeoff and landing. Physi-
cally mark areas of concern with paint, flags, or cones;
a pothole may not look like a pothole from the air.
There are a number of preflight actions you must
perform, mandated by 14 CFR part 91. You must be-
come familiar with all available information concern-
ing your flight, to include runway lengths at airport of
intended use, takeoff and landing distance accounting
for airport elevation and runway slope, aircraft gross
weight, wind, and temperature. For a flight not in the
vicinity of a conventional airport, this information
must include weather reports and forecasts, fuel re -
quirements, and alternatives available if the planned
flight cannot be completed.
Weather
The weather is a determining factor for all flight oper-
ations. Get a full weather briefing prior to your flight,
to include the current conditions and forecasts for
your departure and destination areas, and along the
route of flight. There are many sources for obtaining a
weather briefing, such as www.nws.noaa.gov, calling
1-800-WX-BRIEF, and a variety of internet sites that
specialize in local and regional weather. Crosswind
landings are possible in a powered parachute, but
crosswind takeoffs should be avoided. It is important
to review your departure procedure at your destina -
tion to ensure you don’t get into a field you cannot
depart from. In gathering your weather information,
know the wind conditions, temperature and dew point
spread, sky condition, and visibility. Review Chapters
10 and 11 in the Pilot’s Handbook of Aeronautical
Knowledge for a comprehensive understanding of
weather theory, reports, forecasts, and charts.
PPCs fly best in calm air. Check the wind forecast as
well as current conditions, as this information will de-
termine whether safe flight can be conducted. Winds
less than 10 miles per hour (MPH) are ideal; follow
the recommendations provided by the PPC manufac-
turer for the aircraft you will be flying. Steady winds
that are not gusting are more desirable, as the inflation
and overall performance of the wing is more predict-
able. For example, 5 MPH with no gusting is better
than 1 MPH gusting to 5 MPH. Some types of wings
perform differently in certain types of wind condi -
tions and pilotage skills—know your wing and your
abilities. Crosswind takeoffs in a powered parachute
are dangerous and should be avoided. If the runway
configuration does not allow for takeoff into the wind,
then the flight should be canceled or postponed from
that takeoff area. Do not attempt to take off in a cross-
wind with a powered parachute unless it is within the
pilot and aircraft capabilities, not a limitation in the
aircraft POH, and you have been trained thoroughly
for this advanced procedure. Crosswind landings are
possible in a powered parachute, but crosswind take-
offs should be avoided. It is important to review your
departure procedure at your destination to ensure you
don’t get into a field you cannot depart from.
Air temperature and humidity directly affect the per -
formance of the powered parachute wing and engine.
The powered parachute pilot who doesn’t understand
and respect the effect(s) density altitude has on any
given flight may get into situations that are not de -
sirable and could be hazardous. The higher the tem -
perature, humidity, and the actual altitude of the field
you are operating from, the greater the role density
altitude plays in determining how much runway the
powered parachute needs to get off the ground with
the load on board, and how much climb performance
the wing will have once airborne. The powered para-
chute may have cleared that obstacle at 8 a.m. when
the weather conditions were cooler with less humid -
ity, but at 1 p.m. with increased air temperature and
higher humidity levels the pilot will have to re-evalu-
ate the performance of that same aircraft. You need a
full understanding of density altitude to be a safe PPC
pilot; refer to Chapter 9 in the Pilot’s Handbook of
Aeronautical Knowledge.
Understand the different cloud formations and the
ground/air effects they can produce. [Figure 5-2] Cloud
clearance and visibility should be maintained for the
operations you intend to conduct (see Chapter 8 for
cloud clearance requirements in each class of airspace).
Knowledge of thermals and turbulence, and how to
determine where they can occur is also important.
[Figure 5-3]
Do not fly when ground and flight visibility is below
minimums for your pilot certificate and the class of
airspace where you will be operating (see Chapter 8).
Be particularly watchful for low visibilities when the
air and dewpoint temperatures are within a spread of
three or four degrees. The closer these temperatures
are to each other, the greater the chance for fog and
reduced visibility conditions.
In addition to adhering to the regulations and manu -
facturer recommendations for weather conditions, it’s
important for you to develop your own set of personal
minimums. These minimums will evolve as you gain
experience, and are also dependent on your recency
and currency in the make/model of aircraft you will
be flying.
Weight and Loading
Weight and loading must be considered before each
flight. Do not exceed the maximum gross weight as
specified in the POH. Always follow the POH perfor-
mance limitations.
The balance of the pilot, passenger, fuel and baggage
must be compared to the limitations, and the wing at-
tachment to the fuselage position must be within the
limits as specified in the POH. The cart must be bal -
anced properly or an unsafe cart configuration, either
nose-high or nose-low will result.
Figure 5-2. Basic cloud types.
Figure 5-3. Turbulence encountered over manmade items and in nature.
The Preflight Checklist
Use a written checklist during preflight and ground
operations. The checklist is an aid to the memory and
helps to ensure that critical items necessary for the
safe operation of the aircraft are not overlooked or
forgotten.
