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NAPPF UPDATE

October 2004     Let’s Build A Bridge!!
April 2004            Flying Legally
March 2004         Safety Seminars
February 2004    NAPPF Today
January 2004     So you want to have a PPC fly-in!
January 2004      NAPPF after Sport Pilot
December 2003  The PPC Pilots’ Organization
November 2003  Déjà Vu, All Over Again
October 2003      Women and Powered Parachutes
September 2003 Come Fly with Me 
August 2003        Guard the Mag Switches
July 2003              Meteorology for Powered Parachutes
June 2003            The Wind – Is it “friend” or “foe?”
May 2003              Learning from others, don’t let history repeat itself!
April 2003             Update
August 2002        Security
July 2002              Involvement in the Industry
June 2002            National Elections
MAY 2002             Arriving To A Consensus Standard
April 2002             Sport Pilot & NAPPF Admin
March 2002          Sport Pilot
February 2002     It’s Not Too Late
January 2002       Housekeeping
December 2001   Elections
November 2001   2001 World Powered Parachute Championship
October 2001       Wake Up Call
September 2001 What to Do?
July 2001              Open for Business
June 2001             Board Meeting


October 2004    Ralph McClurg

NAPPF Update
Let’s Build A Bridge!!

Why would we talk about bridge building?  We are pilots and flying enthusiasts!!  We don’t even need a bridge!!

Oh, yes we do.  We need a bridge very badly, and if we start right now with the right tools and the right attitude, we can build it rapidly.  The bridge that I am talking about is intended to connect the GA community with the UL community.  That is, the General Aviation people with the Ultralight people.

Some will say, there is not a gap between the two, so why do we need a bridge.  If that is a true statement where you are, great, and you are lucky in that you do not need a bridge.  The truth is, though, that in almost every location there is a gap between the two communities.  There is a training gap, a size-of-toy gap, a credentials gap, a privileges gap, a services available gap, an image gap, and a communications gap.  Very few of us can say that we are not aware of someone in the GA community looking down on someone in the UL community, or someone in the UL community ridiculing the GA guys for their continued schooling, and expensive options.  It happens, it has happened for a long time, and it will continue to happen until we build that bridge.  And speaking of bridges, the new Sport Pilot program is an excellent way to get the construction started.  You might say that the new rule puts the bridge abutments in place and it is up to us to construct the span overhead.  We occupy the same air, albeit at different altitudes and different speeds.  We have so much in common and yet we are so different!!

I have been on both sides.  I have flown certified aircraft since 1966, and Ultralights since 1996.  I love both.  I enjoy the convenience of a 3 hour flight in lieu of a 13 hour drive.  I love the simplicity and thrill of flying just above the trees in the evening and watching the wildlife begin their nocturnal food search from my open-air machine.  I seldom leave the earth in either of the 2 types of flying machines that I do not say something like this, “Boy, this earth God gave us is beautiful from up here, and I’m glad I have the chance to see it this way!!”

I have friends on both sides of the gap.  One that comes to mind very sternly said, “I could never fly anything that is not certified!”.  He seems to have missed out on the fact that certification is a one-time event and on every flight the pilot “self certifies” that the aircraft is airworthy.  A friend on the other side has repeatedly said, “they just don’t know what real flying is.  All they are is a bunch of systems programmers who become organic ballast in a computerized powered airfoil!  They cannot possible know the real enjoyment of flying with the wind in your face and the entire earth open for your casual and leisurely inspection.”  Those may be the two extremes, but you must agree that they each represent a view that is not likely to allow the two owners of them to share a professional visit easily.

Certified pilots read FAR 103 as far as the part that says that a “vehicle need not have any airworthiness certification, registration or markings” and those flying them need not meet any “aeronautical knowledge, age, or experience requirements”.  After that, they have to do some gagging, some real serious hee haw style laughing, or they have to do a reality check and look it up to make sure this is a real regulation from the Federal Government.

Ultralight pilots wonder how you could spend months and years and thousands to learn to fly, when just a few evenings and a few hundred dollarscan get you in the air low and slow.  FAR Part 61 and 91 just don’t apply.  Your rules are on a single page, printed on both sides, and they are simple enough to allow you to have fun.

If you have read this far, you probably are now seeing the gap that needs bridged.  Although many of the present ultralight people will shun any more regulation and simply stay in ultralights, many thousands of these ultralight pilots will soon be joining the certified ranks, and their machines will be certified, too.  They will be flying in and out of our airports even though they may still go home to roost in a barn on some farm.  Some of the folks who used to have serious doubts about ultralight vehicles will now see them as certified and therefore open to consideration.  What both groups need is a bridge to help them reach out to each other.  Once they make contact, the sharing will begin and the understanding will increase and the communication will happen and both sides will be drawn toward the other.  Whether we meet totally in the middle or not remains to be seen.  What will happen is less snobbery on both sides and increased learning on both sides and less of a gap between the two sides.

If you now see the gap and the need to bridge it, you may be asking how to build the bridge.  After all, we are flyers-- not builders.  The first requirement to be met in order for the bridge to be built is to recognize the need for it and decide that you want to be part of the building crew.  Now, take the first step—read something about the “other side”.  Get a magazine that tells about the other side and read it (privately if you must).  If you are strictly GA, look for a magazine that contains something about ultralights—there will probably be some in the Pilot’s lounge, or you may have to go to a news stand.  Look at the web sites of some of the authors and find out what makes them tick.  If you are an ultralighter, try Plane and Pilot or Flying magazine.  Read it, even if you don’t let your friends see you doing it.  Now call on some reserve courage and contact someone on the “other side” just to establish contact and get some visiting done.  Ask him/her to come out to the flight line and look at your unit.  Offer to take him/her flying some calm evening so you both can experience the thrill together.  Go ahead, discuss costs, speeds, altitudes, number of flight hours, greatest thrills, etc.  Look for the opportunity to reciprocate.  Tell your new friend to tell others about what they learned and saw.  Invite them all to your next club meeting or pilot’s group.  Share photos and stories.  After all, we all do have one very big thing in common—we do not want to be bound tightly to this earth.  We want the freedom to explore the skies.  To break the bonds that chain so many millions to the ground!  Yes, we have a lot in common.  Let’s make the most of that one thing and get to know each other.  Let’s share the skies with fun and safety and professionalism.  Invite speakers from the “other side” to your pilot meetings and learn together.  Let’s build a bridge!!


April 2004     Ralph McClurg
Printed in April  UltraFlight Magazine

NAPPF UPDATE
Flying Legally

As we visit with people around the country about powered parachutes, it soon becomes obvious that there are a lot of units flying illegally – some intentionally and some without knowing the requirements.  Many folks who fly regularly and try to follow the rules just don’t understand the things needed to make flying a 2-seat powered parachute legal.

