In order to obtain your rating you must get at least 12 hours of instruction ( at least 10 hours dual and at least 2 hours solo ), pass a written test, and take a FAA checkride.  

There is a little more to it but this is the basic list.  Don't freak out...it is all possible and the process is actually fun and rewarding.

The good news here is you can start studying for the written before you head into the cockpit.  And having the written out of the way before you get into the air can be a real relief.  And it will show you what the process of what learning to fly these terrific machines will entail.

There are a few books you can purchase right off the bat and start reading.  The first one I suggest is the "Powered Parachute Flying Handbook".  It can be found on Amazon and runs about $20 for hard copy.  This book gives you information on each area of study and you'll learn lots just from reading it cover to cover.

Another valuable book is  the "Sport Pilot Practical Test Standards"  This is the check airman's bible for how to conduct the checkride and dictates the areas of knowedge needed to be covered in the oral portion of the ride.  It shows you exactly what type of material he/she will cover and is a terrific "heads-up".  Again, this book is available on Amazon.

ASA FAR/AIM 

You'll need the most recent edition of this publication to guide you through the federal regulations placed on Sport Pilot and Powered Parachutes.  

The (AIM - Aeronautical Information Manual) guides you through all types of operations from exterior inspections to utilizing the US airspace system.  It is a terrific resource for any pilot.   

This is available on Amazon.

Roy's Powered Parachute Book 

If you are looking for the most comprehensive resource for your studies then this book is for you!  It combines the information from the above publications into one resource and clearly explains all aspects of flight.  This book will truly prepare you for your entry to flight as well as the tests you'll need to pass (both written and checkride). 

Just Google Roy's Powered Parachute Book and you'll find where to purchase.

And finally, I am at your disposal to help you through the ground school process.  I can even come to you to provide face to face instruction if you so desire.  And, as I continue to expand the website there will be study resources  added to help you focus on specific material and ideas that will build that safety foundation.

Also, in the following sections entitled "Study Resources", I shall try to help you pare down all the material you are reading to the material you really need to understand.   Thus, helping you concentrate on the core material.

But first, I suggest you hit the keyboard and drop me an email with your questions or give me a call.  Together we can develope a positive and fun approach for you to realize your dream!

The following is a list of the most common referenced material contained in the Federal Aviation Regulations and the Aeronautical Information Manual or FAR/AIM.

They were referred to as FARs but the real reference is the “Code of Federal Regulations”. But we shall stick with referring to the regulatory section as FARs for simplicity’s sake.

It is recommended you go through this list with your FAR/AIM in hand and tab every page where an applicable regulation is cited. Not only tab the page but write on the tab what the regulation is and then highlite the regulation in the book. Please do the same in the AIM section.

The oral part of the checkride is open book. Which means you can take with you any material helpful in answering questions. By going through the FAR/AIM and tabbing the pages it will shorten the time it might take you to look up an answer you could not recall.

Part 91  

The following is a list of the most common referenced material contained in the Federal Aviation Regulations and the Aeronautical Information Manual or FAR/AIM.

They used to be referred to as FARs but the real reference is the “Code of Federal Regulations”. But we shall stick with referring to the regulatory section as FARs for simplicity’s sake.

It is recommended you go through this list with your FAR/AIM in hand and tab every page where an applicable regulation is cited. Not only tab the page but write on the tab what the regulation is and then highlite the regulation in the book. Please do the same in the AIM section.

The oral part of the checkride is open book. Which means you can take with you any material helpful in answering questions. By going through the FAR/AIM and tabbing the pages it will shorten the time it might take you to look up an answer you could not recall.

Federal Aviation Regulations (FARs)

Part 1 

1.1    Definitions and Abbreviations

1.2    Abbreviations and symbols

Part 43

43.1 (a) (1) (2) (3)    Applicability

Part 61

61.1 (iv) (A) (B)    PPC Cross Country Definition

61.87 (i) all    Maneuvers and Procedures for pre-solo flight training in a PPC

61.311 (g)    Certification training requirements Sport Pilot PPC

61.315 all Privileges and Limits of Sport Pilot Certificate - THE BIBLE!!!!!

