Ultralight Parachute Aircraft - Powered paragliding, also known as a paramotor or PPG, is a form of ultralight aviation in which the pilot carries a backpack motor (paramotor) that provides enough thrust to get the paraglider off the ground. It can be launched in still air and on level ground by the pilot alone - no assistance is needed.
In many countries, including the United States, powered paragliding is minimally regulated and does not require a license. The ability to fly both low and slow safely, the "operational" feel, minimal equipment and maintenance costs, and portability are considered to be the major advantages of this type of flying.
Ultralight Parachute Aircraft
Powered paragliders typically fly between 15 and 50 mph (24 to 80 km/h) at "drag" altitudes to around 18,000 ft (5,500 m) or more with some range.
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Due to the low speed of the PPG and the nature of the soft wing, it is risky to operate in high winds, turbulence or intense thermal activity, especially for inexperienced pilots.
The 45 to 90 lb (20 to 41 kg) paramotor is supported by the pilot during takeoff. After a short run (typically 10 feet (3.0 m)), the wing lifts the motor and its harnessed pilot off the ground. After take-off, the pilot climbs onto the seat and hangs under the inflated wing of the paraglider like a podlum. Control is available using the left and right brake switches and hand throttle controls for engine speed and propeller. Some rigs feature trim and a speed bar to adjust the index angle, which also changes the angle of attack to increase or decrease speed. Brake switches and weight shift are the primary method of controlling yaw and pitch (yaw). Tip brakes and rudder (if fitted) will also affect yaw and roll and may be used for more efficient flight or as required by the wing manufacturer in certain wing configurations, such as reflex. The throttle controls the pitch (along with the speed bar and trimmers). Unlike normal airplanes, increasing throttle causes a turn and climb (or decrease in descent), but it does
Powered paragliding has some military applications, including involving Special Forces soldiers and also border patrolling in some governments. The Lebanese Airborne Regiment adopted this technique in 2008. The US Army and Egyptian Army have used Paramotor Inc FX series units for many years and these units are still in production.
They have been used for search and rescue, animal husbandry, photography, surveying and other purposes, but regulations in most countries restrict commercial activities.
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Research estimates the activity to be slightly safer (for EVT) than riding motorcycles and more dangerous than driving cars.
The most likely cause of serious injury is body contact with a spinning propeller. The next most likely cause of injury is flying in something other than the landing zone.
Some countries maintain detailed accident statistics, for example in Germany in 2018, around 36,000 paraglider pilots recorded 232 accidents, 109 resulting in serious injuries and 9 fatal.
Some pilots carry a reserve parachute designed to ascend to less than 50 feet (15 m). Although reserve parachutes are designed to deploy quickly, they have a system length of between 13.3 feet (4.5 m) and 21.9 feet (7.3 m)
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And normally needs at least 150 ft (46 m) to slow the pilot to a safe rate of descent (certified design speed according to the LTF and certificates is a maximum of 18 ft (5.5 m) per second) . At high altitudes, many potential glider problems can be resolved without deploying the reserve. The necessary skills can be acquired in SIV training courses,
Which improve overall flight safety by providing a better understanding of system limitations and hands-on training in extreme situations.
The lack of established design criteria for these aircraft led the UK's Air Accidents Investigation Branch to conclude in 2007 that "only when accurate reserve factors are established for individual harness/wing combinations carrying realistic unsprung masses, a load factors, suitable for the maneuvers to be performed, these aircraft can be considered structurally safe'.
No licensing or special training is required in the US, UK or many other countries. Where there is no specific regulation (e.g. Mexico), paramotor flying is tolerated, provided pilots cooperate with local authorities when necessary.
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In countries where specific regulations exist, such as Canada, France, Italy and South Africa, pilots must be trained, both in theory and in practice, by licensed instructors. Some countries that require official certification often do so through ultralight aviation NGOs.