Before we go into the legal requirements for a 2-seat unit though, let’s make sure we know the requirements for a legal single-seat unit:  5 gallons of fuel or less, a single seat, and empty weight less than 254 pounds.  The maximum speed and stall speed of an ultralight vehicle are irrelevant for a powered parachute.  Note that many single-seat vehicles do not meet the 5 gallon rule, and many have had options added that make their empty weight exceed the limit.

To be legally flown, a 2-seat powered parachute must be:

1.      Registered with an authorized exempting agency (ASC, EAA, USUA).  The registration number assigned must be displayed on the vehicle in characters at least 1 ½” tall.  The registration certificate must be in the vehicle or readily accessible*. 

2.   Inspected for condition by the owner or a BFI within the previous 100 hours or 12 months, whichever comes first.  The report of this inspection must be  available at the hangar or base of operations – it need not be in the vehicle.

3.      The unit must be flown by someone authorized by an exempting agency.  This may be a BFI, UFI, AFI, UFIE flying alone under one of the exemption conditions (to/from a training site to meet a student, maintenance checkout for new vehicle or other maintenance, proficiency of the pilot, currency of the pilot). or

4.      The unit must be flown by a student under the direct supervision of a BFI, AFI, UFI, UFIE) for training purposes,  or

5.      The unit may be flown by a student under a written endorsement from a BFI, AFI, UFI, UFIE.  The endorsement must specifically state the weather conditions under which flights may be made and the location and distance limits of the flight, and it should specifically prohibit carrying anyone else except an instructor.  The endorsement should also state what the student is to do if questions arise about the flight, and an endorsement shall not be valid for more than 90 days from issuance, unless renewed by an authorized instructor.   Instructors should not endorse students they are not familiar with and with whom they have not flown (or at least watched fly).

6.      A copy of an instructor’s exemption is required to be in the vehicle or readily accessible* for all flights.    All conditions of the exemption must be followed during the flight (no more than 2 seats, no more than 10 gallons of fuel, no more than 496 pounds, display TO BE USED FOR INSTRUCTIONAL PURPOSES ONLY,  etc)

Summary of requirements:

These documents must be readily accessible:  vehicle registration certificate, a copy of instructor’s exemption, and if a solo student in training with no instructor present, a written endorsement from an instructor.  The vehicle must have the registration identification assigned displayed on it.  The flight must have a training purpose, and solo flights by instructors must meet one of the 4 criteria listed above. The vehicle condition inspection report must be current but it can be located at the vehicle base of operations and does not have to be with the vehicle.

*Readily accessible means that the document is with the vehicle or can be produced within a few minutes without driving (in the owner’s automobile or the airport office).  I recommend keeping a copy of all of the needed documents in the vehicle somewhere.  An inspector is more likely to be favorably impressed if you know what documents are needed and produce them readily upon request.

“Any incident, accident, or mechanical malfunction of the airframe, drive train, or engine that involves training” must be reported to the exempting agency.  Note that this is a BFI requirement to report the accidents of all students.  The student is not required to report it – the BFI is.  Everyone flying should be a student or a BFI, so all accidents should be reported.

Here is an excerpt from FAA Advisory Circular 103-7:   “If your ultralight does not meet Sec. 103.1 (less than 254 pounds or 5 gallon capacity single-seat, 496 pounds or 10 gallons capacity for a 2-seat trainer), it must be operated in accordance with applicable aircraft regulations. You will be subject to enforcement action ($1000 civil penalty for each violation) for each operation of that aircraft.”

Let’s know and follow the rules, and let’s tell those who are not flying legally that they are a threat to the freedoms that we have under these rules and we want them to get legal.


March 2004     Jim Sweeney
Printed in March  UltraFlight Magazine
 

NAPPF UPDATE

Safety Seminars

 As this issue of UPDATE hits the street, it should be mid February, but it’s not too late.  The arrival of winter has slowed the flying up north, but it’s still not too late. Even if winter is mild where you are, it’s not too late. You still have time to attend an Ultralight Safety Seminar.

The seminars have been offered for a number of years and even broadcast live via the internet. Not every state offers a Safety Seminar, but where they are offered, they are of great value.  Topics vary from year to year and the content may prevent an accident. Topics such as weather, preflight, annual inspections, regulations, airspace, aerodynamics, safe operating procedures, engines, canopies, navigation, GPS operation and radio procedure are some of the topics that have been presented in the past.  This year new topics may be added or the basics may be refreshed.  In any case, the content is sure to be of value.

The objective of the seminars is to get pilots thinking about safety and topics that may not have been reviewed during the past year. Even if you are current on the topics, it’s an opportunity to hear the subject from a different perspective and possibly in more detail.  It’s an opportunity to ask questions of knowledgeable speakers and get good solid answers. It’s an opportunity to discuss ideas eye to eye, a change from the chat room.

Below is a list of Safety Seminar dates and locations.  These are some of the best known and longest running Ultralight Safety Seminars. The list does not contain every seminar, but it is a starting point. If a seminar is not scheduled in your area, ask around, check with your local club, instructor, dealer or FSDO.  There may be a Safety Seminar or WINGS Program* in your local area.

What to do if there is not a seminar or program close to you?  How about organizing a program? It doesn’t have to be as large as the seminars listed.  It may just be the club or a group of fellow pilots.  It may be only one or two topics presented by a local instructor.  It will be an opportunity for fellow pilots to ask questions, discuss topics of interest and think safety. Airspace, NOTAMs and Temporary Flight Restrictions are always topics of interest.

Sponsor a meeting – they will come.  If you know a place to hold the meeting, the presentation material and speakers are available. The speakers may be a local instructor, a representative from the industry (dealer, manufacturer or distributor) or from one of the organizations (ASC, EAA, USUA or FAA).  The presentation material can be from training manuals, material from one of the organizations or information from the internet.  Someone in your group may volunteer to speak on a topic. 

If the flying has slowed in your area you can still think flying and about safety. If the flying is going strong even though it’s winter, all the more reason to think safety.  Attend or hold a Safety Seminar.  Your safety could depend on it.

* For information on the FAA WINGS Program go to www.cyberair.com/tower/faa/wingprog/index.html

Listing of Safety Seminars go to Safety Seminars


February 2004      Jim Sweeney
Printed in February  UltraFlight Magazine
 

NAPPF Update

NAPPF Today

Last month the topic of the NAPPF Update was the future of NAPPF after Sport Pilot. All ultralight organizations are pondering their future and how best to serve their membership as the new regulation draws closer. This month the topic is a little more basic and at hand. What is NAPPF today?

NAPPF is an independent ultralight organization with the goals of safety, education, training & representation. NAPPF has a focus on PPC pilots and the PPC industry.

NAPPF does not have a Training Exemption and recommends that NAPPF members utilize one of the existing Training Exemptions. We do not expect that the FAA will issue any new Training Exemptions with Sport Pilot expected within the next year. The existing Training Exemptions are expected to be phased out during the Sport Pilot transition period.

NAPPF has hosted a number of safety & training seminars at air shows and at local Fly Ins.

The NAPPF Seminars Series in 2004 will be expanded to include more locations. Topics will focus on Safety & Training but will also be expanded to include Sport Pilot transition issues.