Part 91

91.9 (a)    Placard Requirements

91.105 all    Safety belt Requirements

91.107 (a) (1) (2)    Safety Belts, shoulder harnesses

91.113 all    Right of Way rules

91.119 all    Minimum Safe Altitudes

91.209 all    Aircraft Lights

49 CFR PART 830

830.2    Aircraft Accident, Civil Aircraft, Fatal Injury, Incident, Serious

Aeronautical Information Manual (AIM)

Chapter 3 Airspace

Section 1

3-1-5    VFR Cruising Altitudes and Flight Levels

Section 2

3-2-1    Controlled Airspace

Chapter 4 Air Traffic Control

4-3-3    Traffic Pattern Visual Indicators

Chapter 6 Emergency Procedures

6-3-1    Distress and Urgency Communications

Chapter 7 Safety of Flight

7-1-28     Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR)

7-5-6 b    National Parks and Wildlife Refuge Recommended Altitudes

7-6-7 i 1    Effects of Density Altitudes – Density Altitude Advisories

Appendix 5 FAA Form 7233-1 Flight Plan

AREAS COVERED IN THIS SECTION:     CERTIFICATES AND DOCUMENTS

1. Certificate Privileges, Limitations FAR 61.315

Basically, the regulations say that if you hold a sport pilot certificate:

- You may act as pilot in command of a light-sport aircraft

- You may share the operating expenses of a flight with a passenger, provided the expenses involve only fuel, oil, airport expenses, or aircraft rental fees. You must pay at least half the operating expenses of the flight.

Certificate Limitations  (complete list is located in FAR 61.315)

You may not act as pilot in command of a light-sport PPC:

- That is carrying a passenger or property for compensation or hire

- For compensation or hire

- In furtherance of a business

- While carrying more than one passenger

- At night

- In Class A airspace

- In Class B, C, D airspace unless you have proper logbook endorsements

- At an altitude of more than 10,000 feet MSL or 2,000 AGL whichever is higher

- When the flight or surface visibility is less than three statute miles.

- Without visual reference to the ground

- Contrary to any limit on your pilot certificate or medical certificate, or any other limit or endorsement from a authorized instructor

- Contrary to any operating limitation placed on the airworthiness certificate of the aircraft being flown.

Limits to how you fly your PPC can be found:

- Driver’s License

- Chute placard

- Pilot Operating Handbook

- Operating Limitations on the Aircraft

- FAR 61.315

Documents on Person to Legally Fly Your LSA:

- Pilot’s License – or Student Pilot License

- Driver’s License or FAA issued Medical

- Government issued Photo ID

- Logbook if you are exercising specific endorsements (like flying in Class B airspace or flying your Cross Country Solo while training)

Currency Requirements

- Your pilot certificate never expires but in order to exercise the privileges of your certificate you must participate in a Flight Review every 2 years. This consists of one hour of ground school – guided by FAR 91, and one hour of flight with a CFI rated in PPCs. The CFI then endorses your logbook stating you have taken a Flight Review and you’re good for another two years.

Your first Flight Review will be two years after you have passed your  checkride.

- If you desire to carry a passenger, you must log in your logbook 3 takeoff and landings to a full stop within the previous 90 days.

2. Medical Eligibility FAR 61.303

- You may act as a pilot in command of a light-sport aircraft if you hold a FAA issued medical certificate or a driver’s license. 

You must comply with any limitations placed on your driver’s license while  you pilot your light-sport aircraft. 

- IF you do not hold a driver’s license or FAA medical you can act as pilot in command of a glider (sailplane) or hot air balloon (lighter than air). Neither of these aircraft require a medical to fly.

You must also confess to any known medical condition that would hinder you from safely piloting your aircraft.

 

3. Pilot Logbook or Flight Records. FAR 61.51

You must log in your logbook:

-  time flown to obtain a new or additional rating. This time must be signed off by a qualified CFI.

-  (if you desire to carry a passenger) 3 takeoffs and landings within the previous 90.

- a Flight Review taken every two years.

- any endorsements that allow you to exercise additional privileges such as flying in Class B, C, or D airspace

- As a student pilot, your logbook will contain endorsements for you to fly solo, solo cross country, take a written test, or allow you to take your checkride among other endorsements
 

4.  Locating and Explaining 

Paperwork required on the aircraft “AROW”

Airworthiness Certificate

- This certificate is issued by the FAA after the aircraft has been inspected and is found to meet the requirements of 14 CFR Part 21 and is condition for safe operation.

- Must be displayed on the aircraft so everyone who uses the aircraft can reference it

- The certificate goes with the aircraft when sold unless it is sold to a foreign buyer

- It is issued as a Special Airworthiness Certificate when it applies to light-sport aircraft

- It can be a Special Light Sport Aircraft (S-LSA) or Experimental Light Sport Aircraft (E-LSA)

- This certificate is valid forever provided the aircraft has undergone an Annual Inspection performed by an authorized party (A&P, or if you have taken a short course - yourself – but only for your own aircraft) if your aircraft is an Experimental Light Sport Aircraft. And this inspection is logged in the aircraft maintenance log.

- Or in the case of a Special Light Sport Aircraft an Annual Inspection performed by an authorized party (A&P, or if you have taken the long course – yourself- but only for your own aircraft) or if the S-LSA is used for training or lease a 100 hour inspection performed by an authorized party. And this inspection is logged in the Aircraft Maintenance Log.

Aircraft Registration CFR 47.41

- This document provides evidence that the aircraft has been officially registered with the FAA

- It is issued to the aircraft owner

- It is valid unless the aircraft has been sold to a foreign entity, cancelled by the owner, the aircraft has been destroyed or scrapped, ownership is transferred (new owner will get a new registration from the FAA), or the present owner has lost their US citizenship.

- This document must be renewed every three years

Operating Limitations

- These are issued when the airworthiness certificate is issued

- These limitations are specific to the aircraft

- These are good as long as the Airworthiness Certificate is valid

- If you have an E-LSA you may have two sets of Operating Limitations – Phase I and Phase II. Phase I refers to the initial testing phase of your experimental aircraft to insure it is safe to fly. Phase II becomes effective when the Phase I hours have been flown off and the logbook endorsed. If you seriously modify your experimental aircraft you return to Phase I operations until you are sure the modifications are sound and the aircraft is safe, then you can return to Phase II, after making a notation in the maintenance logbook. 

- Often times the limitations are a copy of FAR 61.315

- Other times they are created by the manufacturer and have specific aircraft limitations defined and are also contained in the Pilot Operating Handbook

- Limitations cover weight and balance, powerplant, flight limits and other pertinent issues

Placards

- These are signs on the aircraft that have a direct bearing on the safe operation of the aircraft.

- They are located in conspicuous places and their information is often reproduced in the Operating Limitations or Pilot Operating Handbook or they may have been produced based on a Safety Directive

- They range from “Solo Front Seat Only” to “Passenger Warning” to “Minimum Fuel Octane 91” etc.

Instrument Markings

- Each instrument, flight control, and switch must be marked so their function and use is readily identified.

- If an instrument is not working and is not required for the safe operation of the aircraft, it must still be labeled “INOP” before flight is commenced

-  

Weight and Balance

- This document is produced by the manufacturer and contains information such as maximum gross weight, empty weight, CG settings, minimum front seat weight, etc.

- The information is also available in the Pilot Operating Handbook

AREAS COVERED IN THIS SECTION - AIRWORTHINESS REQUIREMENTS - WEATHER INFORMATION

1. Required Instruments And Equipment

- The Operating Limitations and Pilot Operating Handbook will list required instrumentation or equipment needed for the safe operation of your PPC

- If any of these items are “INOP” a flight should not be considered until they are fixed by an appropriately rated A&P mechanic or yourself if you have taken the appropriate training.

