Frequently Asked Questions

This list of questions and answers has been contributed by Jim Smyth of Just Plane Fun Inc.  Thanks Jim!

Q: What is a Powered Parachute?
A: A Powered Parachute is a self-powered flying parachute with a cart suspended from it, recognized by Transport Canada Aviation (TCA) and classed as an "Ultralight" aircraft. The Powered Parachute referred to as a PPC is relatively new to Canada and considered to be the worlds easiest powered aircraft to fly and train on; more importantly, it is a very safe way to enjoy the freedom of flight.

Q: Do I need a Pilot's License?
A: Yes, (minimum requirements) You must pass a Ground school course (provided by a PPC Flight Training Centre such as ours, aprox 10 to 12 hrs), complete a minimum of 5hrs of air-time 2 of those must be solo (20 takeoffs and landings), and pass a written exam based on Ultralight Rules and Regulations for TCA.

Q: How long does it take to complete the ground school course?
A: Individuals with no prior flight skills generally require about 10 to 12 hours of ground school instruction completed within a 2 days period. Note: additional home study is required. Length of the groundschool may vary between instructors.  Transport Canada specifies certain standards and approves material to be taught, but not the time required.  10-12 hrs is felt by many to be adequate to learn the material in their groundschools.

Q: What medical requirements are necessary?
A: A category 4 medical (NO doctor necessary medical form filled out).

Q: Why is the Powered Parachute so much easier to fly than an airplane?
A: It is basically and inherently stable in flight and has only 2 flight controls to master: Left/Right steering operated by your feet; and a throttle which controls climb, descent or level flight - operated by one hand.

Q: What makes the Powered Parachute so stable in flight?
A: The pendulum effect of suspending the pilot cart below the airfoil provides self-compensating stability. This requires no direct input from the pilot. This inherent stability makes it extremely difficult to stall, spin, loop or roll the aircraft, under normal flying conditions.

Q: What is the wing (airfoil) made of?
A: The wing is a Ram-Air parachute that is made of ultraviolet resistant ripstop nylon. This design was originally developed for skydiving and was designed and constructed to withstand the high shock loads occurring on openings from freefall speeds of 170 to 200 feet per second. Thereby, it is "over-engineered" for its role as a Powered Parachute; and with proper care should last ten to twenty years.

Q: How do you get the Parachute Canopy inflated, on the ground?
A: Initially, the canopy is laid out on the ground inverted directly behind the aircraft. At the start of the takeoff roll, the forward motion of the aircraft forces air into the openings at the leading edge of the canopy. This pressurizes the cells and the canopy assumes its airfoil shape, which is necessary for flight. At this stage, the airfoil provides lift and carries the aircraft into the air.
The preparation and takeoff can be accomplished by yourself, without assistance - a one-person operation, from takeoff to landing.

Q: How fast does It Fly?
A: Using a standard rectangular wing the Powered Parachute flies at a constant 28 mph (45 kph) through the air (give or take a couple). The ground speed is determined by the speed of the winds relative to the flight direction. Newer shaped and elliptical wing styles allow PPCs to fly faster, in the 30+ mph (50+ kph) range.

Q: What altitude is the Powered Parachute capable of climbing to?
A: Most Powered Parachute flights are conducted at 500 to 2,000' above ground level (AGL). Aviation regulations require a minimum clearance of 1,000' (above the highest obstacle) over built-up areas. Flights over 10,000' above sea level (ASL) have been made by experienced pilots with this type of aircraft.

Q: How does the wind affect a Powered Parachute's flight?
A: Experienced Powered Parachute pilots are able to fly safely in winds that do not exceed 24kph (15mph). At these speeds, even though the wind speed is acceptable, gusting winds, may cause the aircraft to exhibit some rocking motions as the airfoil attempts to adjust to the varying wind speeds. As long as the gusts do not exceed the maximum, this is not a problem for this type aircraft. The pilot need not make corrections for the rocking motion, as the pendulum effect is self-correcting. Needless to say, the aircraft should never be flown in high winds, turbulence or other adverse weather conditions. To coin an old flying phrase…there are old pilots and there are bold pilots; but there are no old, bold pilots!

Q: What happens if the engine fails?
A: In the unlikely event of an engine failure, the only flight characteristic change will simply be that you can no longer maintain level flight, due to the loss of engine thrust. However, the aircraft will continue to fly in a forward glide at its usual airspeed of approximately 28 mph (45 kph). The descent rate, in the glide, should be approximately 10 feet per second giving a 4 to 1 ratio (4' forward for every 1' of descent). This, by way of comparison, is significantly slower than the descent rate of a parachutist. Directional steering is controlled via the canopy, hence, the pilot steers the aircraft the same way, with or without engine power. The excellent glide ratio, along with the maintenance of control, provides the Powered Parachute pilot a greater range of suitable landing sites.