NAPPF has represented the PPC community on ASTM committees and at FAA Sport Pilot meetings. The requirements for the safe operation of powered parachutes are different than other ultralights and representing those differences in advisory committees has been the NAPPF goal and will continue to be.

NAPPF is a regular on the UltraFlight Radio Internet Radio Program, covering a number of topics of value to PPC pilots. Archives of the radio programs can be found at ultraflightradio.com.   Information on NAPPF and topics of interest to the powered parachute pilots can be found on the NAPPF website www.nappf.com. Back issues of the NAPPF Update and other news items are posted on the website.

Elections for NAPPF Regional Directors will be held in the spring. If you are interested in participating on the NAPPF Board, please send an e-mail to info@nappf.com. A list of the current Regional directors can be found on the NAPPF website.

Membership in NAPPF is $35/yr and includes a 12 month subscription to UltraFlight Magazine. If you already subscribe to UltraFlight Magazine, 12 months will be added to your current subscription.

NAPPF is a pilot’s organization representing pilots. Your comments and suggestions make it stronger.

 

January 04     Frederick Scheffel
Printed in April  UltraFlight Magazine
 

NAPPF UPDATE

 So you want to have a PPC fly-in!

Why?  ‘Cause fly-in’s are fun – a lot of fun! 

Your timing is good.  Now is the time of the year to consider the PPC flying season schedule for next year.  Now is the time to decide to have or not have your fly-in.  But a few things really need to be considered…
 

1. Your fly-in Objective…

·        Do you want to make $$$ (Money) – [OK, you are kidding right!  You really are not serious about actually trying to produce an income at your event – right?  Ok, I thought you were just kidding!]

·        You just want to share the skies with a bunch of your friends (and to meet new friends) [Note: This may be the most popular.  And it is definitely the easiest & the fastest to produce!]

·        To help the PPC community by promoting Safety & Educational seminars among the PPC pilots.  [Note: This is of course the most “noble” of objectives – but it will come at a higher cost of time and expenses!]
 

2. Your Cost…
   [Note: When you consider cost – do not forget the cost of your time.  And if your time is taken from normal income producing “time” (i.e., you are not retired) – that is usually the most costly entity of the event!]
   1. Expenses

                                                              i.      Leasing a field

                                                           ii.      “T”-shirts (and don’t forget the designing of the graphics)

                                                         iii.      Insurance

                                                          iv.      Food – are you going to feed the pilots, or are they “on-their-own”?

                                                            v.      Competition items

1.       Awards (trophies or plaques)

2.     Nets, balloons, targets, ‘bombs’, etc.

                                                          vi.      Advertising – getting the “word” out to pilots and the public

                                                       vii.      Speakers

                                                     viii.      Tents

                                                         ix.      Safety fence
 

2. Income

                                                              i.      Pilot Registrations

                                                           ii.      Introductory Flights for the public

                                                         iii.      Manufacturers

                                                          iv.      Organizations – it never hurts to ask for financial help

                                                            v.      Vendor booths

                                                          vi.      Food booths

                                                       vii.      Raffles (Note: These may not legal in some areas)

                                                     viii.      50-50 cash drawings (Note: These may not legal in some areas)

                                                         ix.      Donated cash (by spectators and wealthy pilots)

                                                            x.      Auction donated items
[Note: if some items are donated, how are you going to return the favor to the Donation Sponsors – as “Thanks” - as a bear minimum they deserve advertising at your event] 
 

3. Your Dates – you do not want to interfere with another large PPC event that most of your pilots will want to attend, and therefore put the pilots into a dilemma ‘spin’.
    
4. Your Responsibilities
   1. Safety – by far, and without a doubt – your #1 concern

                                                              i.      For the Pilots – Pilot Briefings should be mandatory!  Daily!

                                                           ii.      For the PPC’s - security

                                                         iii.      And safety for the (mostly naïve) Public!

2. First Aid - Who will be available, and how do you contact them?
3. Lost Pilots
4. Legal

                                                              i.      Are you going to let ‘FAT’ ultralights fly?

                                                           ii.      Are you going to let un-registered two-seat PPC’s fly?

                                                         iii.      Are you going to let non-current BFI’s take humans in the 2^nd seat?

                                                          iv.      Are you going to let ‘low-hour’ or “questionable” BFI’s take the public?

                                                            v.      Forms and Waivers

5. Insurance?

                                                              i.      Are you going to protect the land owners? 

                                                           ii.      The public?

6. Conveniences

                                                              i.      Port-a-potties

                                                           ii.      Water

                                                         iii.      Showers?

                                                          iv.      Do you want to make gasoline available?
 

5. Options
   1. Competitions –  will they be for fun or “bragging-rights”
   2. Group Cross-country flights
   3. Entertainment – Do you want the pilots to have something to do, when they cannot fly?
   4. Inviting the Public – but know, if they see you – they will come (whether you want them, or not)
   5. Intro flights
   6. Food – how are these human pilots going to eat?

                                                              i.      Local restaurants

                                                           ii.      Via your hospitality (bar-b-ques each night, sandwich lunches, muffin breakfast

                                                         iii.      Food vendors

7. Camping – do you have room for tents?  For RV’s?  Are campfires OK?
8. Educational seminars
9. BFI Refresher course

Yep, a Powered Parachute fly-in is indeed – without a doubt – great fun.  They can be a great opportunity for you to help our sport by increasing the knowledge and safety of the PPC pilots via educational seminars.  They increase the camaraderie among your fellow pilots.  And it is just enjoyable to share the skies with other PPC’s.

Just know your event objective before you begin your activities, and keep SAFETY the number ONE priority. 

[Note to fly-in attending pilots: Now that you are more educated as to what is needed to create them – I hope you will be more willing to lend a hand when you get there!]

OK, now you have a choice.  You can go for the whole “nine-yards” and consider the necessary details of each of the above items that are involved in PPC event.  Or just start with small, simple gatherings.  You do not need to be overwhelmed by the work that is needed to have an event.  Sometimes, if you think about it too much – you won’t do it.  And they are great fun!  Just keep it safe!  Just start with a few guys (and gals) that want to get together and fly.  And then, let the event evolve.  That is how the Albuquerque Hot Air balloon festival got started…


January 2004       Jim Sweeney
Printed in January  UltraFlight Magazine

NAPPF Update
NAPPF after Sport Pilot
 

 As this issue of the NAPPF Update hits the streets, Sport Pilot should be very close or already announced.  No doubt, many are asking what will become of the ultralight organizations in light of the new rule. The Training Exemption will be on the way out and pilots will have to decide how they want to fly after the transition period.  Will it be according to the new Sport Pilot / Light Sport Aircraft rules or according to Part 103?

Remember, Part 103 does not go away and may be the choice for many pilots. If you choose Part 103, make sure that you are fully compliant with it.

