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For Paramotor Pilots | Safety | Why Use A Certified Instructor?

Training Exemption

April 20, 2008

The proceedings were begun in February, 2008. Then in April, after being told that the wheeled exemption would not be granted, our request was amended to limit its scope to craft where the pilot and passenger must support at least their own weight on foot for takeoff and landing. The exemption would be structured more like USHPA's where tandem instructors first gain required experience taking up rated pilots before flying students.

Tandem instructors will immediately be those who were USPPA/USUA tandem instructors as of Jan 31, 2008. Any USPPA/USUA instructor who was also certified by another org as a tandem pilot and meets the minimum experience requirements of USPPA will be offered tandem instructor status.

The initial cadre of Tandem administrators would be chosen from those who have logged experience as instructors and tandem pilots, who also have experience evaluating other pilots, namely by administering ratings. They must have recommendations by two of their USPPA instructor peers, agree to the Tandem Instructors Commitment and be approved by the USPPA training committee.

Providing this exemption goes through, it will be incumbent on the tandem instructors to insure that rules are followed. Otherwise, continuance of the exemption would be in doubt. Our goal is to remove this program from the exemption process and make it part of a rule.

We will work with other organizations in an effort to make sure standards are the same from one to another.

We'll keep you posted here.

Training Program Changes (Download PDF)

Nov 28, 2006

The intent is to allow instructors who are primarily testing pilots for a rating to be able to complete it within a weekend (2-day) clinic. Also the online tests have been modified to streamline and improve their accuracy. Contact your nearest USPPA Instructor to obtain a rating.

The syllabus, available to USPPA/USUA instructors, has also been updated. 

The Danger Zone

Oct 21, 2006

Low is dangerous. Below 200 feet above ground level (AGL) is the danger zone. It commands enormous attention and is best avoided to minimize risk.

A recent wire accident highlights the significant risk from flying in the "danger zone." A highly experienced pilot, flying in his familiar area, was cruising beside a road at about 75 feet. After being distracted, he clipped high tension wires that run within a mile of the field. Fortunately both occupants of the two-place craft escaped without injury but a power company manager (and paramotor pilot) who happened to be on-scene explained that only a very strange set of circumstances prevented them from being electrocuted.

Other fatalities have resulted from low maneuvering, including wire strikes. The significant lesson from this near-tragedy is that the risk is present even in a familiar area and to experienced pilots.

Remember that power lines push with between 4000 volts and 400,000 volts. At those levels, paraglider lines can easily be conductive and a pilot who climbs down with the wires still live, may well be electrocuted. See USPPA's Top 10 Tips on PPG Safety.

See & Avoid

Oct 14, 2006

We're all told to "clear our turns" but how? Most of the battle is simply the discipline to clear the turn every time. It's easy to go into a shallow turn without looking and rarely is there ever a problem. But when even one other pilot is around, it can obviously be critical. 

When planning a turn, follow these steps: "Look, shallow, up, down, turn." That means turn your head to look in the direction of turn, then start a shallow bank in that direction to alert others of your impending turn, then look up and down in the direction of turn and finally start the turn. The up and down look is to catch a pilot that you may be turning towards who is above or below you and slightly behind. That is what appears to have happened in New Mexico. 

The key is to make it a habit. If you catch yourself starting a turn without doing those actions, level out, do the actions, and turn. It is a habit that may save your life. The steps can be done in two seconds—lets help remind ourselves and our fellow pilots to be more vigilant next time if we notice turns executed without taking this precaution.

Also, keep up a periodic scan when flying with others and avoid flying side by side on cross country-type flights. It's too easy to lose track of another pilot and drift into each other. Fly staggered so that each pilot is always in another's periphery. Scan up and down, too. One near-collision occurred when a pilot below climbed into a pilot above. The top pilot was fortunately able to climb out of it since the closure rate was slow.