Q: How long can I fly on one tank of fuel?
A: Actual flight times will vary based on aircraft and conditions; however, on average the engine consumes approximately 9-11 litres per hour (2 to 2 1/2 gallons). For example, a 45 litre (10 gallon) fuel tank usually allows 3 to 4 hours of flight.  This will allow a generous reserve of fuel.

Q: How do I transport and store my Powered Parachute?
A: The aircraft is easily transported on almost any trailer, such as a snowmobile, flatbed, or even in the bed of a pickup truck. If you have an enclosed trailer, that would be ideal. If not, a single car garage will easily accommodate your aircraft; and, depending on the garage, may even leave enough room for a small car

Q: How much room do I need to take-off safely?
A: Take-off distances can vary from 50 to 500 feet, Landings even less, however, an area of 1200x1200 unobstructed is recommended, this allows takeoff and landing directly into the wind and incorporates a margin of safety.

Q: Can a Powered Parachute stall like a conventional aircraft? Are stalls possible in any make of PPC?
A: Yes, any wing is capable of stalling regardless of type, Yet under normal weather and flying conditions, with the proper knowledge and skill, a stall is virtually impossible in a Powered Parachute. A conventional aircraft's wings must have sufficient forward velocity to maintain lift; hence, to fly. This dynamic is controlled through both attitude (angle of attack of the wings) and throttle (engine power); both controlled by the pilot. Get either of these out of sync, and the aircraft wing will stall - generally, this causes the aircraft to spin towards the earth. Takes all the fun out of it! Unlike an airplane, the Powered Parachute is basically a constant speed vehicle with an average airspeed of approximately 28 mph (45 kph). Consequently, under normal flying conditions and with the proper training it is virtually impossible to slow the airspeed sufficiently to cause the Powered Parachute's airfoil to stall.

Q: What Weather conditions are PPCs capable of flying in Safely?
A: Our advice to all PPC pilots is to never knowingly take off when conditions are beyond winds of 24kph (15 mph), and/or inconsistent wind speed and direction. Heavy gusting winds are simply not acceptable and are outside safe PPC flying parameters! No exceptions should be made to this rule. Be assured that violent weather conditions may induce a stalled wing - stalled wings do not fly - regardless of the type of aircraft.

Information on the Development of the Worlds first Powered Parachute, The ParaPlane



The development of the first mass-produced powered parachute took approximately three years. As a aeronautical Engineer by the name of Steve Snyder (god bless), was implementing and perfecting the use of square ram-air parachutes, which had properties of a lifting wing. He therefore assumed that if the person or payload suspended under the chute had some thrust added, the distance traveled could be extended. With more power, it could fly level or even climb. He then decided to pursue this idea with the objective of creating a safe and simple aircraft that even amateurs could fly easily.

With the help of Adrian Vandenberg, who had expertise in metalworking and machining, he completed the first basic frame design in March of 1981. Daniel Thompson, a small engine expert, was brought on to the project three months later to produce a powerplant. He fitted the aircraft with two small Chrysler engines and the P-1 (prototype 1) was born.

On the first day of test flying, attempts were made to get the aircraft off the ground. Steve, at 150 lbs., tried easing the power to full throttle at take-off, and managed to fly the craft to a height of 40 to 50 feet. He had a difficult time with control of the craft because of the torque produced by both engines spinning their propellers in the same direction. The total flight time was 30 - 35 seconds at a speed of 20 to 25 mph.

The P-1 flew more than 10 times, once by a woman weighing 110 lbs., which allowed for better performance of the test flights. Many revisions were made during those test flights, including the addition of a vertical stabilizer, flaps, ailerons, and optimizing the parachute trim.

Ram air parachutes of the day had a flat profile and offered limited control. More anhedral (downward curve) and ribs were added to the chute ultimately giving the craft more stability and pressurization on the P-1's parachute thus solving the control issue.

While the parachute control solutions were being worked out, Dan came up with an improved airframe design, and with Steve's idea of folding landing gear for portability, the P-2 was completed in January of 1983. The problem of torque was also solved by having the propellers counter-rotating, thus canceling out each other's torque effect.

Three months later the P-3 made it's debut at the Sun & Fun Airshow in Florida. Response was overwhelming, and the ParaPlane Corporation was formed to produce the Worlds first portable, safe, and easy to operate aircraft the P-3 had proven itself.

Copyright 04/22/01 JPFi