Back to the future. What will the ultralight organizations do in the future?  The most immediate answer to the question is to help their members make the move to Sport Pilot or help their members become compliant with Part 103.  That is exactly the goal of NAPPF during the transition period.

As the new rule is published, there will be many questions. What if? How does this affect me?  What do I do next? NAPPF will help answer all of our member’s questions as we inform and educate. Our objective is to get the information to our members quickly and accurately. NAPPF may work internally or with other ultralight organizations, but the objective is the same – answers & education.

The transition period will have a very specific duration during which pilots will decide whether it’s Part 103 or Sport Pilot.

After the transition period the goals of NAPPF will remain the same.  NAPPF will continue its mission of education and representation.  Education through seminars, publications, the website (nappf.com) and personal interaction. Representation in groups setting standards for the Sport Pilot industry.  Our objectives go beyond Sport Pilot. Our goals include both Private Pilot & Commercial Pilot ratings for powered parachutes. There are privileges that go with these higher ratings that our members are already asking for.

Now back to the present.  NAPPF has been on a membership dues moratorium for the past year.  Members of record as of fall ‘02, continued to be members, without any additional dues. This allowed membership dues paid to our old partner to run their course without affecting NAPPF members. As a result, all members who paid dues to the old organization continued to be a member of NAPPF.

In November the moratorium ended, by vote of the NAPPF Board, and annual dues were reinstated. Annual dues were set at $35.

There are benefits with NAPPF membership.  In addition to education & representation, another important benefit is UltraFlight Magazine.  Included in NAPPF annual dues is a 12 month subscription to UltraFlight Magazine.  Already a subscriber to UltraFlight Magazine? Your current subscription will be continued an additional 12 months with payment of your NAPPF annual membership dues.

Dues can be paid using PayPal on the website (nappf.com) or by sending a check for $35 to:

NAPPF
Box 399
Billings MT 59103

Other programs such as insurance are being worked on.  As they become available, you will see them first on the website nappf.com.

The future of NAPPF is Education & Representation on behalf of the Powered Parachute community.


December 2003    Scott Hughes
Printed in December  UltraFlight Magazine

NAPPF UPDATE
The PPC Pilots’ Organization

Last week the board was discussing what this month’s NAPPF update should be about. We have so many exciting happenings coming down the pike over the next six months.

One is the upcoming elections of certain regional directors and at-large positions. I would encourage anyone who wants to run for office to do so. I know I have thoroughly enjoyed being part of making this organization into a top-notch pilots’ organization. Jim Sweeney (President) will address the particulars of the election in a later update. Also you can find further updates on the NAPPF web site www.nappf.com.

Another important item is how one can join NAPPF. For $35 you get NAPPF membership for one year plus a one-year subscription to UltraFlight Magazine where our updates are published. Now that’s a bargain.

That being said, there have been a couple concerns that have surfaced in my region. We have had quite a few engine-outs lately. Most have been gas related. The good news first. It was not because of lack of gas in the tank. The bad news is that it is related to gas contamination and carburetor icing.

It has always amazed me that a carburetor can actually freeze in flight. I have had carb-ice three times in a PPC. All three times it has resulted in a quick reduction of power until the engine quit. Ideal conditions for this are high humidity and a temperature between 32 and 72 Fahrenheit. Just don’t be fooled into thinking it couldn’t happen outside that box. Carb heaters can be purchased at a reasonable cost.

Fuel contamination, on the other hand, is something that can largely be avoided through the use of a Mr. Funnel or similar filtering device. Mr. Funnel will stop water and other debris from contaminating your gas. Just a reminder – DON’T pour the excess gas back into the gas can or your tank. On several different planes that experienced an engine out or were experiencing problems starting/running properly, we pulled all kinds of grass, dirt and water out of the float bowls. It wasn’t pretty.

After cleaning your bowls, be sure to take off the jet assembly and clean it, too. It’s amazing how stopped up the jets can get. While your there, you might as well go ahead and raise or lower the needle to achieve the ideal temperature setting. I shoot for EGT’s of 1100 to 1150 on my Rotax 503’s and 582’s. Hirth likes a much higher temperature. (See your Hirth dealer.) This seems to give me a very efficient burn. This whole process can be done in under an hour.

Philip Comparetto wrote a piece for our BARF newsletter that I thought would be good to include in this update. Here goes.

    Bay Area Recreational Flyers (BARF) newsletter

It has come to our attention that some of our members have had several engine-outs. It could be due to a hasty pre-flight, or maybe, it is due to improper pre-flight? We are all guilty of this, at one time or another. But there could be another problem  – dirty gas.

With today’s blended gas, you don’t know what you are getting. Some gasolines use alcohol, and this carries water to the engine. When this combination mixes with the oil, it forms a sludge.

Here’s a simple test to check for this. Take an empty olive jar (post martini, washed and dried) and fill it one-third full with water, marking the level. Then fill to the top with gas. Shake (not stir) and let it settle. Again, check the marked level. If the water is above the line, you have water in your gas, and you have potential problems. Be sure to use your Mr. Funnel, or a chamois.

    Blue skies and happy flying,

    Philip Comparetto

A few other related notes.

When you go to the gas station, you will help yourself even more if you don’t get gas from a station that just got a load of fuel or has pumps that are running slow. As part of your pre-flight, be sure to check your fuel filter. Over the years, I have seen a lot of people come out of the sky due to something as simple as a dirty fuel filter. I hope this information is helpful and will prevent some unplanned engine-outs.

Scott Hughes

PS It was great to see Irene up and at’em at the Extravaganza. Good luck on your recovery


November 2003    Jim Sweeney
Printed in November  UltraFlight Magazine

NAPPF UPDATE
Déjà Vu, All Over Again

The hot topic at Air Venture 2001 was Sport Pilot and Light Sport Aircraft.  Norman Mineta and Jane Garvey both expressed their disappointment that they could not announce the Notice of Proposed Rule Making (NPRM) but did reconfirmed their commitment to Sport Pilot and the new rules.

The hot topic, this time, at Air Venture 2003 was Sport Pilot and Light Sport Aircraft.  Marion Blakey expressed her disappointment that Sport Pilot was not here yet, but did announce that the FAA had finished its work on the rule and had sent it to the Office of the Secretary of Transportation (OST/DOT) for their review and comments.

After OST/DOT the rule moves to the Office of Management and Budget (OMB) for their review and comments.  Then it’s back to the FAA for final cleanup and publication in the Federal Register.  Best guess is that Sport Pilot will become law in January 2004, with portions of it phased in over a period (six months) of time.  The Medical Requirements (Drivers License) could be the first portion phased in.

The question now is the same as it was back in 2001 – what is the active ultralight pilot to do between now and the proposal becoming law and during the proposed phase-in (transition) period?  I believe that the answer is still the same as it was in 2001 – do what you have been doing that is safe and works.

For pilots, Part 103 is still in effect and will continue after Sport Pilot and Light Sport Aircraft have become law. Many pilots will continue to fly under Part 103 rather than move on to Sport Pilot. Review Part 103 and check your compliance.  Remember, you must comply with ALL sections of Part 103 to be legal under Part 103.