We have a lot of gatherings and even small ones carry enormous risk. The New Mexico tragedy had only 9 pilots in the air at the time. While the odds may be relatively low, the consequences are enormous.

Other practices include 1) avoid "sneaking up" on a pilot, 2) avoid close formation flying, especially with less experienced pilots, and never touch wingtips, 3) when flying formation always have an out that you can execute immediately, 4) photography is risky due to the distraction factor, be especially vigilant, 5) establish and use a takeoff/landing pattern at new flying sites.

Fly staggered, where one pilot can always see the other. And before turning:

• Look first (clearly turn head) in the direction of turn.

• Shallow bank to start so others see that you're turning before the flight path actually changes much..

• Look up and down in the direction of turn.

• Turn with the desired brake pressure..

Ratings Program Change

Aug 28, 2006

After reviewing instructor comments and observations, we have made a change to the PPG2 rating requirement that makes it more realistic. The spot landing requirements have been modified and changed to allow a slightly larger area that better reflects the skills necessary for safe flying. Of course it's always good to strive for more skill and better accuracy but a pilot who can consistently land within 40 feet of his target has a sufficient grasp of the craft to warrant the PPG2, our basic pilot rating. Relative to speed, this is still stricter than what's required of an FAA private pilot (the equivalent of a PPG2 in their certified world). 

The full ratings document, now maintained as a PDF, is available on the Ratings page or click here.

Paramotor 
Pilot 
Ratings

Advisory Circular AC 103-7

Aug 22, 2006

This is in response to a number of questions that have come in regarding how a PPG can be used for advertisement and other uses. The gist is that it cannot. You can have lettering on your wing but cannot fly for the purpose of advertising any business. If someone buys you a wing and you're just flying it, that's fine as long as they're not telling you where or when or how much you must fly it.

USPPA/USUA Tandem Program is Operational

July 17, 2006

Major tenets are:

1. It recognizes the huge difference between foot launched tandem and wheel launched tandem.

2. Experienced PPG pilots take several flights with the Tandem Instructor from the pilots position until they are comfortable flying the craft. They get certified as Tandem Trainees then gain experience flying with other certified PPG pilots (PPG 2 or higher).

3. Once the Tandem Trainee has accumulated 24 tandem flights, he works with a Tandem Administrator to become a Tandem Instructor.

4. An initial group of USPPA instructors who are also experienced training with Tandems will be our starting Tandem Administrators. Once they are processed, a list of who can provide the tandem ratings will be provided.

Like our new instructor program, the intent is to both train and evaluate. For more information, please visit our Tandem Ratings page under Ratings.

This is clearly a powered paraglider that falls under the auspices of our program. We must be careful when adding wheels that it does not fall under the FAR Sport Pilot rules.

PPC Fatality reported as PPG

July 12, 2006

There was a tragedy recently In Newcastle, Wyoming involving an Infinity Powered Parachute under an ASAP elliptical wing. Our condolences go out to the family.

It was originally reported as a powered paraglider although the distinction must be minimized since the facts of the accident are very relevant to us all. 

After talking with the County Coroner, it appears that a minimally trained pilot was flying in unusually strong conditions early in the morning. The wreckage was found downwind of a large terrain feature that rose more than 300 feet AGL. Damage to the unit was consistent with a nose-low hard impact on the right side and immediate rollover to the right. Ground scarring was minimal beyond the initial impact.

The ASAP Thunderbolt wing was an elliptical type which is generally similar to a PPG wing and therefore more responsive with more active control required in turbulence.

The pilot's typical flight involved flying low to inspect his land and so it seems probable that he encountered strong rotor in the lee of the hill and got into an oscillation that worsened until ground impact or simply lost control. Damage to the propeller suggested a high power setting.

The fact that this is a powered parachute is of little consequence -- a powered paraglider would have been just as susceptible. The pilot was flying in the morning and thought that would relieve him of the need to be an expert wing handler. Rotor doesn't care what time it is -- if there is wind and obstructions, there is rotor in the lee. It is a great reminder of natures power and how much respect that power deserves.

