The other night I was out flying around the area with my powered parachute and I heard a strange think on my radio. As I flew along enjoying the view, I heard, "Hey Powered Parachute! I saw a movie about you the other night. It was called 'Death Wish'."

Don't they know that the Powered Parachute is the safest form of aviation?

Sport Pilot Powered Parachute Land Rating!

Now that my aircraft is registered and inspected, the only step I have remaining it to add a “Sport Pilot Powered Parachute Land” rating to my pilot license. Since I already had a Private Pilot license for “Airplane Single Engine Land” (think regular Cessna and Piper airplanes) the transition process was rather simple. First, I had to contact a CFI (flight instructor) and receive a flight review and a recommendation to take a checkride. Next, I had to contact a second CFI and receive a checkride. Once both steps are passed I will be qualified to legally fly my N-Numbered Powered Parachute.

I contacted the first CFI to work with me on the first part (receive training, review and recommend me for the checkride) to arrange a schedule. He planned on attending an upcoming fun-fly in my area and we planned to met there and discuss the process. I then contacted a second CFI to start the planning process to give me the checkride. He also planned to attend the same fun-fly and I arranged to meet with him there.

To make a long story short, I arrived at the fun-fly and was immediately met by my dealer, the guy that sold me the aircraft. He immediately directed me to the first CFI who immediately started a flight review with me. I had expected a discussion on scheduling, but instead we completed every necessary for him to give me his recommendation to take a checkride.

Immediately after receiving that recommendation, I was told the second CFI was waiting for me. That step involved another lengthy oral examination. Due to a weather problem my checkride was delayed till Sunday morning, and as soon as the weather broke (fog in the morning), we were up in the air and performing the checkride.

So, my original plan of discussing the process and scheduling each step for the future fell apart as I was pressed into the examination immediately. Fortunately, I knew my stuff well enough to get through both exams. Not bad for not studying.

Now, I am a Sport Pilot with a Powered Parachute Land rating.

Airworthiness Inspection Completed

With the recent rule changes involving “Ultralight Trainers”, which many of the readers of this blog know I have one, I was required to register my aircraft with the FAA, which involves getting an “N-Number” for my aircraft, and having my aircraft undergo an airworthiness inspection. With the help of my manufacturer and the Experimental Aircraft Association (EAA, they have a great kit to guide you through the conversion process), I was ready to start the process.

The first step is to register your aircraft and received you “N-Number” Getting the “N-Number” was the easy part. After completing some paperwork (less than 30 minutes), sending it to the FAA and waiting a few weeks, I received a registration document in the mail. This document indicates that my aircraft, with the serial number registered, belongs to me. I now own a registered aircraft. But, I still needed an “Airworthiness Inspection” before my aircraft is legal to fly.

After a few weeks of preparation (seemed like months), I was ready to have my aircraft inspected and received an Airworthiness Certificate. This is an important document for any aircraft. Anybody can put something together, get it registered as an aircraft and call it an airplane. Before you are allowed to fly, or attempt to fly your aircraft, the aircraft must be inspected by an authorized inspector, pass the inspection, and be issued an Airworthiness Certificate.

This Airworthiness Certificate does not belong to me, the pilot, but to the aircraft. This important document, issued by someone from the FAA or a designated airworthiness inspector (DAR), is issued to the aircraft after the successful inspection. This document says that this aircraft has been inspected and is ready for flight, in accordance with all regulations or operating limitations assigned to the aircraft. This inspector, or DAR, is required to determine that the aircraft has been constructed based on prevailing standards of construction and has no identifiable design or assembly flaws.

This doesn’t mean the aircraft is safe to fly, it just means that it was build to a standard. This means that if a bolt was used, the proper aircraft type bolt was used. If wooden parts were used (you would be surprised how many planes are build with wood) then the proper techniques for joining and fastening wooden pieces were used. The DAR also insures that all required aircraft instrumentation is properly installed and tested as well as any other required equipment (emergency locator beacons, lights, etc.). If you want to know the details about these requirements, look for the following books: “FAR/AMT” (Federal Aviation Regulations for Aviation Maintenance Technicians) and “AC 43.13-1B” (Aircraft Inspection, Repair & Alterations). Both are available from various pilot stores on the Internet.

My aircraft was assembled by the manufacturer in accordance with their instructions. Since my aircraft was originally built as an ultralight trainer, there were additional steps necessary before the aircraft would be ready for the airworthiness inspection. All the hardware and instrumentation required for this aircraft had been installed by the manufacturer at the time of manufacture. I only had to apply a few dozen decals identifying all switches and the status of each switch position (off, on, etc.) plus various warning decals that identify this aircraft as an experimental aircraft, minimum grades of fuel acceptable and other required markings. I also had a replacement data plate (which indicates the builder and serial number) that needed to be installed.

Once all the decals were installed, I was ready for the inspection so I arranged for the inspection date with the DAR I selected. On the inspection date I towed my aircraft to the inspection location and my aircraft was inspected. Except for a few “Squawks” (or things to fix), my aircraft received the necessary paperwork. A quick fix of the squawks identified and I was done. My aircraft has its airworthiness certificate. I can now fly my aircraft.

(Well, there is an issue left to resolve about getting a “Sport Pilot Powered Parachute Land” rating added to my license. That is another blog.)