It takes a pilot 5 to 15 days to complete the full pilot program of most organisations, which due to weather conditions can take significantly longer than the calendar time. A number of techniques are used for training, although most involve introducing the student to wing control on the ground, either by towing, small hills, or tandem flying.
With special equipment it is possible to carry a passenger (tandem), but most countries, including the United States, require some form of certification to do so.
In most countries, PPG pilots operate under simple rules that spare them the requirements for pilot and equipment certification. However, these laws limit where they can fly, specifying that pilots avoid urban/suburban areas and larger airports to minimize risk to other people or aircraft. American pilots operate under Federal Aviation Administration Part 103 regulations. As heavier-than-air powered aircraft with wings, paramotors are technically a type of aircraft, but in legal circles they are not usually classified as such.
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In the UK, paramotors are regulated by the Civil Aviation Authority, are classed as self-propelled hang gliders and can be flown without a registration or license as long as they weigh less than 70kg, have a stall speed of no more than 35 knots and are foot fired.
Wheeled paramotors are permitted with the additional conditions that they carry no passengers and have a stall speed of 20 knots or less, but can weigh up to 75kg if carrying a spare parachute.
Which also has an exemption allowing training in two locations by suitably certified tandem instructors. The US Ultralight Association (USUA) and Aero Sports Connections (ASC) also offer some support.
Light or "triple" strollers (called "quadruples" if they have four wheels) can also be attached to the paramotors for those who prefer or cannot launch on foot. Some wheels are permanently attached to the skid plate.
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In the United States, if the aircraft meets the definitions of a microlight as defined in part 103, no license is required and a single trip is the only option without a special permit. To initiate a tandem configuration, a pilot will need to obtain an FAA exemption from Part 103.1.a. through one of the associations mentioned above.
In the UK, trike-mounted paramotors are still classified as "self-propelled hang gliders" if "the performance of the aircraft remains equivalent to that which can be foot-launched".
A powered paraglider (PPG) differs from a powered parachute (PPC) mainly in size, power, method of control and number of passengers. Powered paragliders are smaller, use more efficient (but harder to control) paraglider wings, and are controlled with brake switches like sport parachutists. Powered parachutes typically use wings that are easier to control but less efficient, have larger engines, are foot-controlled, and can carry passengers. There are exceptions; an increasing number of electric parachutes use elliptical wings, some use manual controls, and many are light single-seat aircraft that meet FAA Part 103 requirements. A powered parachute, often abbreviated PPC, and also called a powered parachute or paraglider, is a type of aircraft consisting of from a parachute with motor and wheels.
The FAA defines a powered parachute as a powered aircraft consisting of a flexible or semi-rigid wing attached to the fuselage so that the wing is not in flight position while the aircraft is not in motion. The fuselage of the powered parachute contains the aircraft's engine, a seat for each passenger, and is attached to the aircraft's landing gear.
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In flight and due to the parafoil design, PPCs actually move at a fixed speed, usually around 25-35 mph (40-60 km/h). PPCs operate safely at altitudes ranging from a few feet above the ground (e.g., glide, hover) to altitudes up to over 10,000 feet (3+ km), but typical operating altitudes are between 500 and 1,500 feet (150 -500 meters) from ground level to ground level (AGL). Equipped with a 5-15 gallon fuel tank (depending on engine and weight restrictions), PPCs can typically fly for about three hours before needing to refuel. They have very short takeoff and landing stretches, sometimes shorter than 100 feet (30 m).
PPCs are among the cheapest aircraft and are considered an affordable way to become an aviator. A new single-seat PPC can cost upwards of $10,000, while a two-seat PPC starts at $20,000, while a top-of-the-line two-seat PPC can cost $35,000 or more, depending on options. Curb weight of the PPC can range from 200 to 500 pounds (90 to 225 kg), and payload can be in excess of 500 pounds (225 kg).
In the United States, many of the smaller single-seat PPCs fly under 14 C.F.R. § 103 of the Federal Aviation Rules
And are classified as ultralight aircraft, allowing them to be flown without a license or
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