Certificates and Documents
The airworthiness of the powered parachute is de -
termined, in part, by the following certificates and
documents, which must be on board the aircraft when
operated:
• Airworthiness certificate.
• Registration certificate.
• Operating limitations, which may be in the
form of an FAA-approved Aircraft Flight
Manual and/or Pilot’s Operating Handbook
(AFM/POH), placards, instrument markings, or
any combination thereof.
• Weight and balance
AROW is the acronym commonly used to remember
these items. The pilot in command is ultimately re -
sponsible to make sure the proper documentation is
on board. [Figure 5-4]
Aircraft logbooks are not required to be on board the
powered parachute when it is operated. However, you
should inspect the aircraft logbooks prior to flight to
confirm the PPC has had all required tests and inspec-
tions. The owner/operator must keep maintenance re-
cords for the airframe and powerplant.
At a minimum, there must be an annual inspection
within the preceding 12-calendar months. In addition,
the powered parachute may also need a 100-hour in-
spection in accordance with 14 CFR part 91 if it is
used for hire (for example, for training operations). If
a transponder or a transponder/encoder with a pitot-
static system is used, it must be inspected within each
preceding 24-calendar months.
The pilot must have in his or her possession a valid
U.S. driver’s license, or a valid medical certificate
accompanied by a photo identification and pilot cer-
tificate. Sport pilots must also carry a copy of the en-
dorsements issued from their logbook indicating they
are qualified for the powered parachute category/class
for the aircraft they are flying. The wing shape (rec-
tangular or elliptical) and the landing system (land or
sea) will be specified in this endorsement.
Figure 5-4. Required documentation must be carried on
the aircraft at all times.
Figure 5-3 continued. Turbulence encountered over manmade items and in nature.
Visual Inspection
The accomplishment of a safe flight begins with a
careful visual inspection, regardless of the category/
class of aircraft you will be flying. The purpose of the
routine preflight inspection is twofold: to determine
the powered parachute is legally airworthy, and that it
is in condition for safe flight. You determine whether
the PPC is in a condition for safe flight by a thorough
and systematic preflight inspection of the aircraft
and its components. The preflight inspection should
be performed in accordance with a printed checklist
provided by the powered parachute manufacturer for
the specific make and model of aircraft. However, the
following general areas are applicable to all powered
parachutes.
The preflight inspection should begin as soon as
you approach the aircraft. Since the powered para -
chute can be transported by trailer, the unloading of
the aircraft allows you extra opportunity to look the
cart over from front to back and top to bottom. First
and foremost, you need to look for any damage that
may have occurred during transit. Make note of the
general appearance of the aircraft, looking for obvi -
ous discrepancies such as tires with low air pressure,
structural distortion, wear points, cart damage, and
dripping fuel or oil leaks. All tie-downs, control locks,
and chocks should be removed during the unloading
process.
It is absolutely necessary you are thoroughly familiar
with the locations and functions of the aircraft sys -
tems, switches, and controls. Use the preflight inspec-
tion as an orientation when operating a make/model
for the first time.
The actual “walk around” is a routine preflight inspec-
tion and has been used for years from the smallest
general aviation airplane to the largest commercial
jet. The walk around is thorough and systematic, and
should be done the same way each and every time an
aircraft will be flown. In addition to “seeing” what
you’re looking at, it requires you take the appropri -
ate action whenever a discrepancy is discovered. A
powered parachute walk around will cover five main
tasks:
1. Cart inspection
2. Powerplant inspection
3. Equipment check
4. Engine warm-up and check
5. Wing and suspension line inspection
Each PPC should have a specific routine preflight in-
spection checklist, but the following can be used as a
guideline for most PPCs.
Cart Inspection
Check the front nosewheel for proper play, tire infla -
tion, and secure axle bolt. Test the ground steering bar
connection points and ensure there is smooth steering
range of motion from the steering bar. Check and se-
cure the connections between the front fork and the
front axle and the front fork and the gooseneck. [Fig-
ure 5-5]
Figure 5-5. Check for proper tire inflation and that the axle
bolt is secure.
When brakes are installed, it is common for them to
be on the front nosewheel. Typically, they are drum
or disk style operated by a cable; it is important to
inspect the cable lock, assuring it is tight. The brakes
may be hydraulic disk brakes that also incorporate a
cable; in this case, inspect both components. Check
brakes and brake systems for rust and corrosion, loose
nuts/bolts, alignment, brake pad wear/cracks, signs of
hydraulic fluid leakage, and hydraulic line security/
abrasion.
Inside the cart where the pilot sits, check the seats,
seat rails, and seat belt attachment points for wear,
cracks, and serviceability. A few manufacturers offer
powered parachutes with adjustable front seats. The
lever moves the pin in and out of the seat rail holes
and the seat then moves forward and back along the
rail. The seat rail holes should be checked for wear;
they should be round and not oval so there is no play