Instructors should review the Training Exemption they instruct under.  ASC, EAA and USUA, in their receptive Training Exemptions, have very well defined expectations of their instructors and students.  Are you and your students compliant? The Training Exemptions promote safety and have been good for students, instructors and the industry.

If you pass your own review of Part 103 and the Training Exemption, then continue to do what you are doing safely. Students should continue to train to be pilots. Pilots, with plans to become instructors, should continue that goal. Instructors should continue to work toward AFI status. It’s best to have as much of this as possible accomplished prior to the effective date of the regulation.  Keep your log book up to date. Time in your logbook will count toward the requirements of Sport Pilot.

As the days get shorter and there are more dark hours, remember that ultralights don’t fly at night. Spend some time reviewing the ground school topics and looking into Part 91.  There will be a knowledge test as part of the Sport Pilot requirements. It may surprise some, but a large portion of Part 103 and the Training Exemptions are taken directly from Part 91 and from good practices developed over the years in other aviation areas.  Part 91 can be found in the FAR/AIM publications available at aviation stores (internet) and pilot shops.  There is no doubt that some paragraphs will change with Sport Pilot, but it does not hurt to have the background.

So, what to do? Continue to do what is safe.  Continue to fly by Part 103, and instruct by the Training Exemption.


October 2003    Sol Lovas
Printed in October  UltraFlight Magazine

NAPPF UPDATE
Women and Powered Parachutes

 The question has occasionally been asked: Why aren’t more women involved in flying powered parachutes?
 
  I don’t know why.  Because from personal experience, I can confirm that powered parachuting is a wonderful sport for women!

    It was my husband Art’s idea for us to try powered parachuting, but as soon as I left the ground, I fell in love with the sport.  The first time I was in the air in a powered parachute was for my solo flight, since the dealer we learned from only had a single-seat unit.  I conquered my butterflies, sat down in the airframe, and powered up.  As I lifted off, I looked around and down at the receding ground, picked up the radio mike, and said, “I like this!”  And I have been flying ever since.

    We were so hooked by our solos that we became powered parachute dealers in order to introduce others to this great sport.   In 1996, I was certified as the first female Advanced Flight Instructor for powered parachutes in this country.

    This is a terrific sport for women.  The machines are relatively lightweight and easy to maneuver out of the hangars and around the field.  Flight itself is fantastic. The feeling of freedom and the sway of the breezes, as you float slowly over the countryside, just can’t be adequately described to anyone who hasn’t tried it.  I have been very well accepted by the male pilots, and we all enjoy hangar flying about our various experiences.
    There are only two areas, both due to lack of muscle strength, where I have had any difficulty in this sport.  The first was pull-starting those Rotax motors.  It took me a while to learn the proper technique necessary to compensate for my lesser strength.  But the real answer was an electric starter.

    The second problem area was loading and unloading the PPC from the trailer.  Many trailers sit too high for me to push a PPC onto the trailer by myself (and forget the back of a pickup).  However, we found a trailer which has a torsion-bar suspension (so the bed is very close to the ground) and a full-width loading ramp.  Now I can load and unload our PPCs all by myself.

    With only these two minor accommodations to aid my lesser strength, I am able to fully participate in this sport completely independently.

    And my husband Art?  He flies, but not nearly as often as I do.  We both love the sport and the people we have met through it.  I do the introductory flights and all of the instructing, and Art deals with the technical and mechanical ends of the business.  Some customers are surprised when they first learn that I will be the pilot for their introductory flight, and that I will be training them and supervising their solos. Art’s simple statement that “she’s a better pilot than I am” solves that one quickly.  Competence means much, so much more than gender.

    I would love to see more women get involved as pilots in this sport.  It doesn’t require a lot of strength or mechanical ability.  If you can drive a car, you can certainly fly a powered parachute.  In fact, flying the PPC is a lot simpler, and way more fun.

    I highly recommend it to all women!


September 2003    Ray Pickens
Printed in September  UltraFlight Magazine

NAPPF UPDATE
Com Fly with Me

For some of us, “Come fly with me” brings back the words of “old blue eyes.”  At a fly-in, it may be just the invitation you’ve been dreaming about – a chance to fly in an ultralight!
   
I’ve attended several fly-ins at which I have observed prospective “student pilots” standing in line to take their “introductory flight.”  When it’s their turn to board, they blissfully race across the flight field and enter the wispy little craft, expecting (and in most cases receiving) the thrill of their lives.  The pilot starts the engine and off they go.

    Once pilot and student have left the ground, how many student pilots have other thoughts? “Should I really be doing this?  I don’t even know anything about this flying contraption.  The pilot mentioned something about himself and his ultralight not being FAA approved and, and…
“Wow!  Things on the ground are getting smaller.  It’s fun, but I’m starting to feel a little nervous.  I wish I were back on the ground.  I don’t even know if this guy is a good pilot!  What if….?”

    Of course, almost always the introductory flight ends happily, with big smiles all around.  But is there a way to lessen those in-flight doubts?  And, is there some rudimentary information prospective student pilots should know before flying the first time?

    TAKE two:  Action!

    Let’s run this film backwards to the scene at the waiting line.  This time you’re there, waiting for your introductory flight in an ultralight.  Here are some questions you may have thought about and should ask yourself or your pilot before crossing that flight line.

    Am I ready to take a flight in an ultralight today?  How do I react to heights?

    If you are unusually insecure about your personal safety, have an unreasonable fear of heights, or have any unusual medical problems you should advise your pilot first before boarding the craft.  Trouble on the ground doesn’t get any better in the air.  If you’re not well or you’re feeling pressured by your friends, stay on the ground.  There will always be another time to fly.

    Am I properly dressed?  (Are these flip flops I’m wearing appropriate?)

    My suggestions for ultralight flight clothing in mild weather: long sleeved shirt, long pants, and sturdy shoes that will not fall off your feet (hiking boots are excellent).  In addition, I recommend eye protection (sunglasses).  Leave behind anything that may fall out or blow off (pens, pins, scarves, etc.) because they could be inhaled by the propeller.  Broken props in flight will usually give your pilot heartburn and may increase the cost of your introductory flight.

    Shutterbugs take note:  Avoid strapping an SLR camera or any solid object around your body.  These seemingly harmless objects have been known to cause severe injury if they get between you and your pilot or between you and Mother Earth should an unusually hard landing occur.  It is best to handhold these items.  Be prepared to willingly jettison these potentially rib-popping objects in an emergency landing.   Broken ribs are reported to be very painful.

    I have been told that ultralights and ultralight  pilots are not certified by the FAA.  What does that mean?  Is there a way to determine the depth of a pilot’s experience?  Is there any type of certification that he/she must possess?

    In order to comply with specific ultralight regulations set forth by the FAA, your pilot is required to inform you that “this flight is conducted under an exemption granted by the FAA and that the FAA does not establish certification standards for powered ultralight vehicles, pilots or instructors.”