The USPPA got involved when a "powered paraglider" accident was reported to us. After determining it was a powered parachute, it was referred to Roy Beisswinger (www.NAPPF.org), who is a powered parachute expert.

It will not go in our incident database but we can certainly learn from it.

The Riskiest Part of PPG?

June 17, 2006

It says something about the safety of our flying...unfortunately, before the flying is the starting. A look at incident reports and other accounts paints a clear picture: 

The greatest risk for serious injury is 
an encounter with the  propeller!

The hardest part of avoiding this risk is complacency - we start this thing constantly and every time it pops and idles. No problem. Or maybe it doesn't start and we begin trouble shooting - trying the throttle in different positions, using different holds on the frame, etc. but getting more complacent with each failed attempt.

Force yourself to check the throttle linkage before pulling it - verify that the carburetor goes to idle after releasing the throttle. 

Force yourself to make sure the throttle is in a position where a thrusting motor won't push it more.

Force yourself to hold the frame in ready position to accept full power if it happens. Better yet, start it on your back with someone's help. If the option exists, use it. This is where a fully charged electric starter is a benefit - start it on your back!

We want our members (and everyone else, for that matter) to keep their throttle fingers, heads and other extremities available for future fly-ins!

Did You Use a Syllabus?

Aug 20, 2006

Every USPPA Instructor is provided with and encouraged to use the USPPA syllabus or an equivalent. airspace? Site Selection? Did you learn about emergencies? More importantly, did you rehearse reaction to those emergencies? Airlines, even with their highly experienced crews, have found that only rehearsal ensures that procedures will be done correctly. Rehearsing various maladies has proven critical. 

The syllabus covers these and many other topics. If you didn't get this training, you should!

Both the instructor and student initial each item as it's completed. Schools should either use this syllabus or their own version that requires initials and includes at least the same material. 

Last Chance

Dec 15, 2004

After the cart flipped over and got some lines caught the pilot, Andi Siebenhofer, thought the glider would likely start an uncontrollable spiral and tossed his reserve.
The landing under reserve was cushioned further by going through the edge of trees and the craft wound up on it's wheels, essentially un-damaged and with the motor still running (he shut it off immediately thereafter). The trees can also make such landings far worse if they collapse the chute causing the pilot to drop more quickly through them.

This demonstrates both the risk of aerobatics and the value of a reserve. Understand that while the vast majority of reserve deployments succeed in saving their user, not all function properly and so they should be viewed as a last chance in scenarios where the alternative is far worse.

Also, proper installation and training are critical for successful use. 
The still series is excerpted from an upcoming book. The original video, used by permission of Fresh Breeze, can be found at www.SouthernSkies.net.

Wishing You Were...

Jan 07, 2005

It is rightfully well worn, the adage "It is better to be on the ground wishing to be in the air, than in the air wishing to be on the ground." This picture (below), by Jerry Starbuck of Blue Ridge Paragliding, illustrates the point grandly.

Jerry happens to be quite adept with Photoshop, too.

SIV Clinics: Good or Bad?

Aug 20, 2006

These are also called maneuvers or safety clinics and they intend to let a pilot experience wing malfunctions and other unusual situations under reasonably safe, controlled conditions. They hope to improve your ability to handle such situations in "the wild."

The USPPA does NOT sanction, certify or endorse these clinics in any way. Most instructors do recognize their value if run professionally by experienced pilots who take appropriate precautions. You must seek out your own source to know whether a particular instructor is suited for any offered clinic.

Also, attendees should understand that serious injury is possible at the clinic but far more likely afterwards if the pilot go out thinking they can do maneuvers, on their own, over the ground (especially low). Before attending a clinic check with your instructor about your experience and appropriateness of what you are considering.

It can be a valuable, fun resource if done properly.