Although powered parachutes come in an array of
shapes and sizes, the basic design features are fun -
damentally the same. All powered parachutes con -
sist of an airframe (referred to as a cart) a propeller
powered by an engine, and a ram-air inflated wing.
[Figure 3-1]
rear seat, the flight instructor can have positive con -
trol of the aircraft at all times by physically pulling
on the steering lines and using a dual control throttle.
Like airplanes, not all powered parachutes are ad -
equately configured to conduct flight training. The
flight instructor with a powered parachute endorse -
ment should determine his or her ability to control
each individual PPC from the back seat with the dual
controls for training purposes. [Figure 3-2]
Figure 3-1. A typical powered parachute cart.
The Airframe
Most powered parachute airframes are manufactured
with aircraft-grade hardware. A few PPC manufactur-
ers are building fiber-composite carts. The airframe’s
tubular construction means light weight and ease of
replacement if tubes are bent. The airframe includes
one or two seats, flight controls, and an instrument
panel. The airframe also incorporates the engine, the
fuel tank, the propeller and points of attachment for
the wing and steering lines.
Although side-by-side configurations exist, in most
powered parachutes the pilot and passenger are seated
in a tandem (fore and aft) configuration. Dual flight
controls are required for training. Not all PPCs have
full dual controls; depending on the configuration of
the cart and added controls (that are optional from
different airframe manufacturers) the flight instruc -
tor can adequately control the aircraft during training
from the rear seat during takeoff, flight, and landing
procedures with dual throttle controls. While in the
Figure 3-2. Powered parachutes used for training must be
equipped with dual controls.
The pilot flies from the front seat in order to reach the
steering bars, throttle control, ground steering control
and magneto switches, and to keep the CG in balance;
you cannot fly alone from the back seat for this rea -
son.
The cart by itself is not very aerodynamic because
it does not need to be; it flies at slower airspeeds.
However, without the wing attached and inflated to
limit speed, the pilot needs to be careful to avoid high
speeds, such as when taxiing to and from the hangar
for canopy layout. The wheels, their bearings, and
the cart suspension were not designed to handle high
speeds.
Some manufacturers use an adjustable front seat
to allow for the varied length of the pilot’s legs
to comfortably reach the steering bars. Powered
parachutes can be outfitted with a variety of seat-
belts, including a four-point harness system that
securely fastens each occupant into their seat.
[Figure 3-3]
Most powered parachutes have three wheels, or a tri-
cycle gear configuration, although some have four.
Ground steering is typically a steering bar connected
to the nosewheel that moves left and right. Some pow-
ered parachutes have a tiller device for ground steer -
ing. There are a number of ground steering designs
that vary between manufacturer, make, and model.
Brakes are an optional piece of equipment on the
powered parachute, as the square foot area of the
parachute itself provides aerodynamic braking. Pilots
should use smooth and controlled operation of the
throttle on the ground to maintain safe and control -
lable ground speeds, particularly when taxiing with
the chute inflated. Students should practice throttle
control to learn how far the PPC takes to come to a
full stop when the power is reduced to idle. However,
for runway incursion prevention and general safety,
brakes are advised and highly recommended so you
can stop when you need to. Never use your feet as a
form of braking, as physical injury is probable.
Center of Gravity Adjustments
Each manufacturer has specific procedures in the
Pilot’s Operating Handbook (POH) to adjust the CG
of the cart, so that the cart is hanging at the proper
nose high/nose low position—including the weight
position in the cart and the fore/aft position of the
wing attachment points.
As discussed in Chapter 2, the attachment points for
the wing (parachute) must be adjusted for variations
in pilot weight, which affect the center of gravity (CG)
location of the cart.
There are typically two types of wing attachment sys-
tems: center of gravity adjustment tubes, or a bracket
with a number of fore and aft attachment points. Each
of these systems performs the same task. Either sys -
tem adjusts the wing attachment points based on the
cart CG. This is primarily based on the weight of the
occupant in the front seat, usually the pilot. The rear
seat occupant’s weight does not typically come into
consideration when determining the CG position of
the PPC, as the rear seat is usually positioned very
near the cart CG. To maintain the best overall per-
formance, the aircraft needs to fly with a slight nose-
up attitude, as specified in the aircraft POH.
Use the POH to determine the proper adjustment for
the particular aircraft because there are many configu-
Figure 3-3. The harness should be fastened snug but not
tight.