    In short, this means that the pilot and his/her ultralight vehicle do not have to be certified by the FAA.  However, the FAA has entrusted the strict governance of ultralight operations to three ultralight organizations: Aero Sports Connection (ASC), the Experimental Aircraft Association (EAA), and the United States Ultralight Association (USUA).  These three exemption holders grant specific designations and rights to ultralight pilots based upon their hours of flight experience and their performance on written and practical examinations.

    Any ultralight pilot taking up prospective student pilots for “introductory flights” (the flight you’re standing in line for) MUST at least have a Basic Flight Instructor (BFI) or an Ultralight Flight Instructor (UFI) rating.  This rating is a minimum requirement for a pilot instructor to legally operate a “two-place ultralight training vehicle.”  I suggest you make certain your pilot has this rating before you cross any flight line for an introductory flight.

    Note:  Although many ultralight pilots are also FAA certified General Aviation pilots, they are still required to have an ultralight rating (minimum: BFI or UFI) or an endorsement from EAA, USUA or ASC before they can legally fly a 2-place ultralight vehicle.

    I’ve noticed that the wind is picking up and dark clouds are beginning to gather.  Does weather make a difference?

    Weather conditions are extremely important when operating an ultralight vehicle.  If the weather seems adverse to you, stay on the ground!  Powered parachutes, more so than fixed wing ultralights, are designed for mild weather conditions.  Mild means the wind speed is between 0 and 10 mph with no cumulonimbus clouds (billowing thunderstorm clouds) on the horizon.  A good pilot will not fly in questionable weather conditions.

    Rule of Thumb: When nine pilots refuse to fly and #10 offers to take you up, complain about a sudden headache and start walking towards your car.

    I notice some people are wearing helmets and some are not.  Does this matter?

    For your own protection, I strongly recommend that you wear a helmet.  Also, since it is important to verbally communicate with your pilot in flight, make certain the on-board intercom system is in proper working order before you leave the ground.   A quivering, sweaty finger pointing to the ground may not get your pilot’s attention.

    Although this appears to be a relatively safe sport, I have heard there are risks, serious ones.  Am I prepared to accept these risks?

    This is a question only you can answer.  How well do you know this pilot and his piloting skills?  Do not be afraid to ask how long he/she has been flying.  In fact, ask to see your pilot’s Two-Place Training Exemption paperwork.  No paperwork?  Use ye old headache routine.

    If you don’t understand your pilot’s explanation of emergency procedures before you take off, I strongly recommend that you ask him/her to reiterate.  If you’re not satisfied with the response, do not board the ultralight.  Yes, it’s headache time again.

    Special Note: Since most ultralight pilots do not carry liability insurance for personal injury, it is important to consider the medical expenses you may incur should you be involved in an ultralight accident of consequence.

    Now, let’s shift the focus to the ultralight pilot patiently waiting with the student on the runway.

    As the Pilot in Command (PIC), there are a few questions you should ask yourself before taking that student pilot into the air.  Honestly answering these few questions may help get your prop turning or, suddenly help you develop your own headache.

    Do I have the proper qualifications to conduct an “introductory flight?”

    Is my exemption paperwork ( with either ASC, EAA, or USUA) current?

    Have I performed a thorough preflight on my vehicle and on myself?

   Is the length of my runway adequate for my student pilot’s additional weight?  And, is this combined weight compatible with safe flight?

    Do I have a specific plan for an emergency situation?  Have I adequately conveyed basic emergency procedures to my student pilot?

    Do I have proper helmets and communication equipment for my student pilot?

    Is the student pilot dressed properly and does he/she have adequate eye protection?

    Have I informed the student that this is not an FAA approved craft and that I am not certified by the FAA to fly this ultralight vehicle?

    If you, the pilot in command, find yourself honestly answering these few questions in the affirmative, then I think it’s time to say “Come fly with me.”

    And you, the student pilot, if all or most of your questions have been answered to your satisfaction, then prepare yourself for the “thrill of your life!”

    Ray Pickens BFI is an architect who has been flying and training in powered parachutes for the past three and a half  years.  He and his wife, Sue, currently live on a farm in central Virginia. He is a Powrachute dealer and owner of Skytoys Virginia, Ltd.


August 2003    Ralph McClurg
Printed in August  UltraFlight Magazine

NAPPF UPDATE
Guard the Mag Switches

 Fly-in season is here, and here are some really good safety tips for the time you’re at a fly-in.   Actually, we should do these things all the time, not just at events.

1) If you have electric start on your unit, have a keyed switch for the starter and take the key out when you are not in the unit.  That can prevent someone (such as a kid)  from engaging the starter accidentally, when it should not be engaged.

2) When your unit is unattended, pull the plug wires from the plugs so it will not start if someone should rotate the engine with the electric starter, the recoil starter, or by turning the prop.  (Note: you should ALWAYS remove the plug wires when working on the prop!)

3) When warming up the engine, do something to prevent the unit from leaving the scene unintentionally.  Either restrain the unit with a good set of chocks or a tie-down, or keep your hand near the mag switches.  Just in case, aim the unit away from the crowd, not toward it.

Regarding number three above, let me tell you a single-carb 503 with a two-blade wooden prop on it can drag two full-grown men across several feet of grass with both of them holding on and trying to stop it.  A fellow south of me bought a PPC several years ago and learned to fly it by himself.  It was an SR1, and he flew where and when he pleased.  One day he was on final approach to the local tavern when a gust of wind caused him to hook a power line pole and tear the rig up quite a bit.  Before he got it repaired, he died of unrelated causes.

After a few years, two men (Cliff and Frank) bought the busted-up PPC from the widow and brought me a load of parts and pieces.  They asked me to make it fly and then to teach them how to fly it.  They called this machine the Phoenix.   Jerry Higgins spent many hours assembling the Phoenix and correcting many faults it had from the wreck.

When it was ready to run, it was started.  The throttle stuck – wide open of course.  I witnessed this machine drag Jerry and a friend flailing and fussing right into the side of my hangar.  The metal in a hangar door was dented.  As we discussed the incident, we all agreed that someone should guard the mag switches, or we should restrain it physically – or both!  Now you know why number three is important.

P.S. – The Phoenix has crashed a few more times since then.


July 2003        Tony Irwin
Printed in July  UltraFlight Magazine

NAPPF UPDATE
Meteorology for Powered Parachutes

 Some of us are already well into the flying season. We have more people interested in this recreational sport every day. A lot of great instructors are doing a great job of educating students to do the right thing, and to develop a cautious judgment about the intangibles: i.e. WEATHER!! It can reach out and touch you when you least expect it! Gather data and plan, plan and plan. There are many ways to prepare yourself about the atmosphere you are about to fly in.

The most common source of information is the Flight Service Station in your area (1-800-WXBRIEF). I have noticed many people are reluctant to call them and obtain the first source of weather information for their area. They are a busy lot and sound busy when they answer the phone. Right off the bat, tell them you do not have a tail number, give them your last name, and ask for what you want.