- If an instrument is not operative but is not required for the safe operation of the flight you may consider a flight but must label the inoperative instrument “INOP” until it is repaired

2. Safety Directives FAR 91.327

- Are issued when a component on your light sport aircraft needs to be changed or repaired based on a defect that affects the safe operation of your aircraft

- Safety Directives are issued by the manufacturer and not the FAA

- They are mandatory for S-LSA aircraft but not for E-LSA – however, you should really consider repairing something on your experimental that the manufacturer says needs to be repaired if you are going to safely leave the ground!

- Will list tools required, parts needed, whether it is going to be a complicated repair, who is qualified to perform the repair, detailed instructions, and inspection and test methods

- Safety Directives take the place of Airworthiness Directives for light-sport aircraft 

3. Maintenance/Inspection Requirements and Appropriate Record Keeping

- E-LSA – Annual Condition Inspection must be recorded in the aircraft maintenance log ---- performed by A&P or owner if having taken a maintenance course qualifying them to do repairs on their own aircraft ----performed every 12 months

- S-LSA – Annual Condition Inspection must be recorded in the aircraft maintenance log ---- performed by A&P or owner if having taken a maintenance course qualifying them to do repairs on their own aircraft ----- performed every 12 months or if aircraft is utilized for training - every 100 hours  

WEATHER INFORMATION

1. Obtaining weather information

- Utilize Flight Service (800) WX-BRIEF – this provides weather information, NOTAMS affecting your airport or route of flight, relays information on TFRs that might be in effect, you are also on record for researching the weather for your flight

- You can utilize the internet – Ryancarlton, Weatherunderground, Blastvalve…

- Regardless of what these sources tell you, you must see what is happening on the field!

- Reference weather material – lapse rate – High/Low Pressure-Warm/Cold Fronts-Isobars and their indication of wind speeds-define favorable weather parameters

2. Making an informed “Go/No-Go” decision based on the weather

- Note regional weather and its movement

- Note winds aloft and on the surface

- Note the short term forecast

- Weigh your skill in relation to the anticipated effects of weather on your flight

- Note Density Altitude

· Pressure altitude adjusted for temperature

· Compared to a normal day 29.92 @ 59 degrees F at sea level

· Higher the Density Altitude the less performance from all components of the aircraft – less horsepower – less lift – less thrust

· Longer take-off roll – lower climb rate

- Take all of these factors and look at your field…….

· Field length

· Length of grass – higher grass grabs wheels longer take-of roll

· Obstructions

· Rough or smooth field?

- Go/No-Go Decision based on all the above factors

- If “Go” where is your reject point? – the point where you can reject the take-off and roll to a safe stop

- A reject is based on the criteria that you have not only lifted off but also have a positive rate of climb

3. Inadvertent entry into IMC – adverse weather

- Must have 3 miles visibility and reference to the ground

- Reduced visibility = Reduced safety

- Flight into rain or storms introduces the possibility of turbulence – sometimes severe

- If you inadvertently fly into a IMC (instrument meteorological conditions) (clouds – fog- etc.) immediately execute a 180 degree turn to get out

- Climb until you are on top – FARs allow for the pilot in command to vary from any regulation if they must do so for the safety of flight

Weather Study

- Weather is caused by the uneven heating of the earth

- Winds flow clockwise around a High Pressure area

- Winds flow counter-clockwise around a Low Pressure Area

- Warm Fronts are slow moving – stable winds-but long periods of reduced visibility due to fog or drizzle

- Cold Fronts are fast moving – violent weather-thunderstorms

- Isobars link areas of equal pressure on a weather map – the closer they are on the map the higher the wind - the further apart they are the lower the wind

- Lapse Rate – the rate in which the air cools as we increase our altitude….. 2 degrees C or 3.5 degrees F per 1,000’

- Dewpoint – the temperature at which the air becomes fully saturated with moisture and it condenses

- When the temperature and dewpoint are within 3-4 degrees you can anticipate fog