Figure 3-4. Multiple attachment points for the wing as a
means to adjust the wing hang point.
rations and designs that vary by manufacturer, make,
and model.
Multiple Attachment Points Bracket
The attachment point bracket on the cart is one meth-
od to select the fore and aft wing attachment position
for proper CG adjustments. [Figure 3-4] Always refer
to the POH for weight and balance information spe -
cific to the powered parachute you are flying.
Center of Gravity Adjuster Tubes
The term “ CG tubes” sometimes refers to the three
tubes that meet at the point of rigging for the wing
(upper CG tube, lower CG tube and center CG tube).
[Figure 3-5] Sometimes the term “CG tube” refers
only to the tube that is adjustable, and the other tubes
that meet at the rigging points are called outrigger
arms.
Instrument Panel
The instrument panel is in front of the pilot and pro -
vides engine and flight information. The pilot is re -
sponsible for maintaining collision avoidance with
a proper and continuous scan surrounding the pow -
ered parachute, as well as monitoring the information
available from the instrument panel. The pilot must
process the outside cues along with the instrumenta -
tion throughout the flight for a sound decision-making
process.
The ignition switches are usually located on the in -
strument panel and have two positions: ON, which
allows power to make contact with the spark plugs,
or OFF, which is a closed switch to GROUND and
removes the power source from the spark plugs. Typi-
cally, PPC engines have two spark plugs per cylinder,
two switches and two completely separate ignition
systems. Some single place PPCs with smaller en -
gines have only a single spark plug per cylinder, one
ignition switch, and a single ignition system.
The FAA defines the required minimum instrumen -
tation for PPCs; engine manufacturers may recom -
mend certain instruments be installed on the aircraft
to monitor the performance of their particular engine.
For example, on a liquid-cooled engine, the manufac-
turer may recommend instrumentation to monitor en-
gine gas temperatures (EGT), water temperatures and
RPM. On an air-cooled engine, the manufacturer’s
recommendation may be EGT, cylinder head temper-
ature (CHT) and RPM. Additional instruments can be
added as desired by the individual aircraft owner.
Some PPCs may only have a few analog gauges.
[Figure 3-6] Some makes and models may be
equipped with an engine information system ( EIS).
[Figure 3-7] The EIS is a flight computer and screen
that receives input signals from sending units connect-
ed to engine and flight probes or sensors. The com -
puters are pre-programmed for different makes and
models of engines. Engine information may include:
RPM, EGT, CHT, water temperature, fuel quantity, an
hour meter and a voltmeter. Flight instruments may
include altimeter, vertical speed indicator and a GPS.
This engine and flight information is viewed on the
LCD screen and has function keys, allowing the
pilot to move between display screens that contain the
computer’s input. When the display button is pressed,
Figure 3-5. PPC CG adjustment example.
Figure 3-6. Some instrument panels will have just a few
digital or analog gauges for EGT and RPM.
each individual screen will clearly identify the infor -
mation being displayed.
The information systems are also capable of alerting
the pilot when any engine or flight parameters are ex-
ceeded, usually via a warning light mounted on the
instrument panel. Although the EIS is a valuable tool,
the ability to interpret the information is equally im -
portant.
For the interperetation of any engine and flight instru-
ment, you need to completely understand the engine
limitations, parameters, and the messages the instru -
ment provides you. Sensing the proper operation of the
aircraft and engine is a key factor to the safe operation
of any aircraft. Being able to interpret engine sounds
and unusual vibrations is essential for any pilot.
As with any aircraft or instrument operation, see the
POH for each individual make and model operating
instructions.
Additional Equipment
A GPS can sometimes be used to determine ground
speed while flying. A GPS is also a useful tool to en-
hance navigation for cross-country flying. Review
Chapter 14 of the Pilot’s Handbook of Aeronautical
Knowledge for information on the calculations asso -
ciated with determining wind speed, ground speed,
fuel consumption, and time enroute.
Communication and navigation radios, transponders,
GPS and LORAN receivers are not required to fly
a powered parachute in Class G airspace. You must
have the required equipment on board to operate in
Class B, C, D or E airspace.
Equipment requirements can be found in the regula -
tions. Powered parachutes must meet these require -
ments. Even though many powered parachutes have
strobe lighting to aid in the visual sighting of the
aircraft, additional positional lighting is required for
night operations. See Chapter 12 for more informa -
tion.
Electrical System
Powered parachutes are typically equipped with a 12
volt direct-current electrical system. A basic powered
parachute electrical system consists of a magneto,
alternator or generator, battery, master/battery switch,
voltage regulator, and associated electrical wiring.
Electrical energy stored in a battery provides a source
of electrical power for starting the engine and a lim -
ited supply of electrical power for use in the event the
alternator or generator fails.
The electrical system is turned on or off with a mas-
ter switch. Turning the master switch to the ON po -
sition provides electrical energy to all the electrical
equipment circuits with the exception of the ignition
system. Equipment that commonly uses the electrical
system for its source of energy includes:
• Position lights.
• Anticollision lights.
• Instrument lights.
• Radio equipment.
• Electronic instrumentation.
• Electric fuel pump.
• Starting motor.
Fuses or circuit breakers are used in the electrical sys-
tem to protect the circuits and equipment from electri-
cal overload. Spare fuses of the proper amperage limit
should be carried in the powered parachute to replace
defective or blown fuses. Circuit breakers have the
same function as a fuse but can be manually reset,
rather than replaced, if an overload condition occurs
in the electrical system. Placards at the fuse or circuit
breaker panel identify the circuit by name and show
the amperage limit.
An ammeter is used to monitor the performance of
the electrical system. The ammeter shows if the al -
ternator/generator is producing an adequate supply of
electrical power. It also indicates whether or not the
battery is receiving an electrical charge.
Figure 3-7. Typical engine information system.
A voltage meter also provides electrical information
as to the battery voltage, an additional status of your
electrical system.
A voltage regulator changes the variable output of the
magneto or generator to the 12-volt DC level for the
battery and the electric system. The voltage output is
typically higher than the battery voltage. For example,
a 12-volt battery would be fed from the magneto/gen-
erator/alternator system through the voltage regulator
which produces approximately 13 to 14 volts. This
higher voltage keeps the battery charged.
The Steering Bars
The steering bars are located just aft of the nosewheel
and mounted on each side of the aircraft; they move
forward and aft when the pilot applies foot pres -
sure. [Figure 3-8] The steering lines from the trailing
edge of the wing are attached to the outer ends of the
steering bars. (Some manufacturers have developed
a steering pedal system on their airframes, although
the steering lines function in the same manner.) The
main steering lines divide into various smaller lines,
which attach to multiple points on the trialing edge of
the wing. Pushing on either one of the steering bars
causes the steering lines to pull down the correspond-
ing surface of the trailing edge on the wing, creat -
ing drag. This in turn slows that side of the wing and
banks the PPC into a turn.
Pushing both steering bars simultaneously causes
the steering lines to pull down equally on the trailing
edge, which causes two things to happen: it decreases
the powered parachute’s forward speed by increas -
ing the drag and it changes the shape of the wing,
Figure 3-8. Steering bars are located just aft of the
nosewheel and mounted on each side of the aircraft.
increasing angle of attack which increases lift. This
procedure, called “flaring” or “braking the wing” al -
lows the pilot to touch down at a slower rate of speed
and descent, thus creating a smoother landing, which
results in less wear and tear on the aircraft as a whole.
[Figure 3-9]
Figure 3-9. Steering lines are divided into two sections; a
single heavy line is attached to the steering bars.
Wings and Components
The powered parachute wing is unique, as compared
to a fabric wing on an airplane, in that when it is not
inflated it loses its ability to produce lift. When a
powered parachute wing is inflated or pressurized, it
becomes semi-rigid and is capable of producing lift
and supporting a load. Rather than being bolted to the
fuselage like an airplane, the parachute wing is at -
tached to the cart by lines and cables which are known
as risers.
The wings are manufactured by attaching an upper
and lower section of skin to ribs. [Figure 3-10] The
ribs of the wing determine the airfoil shape. [Fig -
ure 3-11] The shape of a powered parachute wing
will change slightly when faced with different gross
weights, air pressures, and environmental conditions
such as moisture, air temperature and wind.
Different wing manufacturers use different fabric
treatments to render the fabric airtight, so the air that
enters the wing cannot escape through the fabric sur-
face. The top surface of the wing is generally treated
to help protect it from ultraviolet light and the ele -
ments. Keeping the powered parachute wing out of
direct sunlight will increase its useful life.
If the fabric degrades and air is allowed to escape
through pores of the cloth, the overall flight perfor -
mance of the wing is greatly reduced. If your pow -