“My last name is IRWIN. I do not have a tail number. I will be flying a Powered Parachute as a student pilot below 1000’ just south of New Braunfels. I would like to get the winds and any adverse weather conditions for this area for the next four hours.”

Take notes on the information you need, and report back any information they can use (Pilot Report or PIREP). They will be very helpful, and you will get used to using their services.

The other resources are the local weather channel, or computer weather reporting services. Start comparing data, and then make a decision.

When I get to the field, I launch a weather balloon. Get a party balloon package from Wal-Mart. It has balloons and helium. It is the easiest way to check out the atmosphere at your field for the first 500 feet. From there you will perform a risk assessment and exercise judgment as to whether or not you will fly. Remember takeoffs are optional; landing is mandatory.

Here’s an easy guide for converting Centigrade to Fahrenheit and visa versa:

C=5/9(F+40)-40

F=9/5(C+40)-40

The daily range of temperature, the range of temperature between night and day varies considerably with season and location. The daily variance is large near the surface of barren, high level places and over sand, plowed fields and rocks. It often ranges from 17°C to 28°C.

The variance is much smaller over thick vegetation and deep water surfaces, where it may be only about 1°C. Practically no change of temperature occurs between night and day in the stagnant free air at 4000 feet above the surface.

What does high pressure mean to you when you are watching the weather channel and you see the isobars with a big “L” or a big “H”? A “High” is a pressure system in which the barometric pressure increases toward the center, and wind flow around the system is clockwise in the Northern Hemisphere. Flying conditions are generally more favorable in highs than in lows because of fewer clouds, light or calm winds, and less-concentrated turbulent areas. But in some situations, visibility may be reduced due to early morning fog, smog or haze.

Note: A “LOW” is a pressure system in which the barometric pressure decreases toward the center and the wind flow around the system is counterclockwise in the Northern Hemisphere. The term LOW and Cyclone are interchangeable; whereas in referring to troughs, they are always referred to as low-pressure troughs.

Any pressure system in the northern hemisphere with a counterclockwise wind is a cyclone. Hurricanes, typhoons and tropical storms are all low-pressure systems, with tornadoes and water spouts often associated. Tornadoes and waterspouts are very intense low-pressure systems, which are associated with severe thunderstorms. Unfavorable flying conditions in the form of low clouds, restricted visibility by precipitation and fog, strong gusty winds and turbulence are common in low-pressure systems.

COL. A “col” is a saddle region between two highs.

Trough. A “trough” is an elongated area of low pressure with the lowest pressure along the trough line. The weather in a trough is frequently violent.

Ridge. A “ridge” is an elongated area of high pressure with the highest pressure along the ridge line. The weather in a ridge is generally favorable for flying.

Pressure Gradient. The rate of change in pressure in a direction perpendicular to the isobars is called pressure gradient. A pressure gradient exists in the horizontal (along the surface) as well as the vertical plane in the atmosphere. The horizontal pressure gradient is steep or strong when the isobars determining the pressure are close together. It is flat or weak when the isobars are far apart. The stronger the pressure gradient the stronger the winds.

Do you recognize this pilot?

“ACE: An odd sort of aviator. This character has a repertoire of  experiences that would put a Hollywood script to shame. Ace, like the parrot, is a good talker, but not a good flyer. His recollections of minute details of his many emergencies and associated problems are only surpassed by his ability to drop names.

Ace has known, drunk beer with or flown with every Star Pilot and will name them if you are willing to listen. He has had engines fail, drop off, catch fire and blow up. He doesn’t mention that it was his abusive operation that caused most of his problems. His stories get hotter and more hair raising with each retelling. He has had many forced landings. One gets the impression that he spent more time walking than flying.”

Thanks to Mike Novosel, Medal of Honor Recipient United States Army Aviator, Feb 1985 U.S. Army Aviation Digest. n

June 2003        Ralph McClurg
Printed in June  UltraFlight Magazine

NAPPF UPDATE
The Wind – Is it “friend” or “foe?”

 Will Rogers is quoted as saying, “Everybody talks about the weather, but nobody does anything about it.”

Powered parachute pilots talk a lot about wind.  Every PPC pilot I know is a “windsock watcher.”  We frequently hear stories about someone driving along and seeing flags hanging limp, smoke going straight up, and tree leaves calm yet (usually in the same sentence) the person laments not being able to fly for some occupational reason.

If you think you only talk about the wind but can never do anything about it, please read the rest of this article.  Doing something about the wind can save your life.  That means not flying when the wind is not favorable or safe.

When we discuss PPC flying, we want calm air, because we know that we can take off, fly and land with more precise control.  We also know that we will be more comfortable in the air because the flight will be smoother.  However, do we really always want to have calm winds?  Can’t the wind be your friend sometimes instead of your foe?

First,  let’s consider how the wind can be your friend.  A favorable wind that is a constant 10 miles per hour (or less for the non-beginner), and is forecast to stay the same, or lessen, can be your friend.  It can provide rapid canopy inflation, shorter ground run on takeoff and landing, and can allow much greater obstacle clearance during takeoff and landing. It provides higher climb rates for a given amount of distance.  It allows a slower rate of closure on landing, so you have more time to flare.

A constant wind allows you to do more sightseeing if you choose to travel into the wind for a while. If it happens to be in the direction you intend to go, it makes the trip much shorter.  Take-off and landing charts for airplanes and helicopters clearly show the advantage of wind with regard to obstacle clearance.  Indeed, the wind can be your friend, even in PPC flying.

The wind can also be your foe.  We need to recognize this very clearly.  Limp flags and vertical smoke may mean a safe PPC flight, or it could lead us into a disaster.  Many weather factors must be considered before flying.  Current wind is one of them, but forecast wind can never be disregarded and should always be checked.

Many years I spent flying certified aircraft before joining the “chosen few” who really get to experience what graceful, safe, almost-divine flight is – the flight that PPC pilots experience.

Surprisingly, I sort of forgot some of the basic flight rules from my previous life during the early flights in my PPC, and I almost paid a high price for doing that.  I loved the PPC so much that I thought about it all day at work and hurried home in the evening to go fly.  If the wind was calm (as indicated by the flags, smoke, leaves, etc), I would do a preflight inspection, warm-up and go flying for what few minutes remained before dark.  This ritual did not include a call for a weather brief—I no longer needed that with my new-found freedom!

On one of those flights, I noticed the temperature dropping rapidly and headed for the hangar.  While I was bagging the chute, a huge gust hit and nearly jerked the canopy out of the bag!  What a disaster that would have been if I had stayed in the air another two minutes!  The temperature drop was indicative of frontal movement, and the wind was typical of rapid frontal movement.

I was lucky — and I was re-educated.  That experience taught me again the necessity of getting a weather briefing—even if you are only going to fly an ultralight in the local area. 

As I look back over the years, there were many “adrenalin moments” in the air, and many of them were caused by weather—in fact, too many.  The wind has been a foe on numerous occasions, resulting in rough landings, low fuel levels at destination, stress from constant controlling, and other discomforts including nausea.  It also stood my Pegasus on end last summer while I was helping a student strap in. 

A few months ago, the wind at Whiteman Air Force Base in central Missouri went from 9 kph to 65 kph in less than two minutes. It turned an AH-64 Apache helicopter over that was being towed by a ground vehicle.  The forecast did not include that kind of wind, although it did include thunderstorms and would have kept a conscientious PPC pilot on the ground.  With the light wing loading we experience in PPCs, we simply must know what the winds are going to do while we are in the air.  The wind can be a foe.

Always, always, always get a weather briefing before you fly.  Here are some tips on getting that briefing:

Call 1-800-wx-brief –that is 1-800-992-7433.  Follow the prompts to speak with a briefer.  Tell the briefer that you wish to fly an ultralight in the local area for the next one to two hours and that you would like to know if there are any hazardous conditions that could develop during that time.  Ask what the maximum winds will be, and if there are other factors that you should be aware of.

Don’t ask for a synopsis—that is more information than you probably need or want and takes up excess briefer time.  Just ask for what you need.  You may get a good weather forecast from sites like www.intellicast.com also, but that will not inform you of TFRs (Temporary Flight Restrictions) or NOTAMS (Notices to Airmen), so you still need to call the briefer.

Note:  Briefers now are very courteous and helpful when an ultralight pilot calls for a briefing.  I can remember some years back when they would snicker as you told them you were planning an ultralight flight.  Then they would often ask again, “And you don’t have an “N number?”  Times have changed.  Call for a briefing.  Fly safely – have fun.

 Ralph McClurg holds FAA Commercial and Instrument ratings in helicopters and airplanes.  He has been flying since 1966.  He is a Chief Warrant Officer, CW5,  Master Army Aviator in the Missouri Army National Guard, and is an Advanced Flight Instructor, ppw.  He can be contacted at mcclurg@sofnet.com or you can visit his web-site at sportflightinc.com.

 

May 2003    Scott Hughes
Printed in May UltraFlight Magazine

NAPPF UPDATE
Learning from others, don’t let history repeat itself!

I just returned from the Powrachute Extravaganza Flyin and it was wonderful. Most of you probably know someone that went or you yourself went. My hat’s off to Eddy, Dawn, Bill and the gang. I don’t think anything other than a little less wind in the middle of the day would have been needed. I went through 33 gallons of gas, so I must have had fun.

There were plenty of things to do for everyone at the Powrachute Extravaganza. The seminars were wonderful and very informative. The entertainment was great. The only grumbling I heard from the pilots was that we couldn’t fly a little later Friday and Saturday night.

One of the highlights for me was seeing all my old friends again but especially my friend Freeman Tang and Jim Faye from China. They showered us with gifts and we showered them with all kinds of gag gifts.

What I am writing about was the number of rollovers (20+).  I watched 10 of them myself. Most of them were uneventful. I would like to review a few factors I saw that seemed to be consistent. Most of the pilots were in such a hurry to get airborne that they didn’t build a “perfect wing” first.

Let’s review a few rules of PPC flying. This really applies to those with low hours or those that don’t fly often.

Rule number one…take off into wind.

Rule number two… Take off into the wind.

Rule number three… DON’T VIOLATE RULES ONE AND TWO.

After seeing four rollovers in a short period of time, I went over to those pilots (to remain nameless) and asked them if I could steal a little of their time. They all agreed. I began picking up grass and dropping it, trying to be very discrete. As we watched a few more interesting takeoffs, they could see a big difference just by where people lined up their carts, namely, into the wind or not. It was agreed that into the wind would save a lot of trouble, aggravation and offer less fighting of the chute. The grass trick worked and I think the lesson was learned.

I would like to bring up several other factors for pilots to consider before takeoff.

1) Take off into the wind.

2) Always have a go, no-go spot picked out. If you are not up and flying by that point, shut it down.

3) Have a point picked out so you can clear objects ahead of you. It also is a go, no go spot. For example, if I am not at 10 feet high by this point, I will shut down and land.

4) We noticed a lot of pilots that would just hammer the throttle and hope for the best. This is probably one area almost all pilots could constantly work on. Each time you take off try to find that sweet spot that allows the chute to smoothly pop up overhead and transition to flying status smoothly. As Eddie Johnson says, “finesse the chute to flying status.” Every chute has its quirks and attributes. Learn them and exploit the chute’s attributes and minimize the quirks. I counted four or five Chirons. They would be the exception to the rule concerning a heavy throttle on takeoff.

5) The part that scared me most part (I hate to say it) is that I watched at least 30+ takeoffs where the pilot never did look back to check the chute or check for pressure knots, line twist or proper canopy inflation. A friend of mine, Fredrick Scheffel in Utah, uses the “LOC” saying. On their take-off roll, before adding throttle and suffering from PMA, (Premature-Airborneness) use LOC.

L – Lines are clean and free

O – chute cells are all OPEN

C – chute is CENTERED

6) There were trees on the far end of the field that were causing mechanical turbulence. You must be ready to correct immediately for any gust of wind you may encounter. If you can avoid the mechanicals all together, it is even better. I use the 1/3’s rule. The height of the obstacle times three is usually a safe enough distance. There are other factors, such as wind velocity. But since we fly in generally under 15 mph winds, the rule works pretty good.

7) Which leads us to my final point…

THERE IS NO SUCH THING AS AN EMERGENCY TAKEOFF.

You never have to fly. If it doesn’t look right, it isn’t going to magically get better. If it doesn’t feel right today, tomorrow probably will. We fly for fun and our love of the sky. It isn’t any fun if your machine or you are hurt. So let’s strive to be safe.

As a friendly reminder, NAPPF is sponsoring safety seminars all over the country this year. Check their web site for more information – www.NAPPF.com


April 2003    Jim Sweeney
Printed in April UltraFlight Magazine

NAPPF UPDATE
Update

Welcome to the new home of the NAPPF Update.  Our thanks go to Jim & Irene Byers for providing the space in UltraFlight Magazine for our membership update.

A lot has transpired in the past months, a number of items are in process and the NAPPF has a very bright future.  A few thoughts on each.

During the past year, the NAPPF Board has been very busy restructuring the NAPPF to be a Pilots organization. To that end, NAPPF has contributed to industry committees and the Board has voted on and implemented a number of motions:
 

With all the positive work, there was a negative. In September, ASC notified NAPPF that ASC was canceling the contract that defined the relationship between the two organizations.  Sixty days after the notice, ASC separated NAPPF as a wing of ASC. 

NAPPF has always been an independent organization with an elected, volunteer Board of Regional Directors and Executive Officers. NAPPF no longer has any affiliation with ASC and is investigating an affiliation/association with other aviation organizations interested in powered parachutes and powered parachute pilots.

Items that the NAPPF Board is currently working on include: