All Questions

Uncategorized

All Questions

1 / 308

Category: Tandem Wheel Launch

1. Which statement is true regarding FAA inspection of your tandem rig for compliance with FAR 103?

They can inspect it by written notice only.

They are not allowed to inspect your rig while you're engaged in tandem operations.

They are allowed to inspect your rig at any time.

Only allowed by FAA maintenance inspectors are allowed to inspect your rig.

2 / 308

Category: Tandem Wheel Launch

2. Regarding FAR 103 maximum weight, fuel, and deployable safety devices. Which statement is true?

The cart can weigh 311.9 pounds + fuel + reserve + flotation.

The cart can weigh 253.9 pounds + fuel + reserve + flotation.

The cart can weigh 253.9 pounds + fuel and no other accessories.

The cart can weigh 311.9 pounds + fuel.

3 / 308

Category: Tandem Wheel Launch

3. You're taxiing in a crosswind with the wing overhead: (check all that apply)

The wing will be angled into the wind.

You're at increased rollover risk.

The wing will be angled downwind.

This is the preferred method for taking off downwind.

4 / 308

Category: Tandem Wheel Launch

4. What could make a tandem cart a Light Sport Aircraft instead of an exempted 2-place ultralight?

If it weighs more than 254 or more pounds excluding deployable safety devices.

It carries more than 4 and less than 5 gallons of gas.

It was built to LSA specifications even if it qualifies as an ultralight.

It weighs more than 312 or more pounds excluding deployable safety devices.

5 / 308

Category: Tandem Wheel Launch

5. If you are light on a big wing...(check all that apply)

You're less likely to tip over since extra lift helps stabilize the cart during taxi.

You're more likely to tip over since an off-centered wing exerts more pull.

Wing size won't have any influence on likelihood of tipping over.

Windy or gusty conditions become especially dangerous.

6 / 308

Category: Tandem Wheel Launch

6. You notice that the front wheel(s) is lifting off at the same time as the back wheels. Which statement is true?

It's normal for the front and back wheels to liftoff at the same time.

That's not desirable. You want the front to liftoff before the back.

That's not desirable. You want the back to liftoff before the front.

7 / 308

Category: Tandem Wheel Launch

7. Which of the following would make the cart tilt more nose-down? (check all that apply)

Adding weight to the front.

Using up fuel while in flight.

Move the connection point/hook in point back.

Move the student aft.

Move your seat aft.

8 / 308

Category: Tandem Wheel Launch

8. Which statement is true regarding communications?

Communicating with your student while in flight can be great way to teach while flying.

Communication is not necessary while flying tandem.

Communicating is easy by simply yelling since you're so close.

9 / 308

Category: Tandem Wheel Launch

9. Relative to solo cart launches, Tandems have (check all that apply)

Heavier cart which may need much more takeoff space.

Longer lines on bigger wings will take more time and distance for the wing to come up.

Without A-assist, you'll likely have to hold the A's longer on no-wind launches.

It's safe to have the student hold the A's for you.

10 / 308

Category: Tandem Wheel Launch

10. Wheeled tandems require extra care in the following ways... (check all that apply)

Briefing about what to do with student's hands and feet.

Extra caution of what kind of terrain to fly over in the event of a motor out.

Making sure the student can't ACCIDENTALLY steer the cart.

A way to ensure the student always has the ability to control the cart.

11 / 308

Category: Tandem Wheel Launch

11. A tandem cart must weigh less than

254 pounds not including fuel or deployable safety devices

312 pounds not including fuel or deployable safety devices

254 pounds including fuel, but not including deployable safety devices

312 pounds INCLUDING passenger, fuel, and deployable safety devices

254 pounds period with no allowances

12 / 308

Category: Tandem Wheel Launch

12. One of the most likely ways that a student gets hurt DURING A TANDEM is

The cart hits something that you didn't see, or it rolls over.

Prop strike.

Oscillation after liftoff.

Student control error during takeoff or landing.

Instructor control error inflight.

13 / 308

Category: Tandem Foot-launch

13. When landing a foot-launch tandem, what is an important thing to consider?

To have the student be prepared to turn around.

To have the student take the controls to kite the wing.

To have the student hold the risers to stay out of your way.

To hold the student to prevent falling if the wing starts pulling in an unwanted direction.

14 / 308

Category: Tandem Foot-launch

14. Why is it important to do a preflight briefing with your student/passenger before flight?

The student may run to exhaustion which will make the landing more difficult.

The student must know to continue running until completely airborne.

The student must know to get in the seat as soon as they feel any lift.

The student must know which controls to apply during the takeoff run.

15 / 308

Category: Tandem Foot-launch

15. Launch assistance is useful, but the helpers have been seriously injured by the prop. To mitigate that risk (check all that apply)

Brief them to hook their hand or arm around something while pulling.

Tell them about the extreme propeller risk.

Tell them where to hold and how to get away immediately after letting go.

Make sure they only pull with something that can be released easily.

ONLY let them pull on the outmost hoop of the cage.

16 / 308

Category: Tandem Foot-launch

16. Besides good judgment, what is the most important skill you can have to ensure safe tandem flights?

A high level of wing handling (ground handling) skill.

Having the newest and most appropriate equipment.

Having a thorough understanding of weather and meteorology.

Having the ability to do big wingovers and aggressive maneuvers on your solo wing.

17 / 308

Category: Tandem Foot-launch

17. High wind operations on tandems (select all that apply):

Increase the risk of being dragged because of the large wing.

Are especially risky because the instructor must also take into account the fact that the student doesn't know what to do.

Are more manageable than solo because the tandem gliders are easier to manage.

Are best conducted in the shadow of a tree line or building.

18 / 308

Category: Tandem Foot-launch

18. Foot launching in moderately strong winds: (check all that apply)

Will be easier if you have trained assistants to help.

Is less susceptible to turbulence with upwind obstructions.

Carries risk that is dramatically dependent on the tandem pilots skill.

In general, it's riskier than low wind launches even for skilled pilots.

19 / 308

Category: Tandem Foot-launch

19. What is the most important structural concern for tandem flights?

A secure connection of the paramotor to the instructors harness.

A secure connection from the wing to the paramotor frame.

A secure connection from wing to the instructor and student harnesses.

20 / 308

Category: Tandem Foot-launch

20. Foot launched tandem is difficult because: (check all that apply)

The pilot and passenger need to run fast while not tripping each other in the process.

Students/passengers frequently stop running too early and/or sits down before liftoff.

The larger wing is usually lightly loaded.

The larger wing has longer lines and takes more time to bring the wing completely overhead.

21 / 308

Category: Tandem Foot-launch

21. What are some other factors to take into consideration when doing a foot launch tandem? (check all that apply)

The tandem pilot should always carry a copy of the FAA exemption letter and proof or their tandem rating in order to be legal.

Tandem pilots can get distracted from their ordinary safety checks because of the passenger.

A larger wing is more lightly loaded making it more prone to collapse.

The heavier weight dramatically reduces climb performance over obstructions.

22 / 308

Category: Tandem Foot-launch

22. Foot launching in zero wind...

Is the easiest, least risky time to launch.

Is among the riskier and more difficult launches.

Requires the least amount of power.

Is the perfect time to take up the less athletic students.

23 / 308

Category: Tandem Foot-launch

23. What is the number one (most common) cause for failing a tandem launch and possible injury?

Student/passenger stops running and/or sits early during the launch.

Collision with obstructions.

Prop injury to student while starting the motor.

Line burns from handling the large tandem wing.

24 / 308

Category: Tandem Foot-launch

24. Aside from distributing the load, what is one of the benefits of using a tandem bar?

It prevents the student from falling.

The bar helps keep the student running in the desired place & direction.

It gives the student a place to put their legs after launch or landing.

It prevents damage to a machine if the student stops running.

25 / 308

Category: Tandem Foot-launch

25. What are some of the important things you can say/mention in a briefing before doing a foot launch tandem? (check all that apply)

"When you start to feel lifted, you will be tempted to sit. Don't do it, keep on running until I tell you."

"As we run, you don't need to pull us like a horse pulling a carriage, you need to just keep your knees up as you're being pushed forward."

"If you think we need to go right, just start running right and I'll follow you."

"Once you start to feel like you're being lifted up, lift your legs so I can run full speed."

"This is where/how you'll want to place your hands during launch and landing."

26 / 308

Category: Tandem Foot-launch

26. Which statements are true regarding tandem spreader bars? (select all that apply)

Spreader bars help keep the student some distance forward of the instructor.

They come in MANY varieties and should be tested on a simulator before first flight on a different/new motor.

They only carry the weight of the passenger.

They only carry the weight of the pilot.

27 / 308

Category: PPG Tandem Instructor

27. The wing you choose for flying tandem is critical. What are some important considerations to keep in mind when selecting a wing? (select all that apply)

You must be able to reach the brake toggles.

Tandem wings must be flown in their manufacturer recommended weight range.

Smaller, more heavily loaded models reduce takeoff speed.

Tandem gliders typically have shorter risers to make reaching the brakes easier.

Larger gliders are easier to inflate.

28 / 308

Category: PPG Tandem Instructor

28. Any tandem setup must ensure the following: (check all that apply)

That the instructor can reach the brakes from their stowed position inflight.

That the student stays directly in front of the instructor and doesn't swing out to the sides or behind.

That the student can operate the trimmers inflight.

That the student can start or stop the motor from his inflight seating.

29 / 308

Category: PPG Tandem Instructor

29. With most paramotors, what happens as you burn fuel during flight?

The center of gravity changes slightly and the front passenger (foot-launch) or front wheel(s) (wheel-launch) will be slightly lower.

The center of gravity changes slightly and the front passenger (foot-launch) or front wheel(s) (wheel-launch) will be slightly higher.

As you burn fuel, it will have no effect on center of gravity or tilt angle.

30 / 308

Category: PPG Tandem Instructor

30. Relative to a solo glider, the time it takes for a tandem glider to oscillate from left to right is...

Longer/slower than a solo glider.

About the same as a solo glider.

Shorter/faster than a solo glider.

Tandem wings do not oscillate.

31 / 308

Category: PPG Tandem Instructor

31. Relative to a solo glider, the time it takes to swing under the glider during landing flare is...

It may take longer to swing under on a tandem wing due to longer lines.

It takes a shorter amount of time to swing under on a tandem wing.

It takes the same amount of time regardless of what size the wing is.

It's not a factor that we need to worry about when flying tandem.

32 / 308

Category: PPG Tandem Instructor

32. When flying foot launc, tandem pilots should...

Avoid flying downwind less than 100' above the ground.

Avoid flying upwind less than 50' above the ground.

Avoid flying crosswind less than 100' above the ground.

There is no difference from a solo wing for height above the ground.

33 / 308

Category: PPG Tandem Instructor

33. Relative to a solo glider, rapid descent maneuvers (Big ears, B-line stall, Spiral dives) on a tandem wing are:

The same level of difficulty.

More difficult to do.

Slightly easier to do.

34 / 308

Category: PPG Tandem Instructor

34. Which statements are true regarding carabiners for tandem flight? (select all that apply)

Should be stronger than the carabiners used for solo flight.

Should be replaced on a regular basis.

Need to only be replaced if scratches or cracks are observed.

Should be of the "Quick-out" variety.

Have failed on tandem flights causing fatalities.

35 / 308

Category: PPG Tandem Instructor

35. Which statement is true regarding the brake pressure you'll feel on a tandem wing vs a solo wing?

The brake pressure will feel the same as what you feel on a solo wing.

The brake pressure will feel stiffer/stronger than what you feel on a solo wing.

The brake pressure will feel lighter/weaker than what you feel on a solo wing.

36 / 308

Category: PPG Tandem Instructor

36. In general, the maneuverability of a tandem glider compared to a solo glider is typically...

Worse than a solo glider.

About the same as a solo glider if the weight range is adhered to.

Slightly better than a solo glider.

37 / 308

Category: PPG Tandem Instructor

37. Tandem flights are useful for teaching students how to get out of an oscillation. What is the best way to teach this?

This is not an important skill at this stage of training so just avoid oscillations altogether.

The instructor takes control of the brake toggles and has the student watch the corrective inputs. (Student observes the inputs)

Have the student talk you through the technique but don't allow them to touch the brakes so they don't make the oscillation worse.

Have the student take control of the brake toggles and the instructor can also place hands on the brake toggles to demonstrate the corrective inputs. (Student feels the inputs)

38 / 308

Category: PPG Tandem Instructor

38. When doing tandem flights, which statements are true? (check all that apply)

Only transfer control when it is safe to do so.

Ensure a positive control transfer and that each person knows who is flying. (Instructor says "you have the controls" and student acknowledges "I have the controls")

Give the student control when they are not expecting it.

The instructor should always have the controls during a tandem flight.

39 / 308

Category: PPG Tandem Instructor

39. What is the legal implication of flying while taking medications? (Pilots Handbook of Aeronautical Knowledge - Chapter 17)

While it would be unwise, there is no legal reason that prohibits it.

FAR 103 prohibits ANY flying while using any substance that advises against driving or operating machinery.

FAR 103 prohibits flying while using any drug that's not on its approved list.

If the medication affects flying, it would violate FAR 103.9 - Hazardous Operations

40 / 308

Category: PPG Tandem Instructor

40. Which statement is true regarding the transfer of control to a student?

Ensure a positive transfer is verbalized by you AND the student. ("You have the controls", "I have the controls")

Periodically surprise the student by handing over the control without notification.

Help the student by applying brake pressure without any explanation so that maneuvers are always done properly.

41 / 308

Category: PPG Tandem Instructor

41. Which statements are true regarding getting paid to fly tandem? (select all that apply)

You can be paid to fly with a photographer as long as the passenger is also a pilot.

You can be paid to take up a passenger for a pleasure/joy flight.

You can be paid to take a passenger as long as the purpose of the flight is instructional.

You cannot be paid to do a tandem flight unless you also have a commercial pilot license from the FAA.

42 / 308

Category: PPG Tandem Instructor

42. What does CG stand for?

Calculated gravitus - where the mass is centered in one particular axis

Center of gravity - where the mass is centered in one particular axis

Center of gravity - where the mass would balance from if hung from a wire

Calculated gravitus - where the mass would balance from if hung from a wire

43 / 308

Category: PPG Tandem Instructor

43. Regarding CG in tandem operations where the instructor is in the rear, moving the passenger forward will do what?

Tends to make the student lift off LAST

Tends to make the student lift off FIRST

Tends to aggravate the affects of torque

Tends to make launch easier

44 / 308

Category: PPG Tandem Instructor

44. Before flying a passenger the best way to ensure proper inflight hang angle is

Prior to flight, do a hang test with the student as he will be flown

Have a system in place where adjustments can be made during the launch run.

Have an automated system that adjusts balance upon loading the wing

Have one secure attachment position and brief the student on what will happen at liftoff.

45 / 308

Category: PPG Tandem Instructor

45. Which tandem flights REQUIRE informing the student of certain operational rules

ALL tandem flights

First tandem flight with a new student

First tandem flights with a student in last 90 days

All tandem flights conducted under FAR part 61

46 / 308

Category: PPG Tandem Instructor

46. Rotational inertia

Is higher if a weight (mass) is farther from the center of rotation

Is less if a weight (mass) is farther from the center of rotation

Is generally less on tandem flights

Does not affect MOTOR tandem operations

47 / 308

Category: PPG Tandem Instructor

47. Regarding incidents or Accidents (check all that apply):

You are REQUIRED to report any incident, accident involving a tandem flight.

Identifying information is NEVER publicized and does not even need to be reported.

We RECOMMEND reporting any incident, accident or malfunction involving a tandem that you observe.

Reports can be submitted to the Incident database on the USPPA website.

48 / 308

Category: PPG Tandem Instructor

48. Regarding pay, a Tandem Trainee may

Not get paid to fly tandem

Get paid to fly tandem if the student is at least a USPPA PPG 1 student

Get paid to fly tandem if the student is at least a USPPA PPG 2 pilot

Get paid to fly tandem on any tandem flight for which they are qualified

49 / 308

Category: PPG Tandem Instructor

49. A Tandem Trainee may fly tandem with the following as passengers (select all that apply):

A USPPA certified PPG 2 or higher pilot

A non-rated student who has at least started paramotor training

Any student pilot who has been properly briefed

A USPPA certified Tandem Administrator

50 / 308

Category: PPG Tandem Instructor

50. The USPPA Tandem exemption exempts what

FAR 103.1(a) and (b) for solo operations and weight limit

FAR 103.1(a) only for solo operations

FAR 103.1 and FAR 91.013 only for solo and commercial operations

FAR 103.3 and FAR 91.013 only for solo and commercial operations

51 / 308

Category: PPG Tandem Instructor

51. The FAA Tandem Exemptions for all organizations...

Must be renewed every 2 years and may be rescinded by the FAA at any time.

Are good until further notice.

Are now a permanent part of FAR 103 and 91.013 unless rescinded.

Are now a permanent part of FAR 103.

52 / 308

Category: PPG Tandem Instructor

52. Hazard is

a condition, circumstance or event that could increase risk

A TV show's fictional county in texas

the assessment of a condition, circumstance or event.

53 / 308

Category: PPG Tandem Instructor

53. Flying a machine that exceeds 254 pounds:

is permitted only while a tandem machine is being used for tandems

is permitted only to allow heavier occupants

is not permitted under FAR Part 103

violates the Light Sport rule

54 / 308

Category: PPG Tandem Instructor

54. Which of these are hazardous attitudes for flying? (select all that apply):

Invulnerability "It won't happen to me"

Impulsivity: "Do SOMETHING, and do it now"

Macho: "I can do it"

Resignation: "What's the use"

Anti-authority: "Don't tell me"

55 / 308

Category: PPG Tandem Instructor

55. Tandem instructors must carry (select all that apply)

Copy of FAA tandem license

Copy of FCC authorization if using FRS radios for communications

Copy of the FAR/AIM regulations

Copy of the current FAA Tandem Exemption issued to USPPA

Copy of USPPA Authorization as Tandem Instructor (Tandem Rating)

56 / 308

Category: PPG Tandem Instructor

56. One of your top critical tasks is

To have a system in place that insures you and the student are clipped in properly prior to launch

To have a quick release system that can be used under load

To have a manual emergency release for the student in case of ground drag

57 / 308

Category: PPG Tandem Instructor

57. Which source is a useful read to understand risk management?

Pilots Handbook of Aeronautical Knowledge - Chapter 2. By the FAA

Present Hazards and Aeronautical Knowledge.

Aeronautical Information Manual - Chapter 2.

Present Hazards and Aeronautical Knowledge - Chapter 2.

58 / 308

Category: PPG Tandem Instructor

58. An important way to assess risk includes understanding

Likelihood and severity

Weather factors vs weather forecasts

Weather impact and instructor skill

Quality control or preflight and inflight factors

59 / 308

Category: Instructor

59. Regarding reserve deployment practice, which is the best way to teach reserve deployment:

Have them verbally recite the steps in a simulator while you shake the simulator

Have them sit in a chair and practice the reserve toss motion

Have them draw on a whiteboard the steps for deployment

Have them sit in THEIR paramotor and have them practice deployment while you shake the machine.

60 / 308

Category: Instructor

60. Which statements are true regarding towing (check all that apply):

You should only do towing if you've had thorough training on YOUR towing gear.

Towing is safer with two people. One running the tow and another on radio with students.

Towing is safe if only low tows are done.

Towing is safe as long as a weak link is used.

Towing should not be done in calm wind.

61 / 308

Category: Instructor

61. Which of the following scenarios is an error a student is likely to make after takeoff.

The student reducing power and getting too close to the ground.

The student staying on full throttle and climbing thousands of feet.

Reaching for the A's after liftoff and settling back to the ground.

Pulling the rear risers instead of the brakes.

62 / 308

Category: Instructor

62. Which statements are true regarding the effectiveness of managing multiple students?

One instructor paying attention to one student, may not notice other students in need of assistance.

Some beginner students may require one-on-one interaction.

One instructor may be suitable for multiple students if they are already advanced with their skills.

It doesn’t matter how many students you have because all students learn at the same pace.

63 / 308

Category: Instructor

63. Which of the following statements are true regarding student response to situations (check all that apply)?

The instructor should ensure the student understands the response. (Have the student repeat the instruction)

Instructors should ensure that students can physically react appropriately. (Watch them do it on a simulator)

A fully articulating simulator is critical for practicing physical reactions.

Being able to describe reactions is sufficient for early students.

64 / 308

Category: Instructor

64. Select which statements are true regarding active flying (check all that apply)?

Active flying should not be taught unless the student has indicated a desire to do thermalling.

Active flying reduces the chance for collapses.

Active flying requires no adjusting. It's only holding steady hold steady brake pressure to reduce the likelihood of a collapse.

Active flying is constant adjusting, using the least amount of inputs necessary to keep the wing overhead.

Active flying involves using corrective brake inputs when the wing STARTS a motion.

65 / 308

Category: Instructor

65. Which statements are true regarding a student's first few solos (check all that apply)?

Instructor should make sure the student knows that the radio can fail. (And what to do if it does)

Instructor should do a pre-flight briefing to go over what is expected for the flight.

Instructor should not give any radio commands to ensure the student can do it on their own.

Instructor should give periodic instructions as necessary and provide assurance on the radio.

Instructor should allow time for radio instructions to be absorbed and understood. (Avoid talking too fast on the radio)

66 / 308

Category: Instructor

66. What are some options if a brake locks/tangles in the risers? (Select all that apply)

Panic and flailing is always good

First, continue flying the craft using rear risers (if necessary) and establish a climb. (Gain altitude)

Once on a safe path, look at the problem and try to solve it while continuing to fly.

Spend brief times working the problem then go back to flying. (Don't fixate on the problem)

Immediately go to the rear risers and land right away, regardless of the terrain below.

67 / 308

Category: Instructor

67. Aside from failed launches, how else can lines get damaged? (Which scenario is most common/likely?)

Aggressive use of brakes during kiting (Pumping the brakes too hard).

Catching lines on ground protrusions (Snagging the lines).

Aggressive use of brake lines above their pulleys.

Catching lines on fingers.

68 / 308

Category: Instructor

68. What are some of the likely ways students cause line damage? (check all that apply)

Starting a launch while pulling A's.

Starting a launch without any throttle applied.

Putting too much slack in the lines when doing a running start.

Doing an aggressive forward launch in too much wind.

Using too much power (throttle) during the inflation.

69 / 308

Category: Instructor

69. If a student does not meet the minimum skills for a rating, what should you do?

Explain a course of action, recommend limitations, explain that ratings are merely a tool. Encourage the student to continue developing their skills.

Give the student a set number of flights to accomplish and offer to give the rating after those are done.

Don't do any explaining, tell the student that this sport isn't for them and encourage them to pursue other interests.

70 / 308

Category: Instructor

70. Besides helping your student survive and thrive, your position as a USPPA instructor can? (check all that apply)

Help preserve our sport as a minimally regulated way to fly. (Lead by example)

Encourage your students to leave a site in a way that welcomes future flyers. (Teach proper etiquette)

Work with airports and other neighbors to improve our welcome. (Foster good relationships)

Help ensure fellow instructors are thorough and only give ratings to those who EARN them. (Inform the USPPA if thats not the case)

71 / 308

Category: Instructor

71. What are some important considerations to take into account when checking pockets before a flight? (Select all that apply)

You should ensure nothing will fall out of a students pockets that could go into the prop.

Pockets should always be empty, even if they have zippers.

It may be wise to fly with a phone or other communication device in case you land out and need to contact someone.

Cargo pockets that are full, might make it more difficult to slide into the harness.

72 / 308

Category: Instructor

72. Which statements are true regarding the use of speedbar/trimmers? (check all that apply)

Being heavily accelerated makes a front tuck more likely on reflex gliders if the main brakes are also being pulled.

Speedbar and trimmers should never be used at the same time.

Makes a front tuck less likely as long as some brake pressure is held.

Wing manufacturers will generally give instructions on the appropriate use of speedbar/trimmers. (Consult the wing manual)

73 / 308

Category: Instructor

73. A student calls you to explain they found an easy way to practice forwards by getting towed with a truck. How should you respond?

Suggest limitations on speed.

Suggest limitations on rope length and use of a weak link.

Inform the student of the risk involved. This is among the riskiest things they can do.

Ask to be included in their will.

74 / 308

Category: Instructor

74. Which statements are true regarding a reserve? (check all that apply)

Carrying one makes sense if a pilot will be flying high enough to use it.

Carrying one introduces the chance for accidental deployment.

If you have a reserve, it would be wise to know the PLF (parachute landing fall) technique and practice it.

Motor students should not carry reserves during any part of training.

75 / 308

Category: Instructor

75. Which of the following is the most important aspect of preflight checklists?

They should be used EVERY TIME.

They should be THOROUGH.

They should be memorized verbatim.

They need to include the glider and weather elements.

76 / 308

Category: Instructor

76. You notice a student continually flies low over unlandable terrain. What could you say? (Select all that apply)

“We choose our own risks once we leave training, but while here, I need you always keep a safe landing option.”

“It's not a matter of IF, it's a matter of WHEN your motor will quit. You should always have an out.”

“Part of my goal is to help you understand the risks, and to know the consequences. Here's what can happen...”

“Motor failure is extremely rare and we fly pretty slow so don't worry about whats below.”

77 / 308

Category: Instructor

77. What's a good response on how to land if a brake line or toggle comes disconnected?

Land using the middle risers for steering

Land using the throttle for flare and the remaining brake for its limited steering

Land using no brakes using only thrust to shallow the descent.

Land power off using the remaining brake but minimize its use

Land using the rear risers, consider using thrust to shallow the descent (if it makes sense to do so).

78 / 308

Category: Instructor

78. Which statement is true regarding the use of brakes to get off the ground during launch?

Can cause the wing to fall back if used too early.

Is not recommended in most cases.

May cause a front tuck.

May cause a wing collapse.

79 / 308

Category: Instructor

79. Which statements are true regarding teaching new students? (Select all that apply)

It’s best to teach new students on beginner friendly wings rather than advanced wings.

Most students will benefit from your advice for picking gear to learn on.

Students should learn on “spicy” wings to keep them on their toes.

It’s beneficial to teach a student to ground handle the wing before they attempt to fly it.

80 / 308

Category: Instructor

80. Steering somewhat upwind while flying a path in a crosswind (crabbing) is useful for what? (check all that apply)

Understanding the difference between heading and ground track.

Understanding the difference between glide slope and glide angle.

Getting used to “slipping” in to a landing if too high on the approach.

Getting use to what it may look/feel like on base leg of a landing pattern.

81 / 308

Category: Instructor

81. You're getting a student to land on a spot with obstructions present. Which statement is correct?

The student should look at the obstruction.

Establish a path to the spot then fixate on the obstruction.

Establish a path to the spot then concentrate on that path and the spot (not looking at the obstruction).

Look at the spot most of the time but also keep staring at the obstruction.

82 / 308

Category: Instructor

82. What is the most effective way to teach safety to your students?

On your safety presentation, cover the latest knowledge about how accidents happen.

Teaching by example. Practice safety in all your actions, explaining your decisions when the opportunity arises.

Review accidents & incidents, explaining when opportunity arises.

Insist on mastery of each skill before allowing the student to advance. Skills alone teach safety.

83 / 308

Category: Instructor

83. Which statements are true regarding gust fronts? (select all that apply)

A gust front is always visible before it hits.

A gust front can be many miles away from the causing source.

Gust fronts are usually associated with thunderstorms.

A gust front is a horizontal inflow to a thunderstorms or large cumulus cloud.

A gust front is a horizontal outflow from a sudden descending mass of air.

84 / 308

Category: Instructor

84. Sunrise was at 7 AM. Your student has been trying to launch all morning. It's now 10:30 am on a sunny day. What is the safest option?

It's probably best to stop training and wait for another flight window.

Continue with training but don't allow flights to go beyond 10 minutes.

Continue with training but don't allow flights to go above 200 feet.

Continue with training as long as the student says they are OK flying in the stronger thermal conditions.

85 / 308

Category: Instructor

85. What should you consider when launching a student near large obstacles like buildings or hills, especially if it feels calm?

This is a safe condition provided the student stays below 100 feet.

This is safe if the winds at the surface are less than about 5 mph.

You could be in a wind shadow with dangerous winds a few hundred feet up.

There is never a situation where this can be done safely.

86 / 308

Category: Instructor

86. A student starts oscillating on final approach. What are some ways to manage this? (select all that apply)

Have the student go hands up if it's safe to do so.

Have the student apply slight turning input.

Give radio instructions on which brake to pull and when.

Have the student do a go-around if they are high enough to do it safely.

87 / 308

Category: Instructor

87. Go arounds should be rehearsed before first flight. What are the ideal steps for a go-around?

Pull brakes to half and apply full power.

Pull brakes to half and go to half power.

Increase to half power, wait a few seconds, then gradually go to climb out power while easing hands mostly up.

Pull brakes to the maximum safe amount while easing up to full power.

88 / 308

Category: Instructor

88. A glider tends to overshoot your student during inflation. What tips can you offer? (check all that apply)

Let off the A's earlier.

Let off the A's later.

Go to the brakes earlier (brake check).

Setting the trimmers to a slower setting (if applicable).

Keep moving forward as the wing comes overhead (keep forward momentum).

89 / 308

Category: Instructor

89. What is the main risk of being heavy in the brakes while at full power?

Cravat.

Getting lines in the prop.

Getting a brake toggle in the prop.

Parachutal stall.

90 / 308

Category: Instructor

90. Regarding PG (paragliding) vs PPG (powered paragliding), which statement is true?

A PPG pilot has all the skills required to be a safe PG pilot.

PPG wings are always suitable for PG flying.

PG skills may be quite different than PPG skills and both have a unique curriculum for learning.

USPPA PPG ratings will permit you to show up and fly at any PG site.

91 / 308

Category: Instructor

91. What does a 6 to 1 glide ratio mean?

You will descend 6 feet for every 1 mph of speed.

You will descend 6 feet for every 100 feet of foward flight.

You descend 1 foot for every 6 feet of air distance.

Will descend 6 feet for every 1 foot of air distance.

92 / 308

Category: Instructor

92. You’re about to launch a new student on their first solo flight, when you notice Virga in the distance. Which statements are true? (Select all that apply)

Virga is no big deal, just send it.

Virga may be a sign that conditions are about to deteriorate.

It’s best to send students up in the safest conditions possible.

Virga may be a sign that conditions are about to improve.

93 / 308

Category: Instructor

93. If you fly a heavily loaded wing (over the recommended limit). Which statement is true?

If the wing collapses, it will be mild and easier to handle.

If the wing collapses, it will be more intense and harder to handle.

Collapses are more likely but easier to manage.

Collapses are more likely but harder to manage.

94 / 308

Category: Instructor

94. You have two students, one is lighter and one is heavier, and they will learn on the same wing. Which statement is true?

The heavier student will have a more responsive wing than the lighter student.

The heavier student will have a less responsive wing than the lighter student.

The difference in weight will have no effect on the wings responsiveness.

95 / 308

Category: Instructor

95. Which decision could an instructor make that could likely injure or kill a student?

Sending a student up on a wing where they are in the upper weight range.

Sending a student up on a wing where they are in the lower weight range.

Sending a student up on a responsive/advanced glider.

Sending a student up on a beginner glider.

96 / 308

Category: Instructor

96. Which statement is the most accurate regarding wings/gliders for new students to learn on?

A student should learn on the easiest inflating glider they can afford.

A student should learn on a small wing since it will inflate easier.

A student should learn on a large wing to make takeoff and landing slower.

A student should learn on a wing that is sporty enough to learn more advanced flying skills after training.

A student should learn on a wing that is rated for beginners AND within the recommended weight range for that specific wing.

97 / 308

Category: Instructor

97. Why is it important to check a glider's weight range, as recommended by the manufacturer?

It can be mostly ignored because all gliders of the same size have the same characteristics in flight.

It is important because it reflects the weight range where the manufacturer tested the glider for safety.

It is important because it is the primary metric for choosing a student's glider.

It can be mostly ignored because the weight range is a secondary metric to the wings rating.

98 / 308

Category: Instructor

98. All other things being equal, being light on a wing does what to the wing? (Select all that apply)

Increases the chance for wing malfunctions/collapses.

It changes how responsive the brake inputs will be.

The wing will be easier to inflate.

The wing will have a lower sink rate.

99 / 308

Category: Instructor

99. What is one of the ways that paraglider wings maintain internal pressure?

Cross vents (or ports) that allow internal left/right airflow between the cells.

Using small lines to induce turbulent airflow.

Nylon rods to create internal turbulent flow.

Specially shaped fabric that bulges when pressurized.

100 / 308

Category: Instructor

100. Why is it risky to fly deep in the brakes?

It's not risky, it's recommended for flying in thermally conditions.

It's not risky, it's recommended for landing approach in turbulent conditions.

Its risky because the pilot could be close to stalling or spinning the wing.

It's risky because the pilot might fatigue and have less strength for the flare.

101 / 308

Category: Instructor

101. Which statement is true regarding rotor?

Rotor is swirling air that forms just windward and below certain shaped obstructions.

Rotor is swirling air that happens downwind of certain obstructions.

Rotor is swirling air that forms just windward and above certain shaped obstructions.

Rotor is turbulent air that forms downwind of weak thermals.

102 / 308

Category: Instructor

102. What is mechanical turbulence?

It's when air gets disturbed after a prop or wing has just flown by.

It's when air is disturbed by thermal interaction with wind shear layers.

It's when air flows over obstructions, and the normal wind flow is disturbed and becomes eddies and other irregular air movements.

It's when air starts to swirl air under mountain waves.

103 / 308

Category: Instructor

103. Which statements are true regarding towing? (check all that apply)

Towing is extremely risky if not done with trained skill, vigilance, and discipline.

Towing can be a good way to get students repetitions at takeoffs and landings.

Towing is a nearly accident-free activity.

Most towing accidents were preventable by the tow operator.

Towing is easy and should be used even without proper tow training.

104 / 308

Category: Instructor

104. What is one of your most important jobs as an instructor while teaching PPG 1 students?

To ensure students will respond promptly and automatically to your commands during their first few flights.

To ensure students have a useful understanding of weather and airspace.

To ensure students have a working knowledge of collapse recovery.

To ensure students have a working understanding of aerodynamics.

105 / 308

Category: Instructor

105. Which of the following can cause or aggravate wing surging/pitch control? (Select all that apply)

Turbulent and gusty air.

Erratic use of the brakes.

Erratic use of the throttle.

Keeping a steady high power setting.

106 / 308

Category: Instructor

106. Increasing thrust affects flight path angle (FPA) and Angle of Attack (AoA) how?

Decreases AoA slightly, increases FPA

Increases AoA slightly, mostly increases FPA

Increases AoA mostly, and makes no change in FPA

Does not increase either on its own, brakes must also be applied

107 / 308

Category: Instructor

107. An airfoil is “stalled” when (check all that apply)

Lift exceeds drag

The “critical Angle of Attack (AoA)” has been exceeded

Airflow has significantly separated from the top and drag goes way up

A “full stall” in a paraglider is different in that it is more like a falling sheet than a typical airfoil stall

A “Full Stall” in a paraglider has normal airflow over the first half of the wing

108 / 308

Category: Instructor

108. Regarding paraglider airfoils and lift (check all that apply)

Airfoils efficiently redirect air downward to make lift

When air starts to separate from the top, efficiency decreases

When air starts to separate from the top, drag decreases

When air starts to separate from the top, lift decreases

109 / 308

Category: PPG 2 Wheel Launch

109. What makes a craft more “PPG” and less “PPC” (select all that apply)

A PPG motor generally has more power than a PPC motor.

A PPG motor generally has less power than a PPC motor.

A PPG controls the wing using hands while a PPC uses foot inputs.

A PPG uses a more elliptical wing than the squarish PPC wing.

A PPG is usually lighter in weight than a PPC.

110 / 308

Category: PPG 2 Wheel Launch

110. On landing in moderate or stronger wind:

While the wing is up, there is a reasonable chance of rolling backwards or tipping over.

It's best to turn the cart sideways and bring the wing down downwind.

Bring the wing down upwind of the cart to avoid tipping over.

111 / 308

Category: PPG 2 Wheel Launch

111. What are the top 2 causes of injuries with carts (select the top 2)?

Attempting to launch while the wing is oscillating.

Body contact with spinning prop.

Abnormal wing deflation during launch.

Cart “spinout” due to uneven liftoff.

Rolling over during launch or taxi.

112 / 308

Category: PPG 2 Wheel Launch

112. During launch, you notice the wing is off-centered slightly to the right. What should you do?

Turn the wheel(s) of the cart slightly right to reduce the odds of tipping over.

Turn the wheel(s) of the cart slightly left to bring the wing back.

Apply full throttle to take off quickly before you tip.

Keep the cart straight and increase brake pressure.

113 / 308

Category: PPG 2 Wheel Launch

113. Which statement is true regarding wheel launching in strong winds?

The heavier weight of the cart will prevent rolling backwards.

It is better not to have assistants pull the cart during inflation.

The cart is likely to roll backwards when the wing inflates.

You'll need to hold the A's longer during inflation.

114 / 308

Category: PPG 2 Wheel Launch

114. Regarding takeoff distance using a cart:

Expect a longer takeoff roll compared to foot launching.

Expect a shorter takeoff roll compared to foot launching.

There should be no difference in takeoff ground roll/run distance.

The cart will have a shorter roll in no wind and a longer roll in high wind compared to foot launching.

115 / 308

Category: PPG 2 Wheel Launch

115. On the takeoff roll, once the wing is fully centered overhead the pilot should:

Concentrate on steering with the nosewheel to stay under it

Concentrate on keeping the wing centered using the brakes with only minimal nose wheel steering

Keep significant brake applied to get weight off the wheels as much as possible

Use wheel steering input slightly opposite to the wing to bring it back overhead

116 / 308

Category: PPG 2 Wheel Launch

116. In windy conditions (over about 10 mph), for unassisted launch and landing, carts are

Harder to manage

Easier to manage

About the same

117 / 308

Category: PPG 2 Wheel Launch

117. Which statement is true regarding wheel launch vs foot launch?

Carts are less subject to pendular action.

Wheels render the need for an assisted launch unnecessary.

Wheels make it more difficult to launch in no wind.

Wheels make it easier to launch in no wind.

118 / 308

Category: PPG 2 Wheel Launch

118. If a heavier pilot flies a machine (motor and wing) normally flown by a lighter pilot: (select all that apply)

You will require less speed to take off.

You will require more speed to take off.

If no adjustments are made, the machine will tend to fly more nose down.

If no adjustments are made, the machine will tend to fly more nose up.

The wing will be more dynamic due to heavier loading.

119 / 308

Category: PPG 2 Wheel Launch

119. Regarding control during launch

It's better to minimize wheel steering input

It's better to primarily use wheel steering input

Only use wheel steering once the wing is up and overhead

Only use brake steering once the wing is up and overhead

120 / 308

Category: PPG 2 Wheel Launch

120. On takeoff, best practice is to

Commit to only taxi power until the wing is stable and tracking with the cart, THEN apply more throttle for takeoff.

Commit to full power. As the wing comes overhead, dampen it, steer towards it, liftoff.

Hold full power. Do not steer the cart, let the wing stabilize overhead without using brakes.

Keep you hands up during the process and let the wing stabilize while holding full power through liftoff.

121 / 308

Category: PPG 2 Wheel Launch

121. Refer to the illustration. Regarding “Thrust Line” (#8):

Having it up slightly helps keep prop blast from disturbing the wing.

Having it angled up makes the launch less efficient.

Having it angled up makes the acceleration slower.

122 / 308

Category: PPG 2 Wheel Launch

122. #2 is showing the hook in points, there are 4 (represented by white circles with black numbers). Moving the attachment point forward from hole 3 to 2 (forward) will affect takeoff by:

Making the front wheel(s) come off earlier

Making the rear wheel(s) come off earlier

Have no effect on when the wheels come off

123 / 308

Category: PPG 2 Wheel Launch

123. Number 3 is pointing to the A-assist. It should only pull on the A's until the wing is overhead. If it's not adjusted properly, what can happen? (select all that apply)

If it's too loose (long), it won't assist with inflation.

If it's too tight (short), it will over pull the A's and may cause a front tuck.

If it's too lose (long), it will make inflation easier.

If it's too tight (short), it will take longer for the wing to come up.

124 / 308

Category: PPG 2 Wheel Launch

124. What does the A-Assist do on a cart? (Select all that apply)

Pulls the A riser all the way until liftoff.

Pulls the A riser until the wing comes overhead.

Acts as a speed bar and pulls the speed system until liftoff.

Acts as a speed system until the wing comes overhead.

125 / 308

Category: PPG 2 Wheel Launch

125. The number 3 is pointing to a thin grey line. What is this grey line?

The A-assist

The Line holder

The wing helper

The riser holder

126 / 308

Category: PPG 3 Wheel Launch

126. What will increase the risk of tipping/rolling over? (select all that apply)

Having a high center of gravity.

Having a low center of gravity.

Having the wing off centered while using brake inputs.

Turning in the same direction of a wing that is off centered.

Turning in the opposite direction of a wing that is off centered.

127 / 308

Category: PPG 3 Wheel Launch

127. A cart with a wider wheel base will have?

More rotational inertia

Less rotational inertia

The same rotational inertia

128 / 308

Category: PPG 3 Wheel Launch

128. Rotational inertia is increased by (select all that apply):

Increasing the distance of a mass from its center of rotation

Decreasing the distance of a weight from its center of rotation

Increasing mass

Decreasing mass

129 / 308

Category: PPG 3 Wheel Launch

129. What is rotational inertia?

Resistance to changes in rotational speed.

Resistance to horizontal movement of rotating mass.

Resistance to vertical movement of a rotating mass.

Tendency of a rotating mass to reduce rotational rate.

130 / 308

Category: PPG 3 Wheel Launch

130. In flight with turbulence, carts tend to:

Swing more (left/right swing) because of increased mass

Swing less (left/right swing) because of wheel drag

Swing left/right about the same as foot-launch

131 / 308

Category: PPG 3 Wheel Launch

131. Comparing foot-launching with cart launching using the same motor, the increased drag of the cart will:

Slow the speed and increase the climb rate

Have no effect on speed and reduce the climb rate

Have no effect on speed or climb rate

increase the speed and reduce climb rate

132 / 308

Category: PPG 3 Wheel Launch

132. Which statement is true when you use the same wing for wheel launch as you do for foot launch?

The wheel launch configuration will fly faster because of the increased weight.

The wheel launch configuration will fly slower because of the increased drag.

The wing will fly the same speed on both configurations.

133 / 308

Category: PPG 3 Wheel Launch

133. Which statement is true when comparing wheel launch vs foot launch?

Carts yaw left/right less than foot launch.

Carts yaw left/right more but at a slower rate than foot launch.

Carts yaw left/right about the same amount and same rate as foot launch.

Carts yaw left/right more and at a faster rate than foot launch.

134 / 308

Category: PPG 3 Wheel Launch

134. If the cart is properly balanced, what should happen on takeoff?

The nose/wheel(s) should lift off first.

The nose/wheel(s) should lift off last.

All the wheels should lift off at the same time to avoid a torque turn.

The nose/wheel(s) should lift off last unless you are using full power.

135 / 308

Category: PPG 3 Wheel Launch

135. Which statement is true regarding the load-bearing elements (carabiners) on a cart?

The carabiners don't need to be any stronger than the ones used in foot launch.

They must be strong enough to carry the load of the pilot, cart and accessories. (They are usually stronger than foot launch carabiners)

Need to be at twice as strong as those used for foot launch.

They must be strong enough to support the initial inflation of the wing.

136 / 308

Category: PPG 3 Wheel Launch

136. Having line holders higher on the cart (check all that apply)

Increases the stress on them during initial inflation

Decreases the stress on them during initial inflation

May make the front lift up at initial inflation, possibly causing a “turtle”

Helps keep the front down, reducing the chance of a “turtle”

137 / 308

Category: PPG 3 Wheel Launch

137. On soft surfaces, it may be beneficial to have some slack in the lines. Check all that apply.

This also increases the risk of getting lines in the prop.

There is more chance the cage will flex into the prop as the lines come to tension more abruptly.

There is a greater chance the front wheels will come up at initial inflation.

The wing will tend to come up slower.

This reduces the chance for getting lines in the prop but stresses them more.

138 / 308

Category: PPG 3 Wheel Launch

138. If you takeoff with a full tank and land with a nearly empty tank:

You'll land more nose down than when you took off.

You'll land more nose up than when you took off.

This won't affect fore/aft tilt.

139 / 308

Category: PPG 3 Wheel Launch

139. Number 6 refers to the center of gravity (CG). Which statement is true?

CG remains the same during the entire flight.

CG moves forward as gas is burned off during flight.

CG moves aft as gas is burned off.

CG moves aft slightly as the front wheel(s) come off on takeoff.

140 / 308

Category: PPG 3 Wheel Launch

140. Refer to the illustration. Moving the seat aft (back) will affect takeoff by:

Making the front wheel(s) come off earlier

Making the rear wheel(s) come off earlier

Have no effect on when the wheels come off

141 / 308

Category: PPG 3 Wheel Launch

141. Refer to the illustration, 6 is pointing to

Where the cart would balance from when not in flight. (Center of gravity)

Where the cart pivots around while in flight.

Where the cart pivots around at the moment of liftoff.

Where the lift will be generated on liftoff.

142 / 308

Category: PPG 3 Wheel Launch

142. Which number is pointing to the pivot point?

1 is pointing to the pivot point (where the cart tilts around)

2 is pointing to the pivot point (where the cart tilts around)

6 is pointing to the pivot point (where the cart tilts around)

4 is pointing to the pivot point (where the cart tilts around)

143 / 308

Category: PPG 3

143. FAR 103.1 (a) stipulates that PPG's must be flown "single occupant". How can PPG's legally do tandem flights?

As long as you have the skills, you can legally do tandem flights.

You need to have a commercial pilot license from the FAA.

The FAA has granted an exemption letter to the USPPA that allows pilots with a tandem rating to be exempt from FAR103.1(a)

As long as you have a flight instructor rating, you can legally do tandem flights.

144 / 308

Category: PPG 3

144. Regarding tandem flying, the PPG 3 Rating:

allows you to fly as tandem pilot with anyone who is already a rated paramotor pilot.

does not allow you to fly as tandem pilot.

allows you to fly as tandem pilot with anyone as the passenger.

145 / 308

Category: PPG 3

145. Refer to the riser diagram. There are two pulleys, 9 and 13. The upper one has a brake through it, the lower pulley is for:

Running the brake line through for low hook-in machines.

Running the brake line through for high hook-in machines.

Running a tip steering line through.

Running a stabilo steering line through.

Running the outer brake line on a "2D" steering system.

146 / 308

Category: PPG 3

146. The most likely time for a reflex wing to collapse in turbulence would be:

When accelerated AND pulling light main brakes.

When accelerated AND pulling tip or Stabilo steering.

When trimmed slow AND pulling light main brakes.

When trimmed slow AND pulling moderate main brakes.

When trimmed fast AND applying full speedbar with no brake pressure.

147 / 308

Category: PPG 3

147. Select all that apply regarding wingovers:

Are more dynamic with lighter wing loading.

Should be started shallow and build gradually as skill builds.

They are the gateway to most other more advanced maneuvers.

Can quickly become too steep and cause a collapse.

Are one of the few maneuvers that can be done steeply by newer pilots.

148 / 308

Category: PPG 3

148. Select all that apply. What happens when you pull brakes?

Angle of Attack (AoA) instantly increases

Drag Increases.

Lift temporarily increases.

Angle of incidence decreases.

149 / 308

Category: PPG 3

149. Regarding the axis of motion: Pulling brakes makes the wing _____ back around the motor ______ axis since the motor keeps moving the same speed (momentarily) as the wing angles back.

Roll / Vertical

Yaw / Longitudinal

Pitch / Lateral

Roll / Horizontal

150 / 308

Category: PPG 3

150. When swinging through the bottom of a wingover:

Brake responsiveness is the highest.

Brake responsiveness is the lowest.

Brake responsiveness is the same as the steepest part of the bank.

Only weight shift should be used at this point.

Weight shift should be avoided at this point.

151 / 308

Category: PPG 3

151. Refer to the Winslow chart at number 3. It touches and is just right of a thin gray, north/south line that says IR 112. That is:

A civilian instrument route. We can fly there below 1200' AGL.

A military instrument route. We can fly there but military aircraft may be flying low at over 300 mph.

A civilian instrument route that has no bearing on our operations.

A military instrument route. We cannot fly within 3 miles of its centerline.

152 / 308

Category: PPG 3

152. Refer to the Winslow chart at number 4. Just to the right is a triangular shape with a line pointing to “0”. This is

a VOR navigation area and we are not allowed to fly within 5 miles due to traffic concentration.

Centerpoint of Winslow Lindbergh's airspace.

B airspace

a VOR navigation aid the we can mostly ignore although there maybe increased aircraft activity nearby.

153 / 308

Category: PPG 3

153. Refer to the Winslow chart at number 3. It's

G airspace goes up to 700' AGL

G airspace goes up to 1200' AGL

E airspace goes up to 700' AGL

E airspace goes up to 14,500' MSL

G airspace goes up to 14,500 MSL.

154 / 308

Category: PPG 3

154. Refer to the Winslow chart. Just south of the number 5, inside the hard edge of the blue shaded line.

G airspace goes up to 700' AGL

G airspace goes up to 1200' AGL

E airspace goes up to 700' AGL

E airspace goes up to 14,500' MSL

G airspace goes up to 14,500 MSL.

155 / 308

Category: PPG 3

155. Refer to the Winslow chart, you're launching at number 2. You're in:

E airspace up to 700' with G above.

D airspace controlled by Flagstaff Pulliam Tower

G airspace up to 700' with E above.

C airspace controlled by Flagstaff Pulliam Tower

156 / 308

Category: PPG 3

156. Refer to #4 on the chart. Can we launch a PPG from there?

It's Class E (sfc) airspace. We can't launch there without permission from the ATC facility. FAR 103.17

No permission is needed to launch here.

You need permission from the airport manager.

You need permission from Flagstaff's control tower.

157 / 308

Category: PPG 3

157. Refer to the Winslow chart. The number 4 is:

E airspace at the surface.

G airspace at the surface up to 700' AGL then E above that.

G airspace at the surface up to 1200' AGL then E above that.

D airspace controlled by the Winslow Lindbergh Tower.

B airspace up to 14,500' MSL

158 / 308

Category: PPG 3

158. After laying your wing out and getting ready for a no wind forward, a 3 mph wind comes up angling from your right by 45 degrees. You can

step left a few inches or point your run slightly left to counter the natural tendency.

step right a few inches or point your run slightly right to counter the natural tendency.

point your run slightly right to counter the natural tendency.

Do a normal inflation but turn the motor against the wind slightly

159 / 308

Category: PPG 3

159. You're launching down a driveway with a 4 mph breeze DIRECTLY from your left. You lay the glider out headed down the road. On launch the glider will tend to come up:

and point/yaw left, into the wind.

and point/yaw right, away from the wind.

straight as long as the crosswind is nearly exactly off your left.

straight initially, then point/yaw right, away from the wind.

not likely inflate at all.

160 / 308

Category: PPG 3

160. The STI, Speedbar/Trim Interconnect, (PK System) on some gliders refers to a system that:

uses the trimmer to both raise the trailing edge and lower the leading edge so full speed range is available without having to use the speedbar

requires the pilot to put the wing in slow trim.

uses the speedbar to both lower the leading edge and raise the trailing edge so that most speed control is in the speedbar.

Both A and B

when hooked up, uses the speedbar to activate only the trimmers instead of the speed system.

161 / 308

Category: PPG 3

161. Commercial use of PPG in flight:

Is allowable under certain uses such as photo taking

Is not allowable under any circumstances. FAR 103.1

Must be coordinated with USPPA or other authorized ultralight organizations.

Is allowed for advertising purposes only.

162 / 308

Category: PPG 3

162. Regarding getting paid to fly PPG:

Getting paid to fly solo is permissible as long as you are not required to fly at a particular time or place

The best resource to explain this is FAA Advisory Circular 103-7.

It is not permissible even for tandem pilots operating under exemption 9751.

It is permissible for solo PPG3 pilots operating under exemption 9751.

163 / 308

Category: PPG 3

163. Check all that apply. Paramotor “empty weight” includes:

Frame and engine.

Prop.

Harness.

Fuel.

Reserve parachute.

164 / 308

Category: PPG 3

164. Wing loading is:

Weight divided by wing area, usually expressed in pounds per sqr meter.

Wing area divided by weight, usually expressed in pounds per sqr meter.

The maximum amount of weight the wing can carry at it’s highest tested “G” loading.

Wing area in square meters divided by it's highest tested “G” loading.

165 / 308

Category: PPG 3

165. Regarding monetary benefit from flying PPG: (check all that apply)

Aerial advertising is acceptable providing you are not required to fly at certain time or place.

You may fly then earn money for authoring books about PPG.

You may get a logo-bearing wing for free provided you are not required to fly at a certain time or place.

You can get paid for getting pictures of a property provided you set your own time to fly.

166 / 308

Category: PPG 3

166. When heavily loaded, a pilot will (check all that apply)

have less sporty handling.

have more sporty handling.

have a higher sink rate.

have higher speeds for takeoff, inflight and landing.

have lower speeds for takeoff, inflight and landing

167 / 308

Category: PPG 3

167. What is the effect of wing size on wing loading?

It does not affect wing loading.

A larger area makes for a lighter wing loading.

A smaller area makes for a lighter wing loading.

Only smaller wings are affected by differences in loading.

168 / 308

Category: PPG 3

168. Check all that apply to Stabilo steering lines:

They are used to induce a spin.

They go out to the very tips without deflecting any trailing edge appreciably.

They are used on some reflex gliders to more safely steer while fully accelerated.

Their use should be avoided on most reflex gliders while fully accelerated.

They deflect the outer portion of the trailing edge.

169 / 308

Category: PPG 3

169. If a water landing is inevitable. Select all that apply:

While airborne, unstrap completely. At approximately 5 feet jump in the water so as to stay away from your gear.

While airborne, unstrap completely. At approximately 20 feet jump in the water so as to stay away from your gear.

Remain strapped in to avoid falling out. Land with your feet crossed and hands up.

While airborne, unstrap and be ready to jump out of the harness as soon as your feet hit the water.

Get away from the gear quickly unless the motor has an inflation device.

170 / 308

Category: PPG 3

170. During launch, while running with the wing overhead:

Turns can be done by moving first in the opposite direction of the intended turn.

By leaning to the right the wing can be made to turn left.

While still on the ground, pulling left brake will make the wing go right.

The most important thing is to keep your hand completely up at liftoff.

171 / 308

Category: PPG 3

171. Regarding airshow performances or other public demonstrations:

Flying demonstrations at events where people pay to attend is not allowed even if you are not paid.

Flying demonstrations is permissible as long as you receive no compensation for your participation.

You may get paid to perform at a public demonstration as long as you don't fly tandem.

You may get paid as a performer at an event as long as you only fly solo and under exemption 9751.

172 / 308

Category: PPG 2

172. Which of the following statements are true regarding parachutal stall (select all that apply)?

It's when the wing is descending mostly vertically

It's MORE likely to happen on lightly loaded wings

It's MORE likely on wings with porous fabric

It' MORE likely to happen when the trimmers are set to FAST

It's MORE likely to happen when the speedbar is applied

It's MORE likely to happen if the wing is wet

173 / 308

Category: PPG 2

173. You take off and discover the right brake line is caught tight in its pulley. What should you do?

Focus only on the problem while you try to regain steering control

Establish a safe course and climb, steer with other means (rears, weight shift, etc.), then deal with it once you have altitude

Abort to as safe a landing as possible even if the terrain is not favorable

Immediately pull the brake with short, firm tugs to clear the tangle

174 / 308

Category: PPG 2

174. Weather in the mountains tends to be:

More dynamic because of Coriolis effect.

More dynamic because of lower overall solar heating. More dynamic because of lower overall solar heating.

Less dynamic because the mountains block horizontal winds.

Less dynamic because the mountains block sunlight in the values.

More dynamic due to uneven heating and eddies from winds.

175 / 308

Category: PPG 2

175. What does number 1 represent (distance between wing tip to wing tip)?

Span

Chord

Thickness

Chord area

Span Ratio

176 / 308

Category: PPG 2

176. The distance from the front of the wing to the back of the wing (represented by #2 in the image) is called?

Span

Chord

Thickness

Chord area

Span Ratio

177 / 308

Category: PPG 2

177. The number 20 is pointing to a metal piece. What is that piece called?

Carabiner

Harnel Hook

Harnel D Ring

Quick link or Maillions

178 / 308

Category: PPG 2

178. The number 12 is next to a small metal piece. What is this piece called?

Alternate brake connection

Alternate trimmer connection

Alternate trimmer connection (Harnel Hook)

Sister Clip (Brummel Hook) - For speed bar

179 / 308

Category: PPG 2

179. The number 13 is next to a small pulley. What is this pulley for?

It's an alternate speedbar pulley.

It's an optional tip steering toggle.

It's a lower brake pulley. (can be used for high hang point harnesses)

It's an extra pulley to be used in case of a primary pulley failure.

None of the above

180 / 308

Category: PPG 2

180. Always refer to the pilot manual, but on many reflex gliders pilots should:

Avoid being fully slowed down and using the tip steering

Avoid being heavily accelerated and simultaneously using the regular brake toggles.

Avoid being heavily accelerated and using stabilo steering

Avoid being heavily accelerated and using the speedbar

181 / 308

Category: PPG 2

181. When landing in in strong turbulence:

Landing power ON makes success more likely at the risk of prop damage

Landing power OFF makes success more likely at the risk of equipment damage.

Slow down to your slowest possible speed to reduce the effect of the turbulence.

It's best to land power off with the trimmers set to fast and using fairly heavy braking.

182 / 308

Category: PPG 2

182. The risk of spot landings is mostly from:

Landing short and hitting something

Landing long and hitting something

Pulling too much brake and stalling or spinning

Not pulling enough brake during the flare

183 / 308

Category: PPG 2

183. Refer to the Wind Drift image. You're at position A when the motor quits and you want to make the Island. Approximately what heading will you fly?

The heading of glider 1

The heading of glider 2

The heading of glider 3

SOME heading to the right of glider 3's

SOME heading to the left of glider 1's.

184 / 308

Category: PPG 2

184. A smooth 10 mph wind is blowing. Your motor quits and now you're trying to reach a landing field that is upwind of you. Which setting will enable you to travel the longest distance?

Set the trimmers to neutral and keep some brake pressure to minimize sink.

Set trimmers to their slowest setting and fly the best speed for minimum sink.

Set the trimmers to fast and minimize brake input to maximize glide.

Set the trimmers to fast but hold at least half brake to minimize sink at the higher speed.

185 / 308

Category: PPG 2

185. If you encounter strong turbulence, you should:

fly the wing as directed in its manual and land immediately.

fly the wing as directed in its manual and analyze landing options.

fly with about 1/4 brake pressure and land immediately.

fly with about 1/4 brake pressure and analyze landing options.

186 / 308

Category: PPG 2

186. Spiral dives, where the wing is pointed nearly straight down,

should be avoided on anything above a beginner certified glider. Higher performance gliders tend to "lock in."

are milder with trimmers set to slow. They are primarily dangerous with trimmers at their fastest settings.

are dangerous beyond appearances due to the risk of blacking out and extremely high descent rate.

when done properly, are a reliable way for newer pilots to descend in the event of getting into a cloud.

187 / 308

Category: PPG 2

187. Parachutal stall is:

where the brakes are pulled enough for the wing to deform and come down like an old round parachute.

where the wing, fully inflated, stops flying forward and descends vertically.

where one side of the wing collapses in a way that stops forward speed, causing a vertical descent.

is not a factor in modern gliders.

3 and 4 are correct.

188 / 308

Category: PPG 2

188. Refer to red D on the Orlando Chart's left side. You...

can fly from there with as little as 1 mile visibility.

cannot fly from there due to proximity to Orlando's B airspace.

cannot fly from there due to a special flight restriction.

can fly from there as long as you stay at least 1 mile away from the Disney world theme park.

189 / 308

Category: PPG 2

189. Refer to red number 4 on the Orlando Chart's bottom. Which statements are true?

You are over a congested area and must maintain at least 500 feet AGL.

You are over a congested area and must maintain at least 1000 feet AGL.

You may be over a congested area but the yellow has no legal significance in that regard.

You are not allowed to fly over a congested area at any altitude.

3 and 4 are correct.

190 / 308

Category: PPG 2

190. Refer to red number 8 on the Orlando Chart. Which statement is true?

You cannot launch here due to being within 5 miles of a charted airport.

You cannot launch here due to being in Orlando's B airspace.

1 and 2 are true.

You are in G airspace and can launch here with as little as 1 mile visibility but need to be aware that B airspace is above you.

191 / 308

Category: PPG 2

191. Refer to red number 5 on the Orlando Chart. Launching there you...

are in G airspace with B airspace starting at 10000 feet AGL.

are in E airspace with B airspace starting at 1600 feet AGL.

are in G airspace with E airspace starting at 1200 feet AGL and B airspace starting at 1600 feet MSL.

are in B airspace and must have prior permission from Orlando Approach Control.

192 / 308

Category: PPG 2

192. Refer to red number 4 on the Orlando Chart's bottom. Launching there you...

are in G airspace.

would be in E airspace if you climbed above 1200 feet.

1 and 2 are correct.

are illegal without prior permission from Orlando Approach control.

193 / 308

Category: PPG 2

193. Refer to red number 2 on the Orlando Chart's left side. You...

are launching in E airspace with G airspace at 1200 feet AGL.

are launching in E airspace with G airspace at 700 feet AGL.

are launching in G airspace with E airspace at 700 feet AGL.

are launching in G airspace with E airspace at 1200 feet AGL.

194 / 308

Category: PPG 2

194. Refer to red number 3 on the Orlando Chart's left side. Which statement is true if you launch there?

You're in B airspace which overrides the Kissimmee D airspace.

You're in D airspace with B airspace above starting at 2000 feet MSL.

You're in G airspace with B airspace above starting at 2000 feet MSL.

You're in E airspace with D airspace above starting at 2000 feet MSL.

195 / 308

Category: PPG 2

195. Refer to red number 1 on the Orlando Chart excerpt. You...

Can launch there with as little as 1 mile visibility.

Can launch there with as little as 3 miles of visibility.

Can launch there but must have at least 5 miles visibility.

Cannot launch there due to being Orlando's B airspace.

196 / 308

Category: PPG 2

196. Flying over clouds is nearly always a bad idea because they can close in on you. But legally…(check all that apply)

you can fly over them as long as you don't go in them AND remain in G airspace AND remain below 1200'

you must maintain visual reference with the surface.

you cannot fly over clouds.

you must must maintain 500 feet below the clouds at all times

197 / 308

Category: PPG 2

197. Wind direction is the direction from which the wind is blowing. For example: If the wind is shown as 270 degrees, this indicates the wind is blowing from the_________.

North.

South.

East.

West.

North/West

198 / 308

Category: PPG 2

198. If you are at the beach and the "off-shore" breezes are 6-8 m.p.h. This indicates:

It's is blowing out to sea and conditions are likely to be turbulent.

It's blowing in from the sea and conditions should be smooth.

You should inflate / launch towards the water.

Final approach will be towards the water

199 / 308

Category: PPG 2

199. Mark all that apply. If the dew point is the same or slightly higher than the air temperature. Which of the following statements is true?

There is likely to be no/minimal thermal activity.

Air is more likely to be turbulent.

Humidity is high.

Humidity is low.

Thermals are likely to be strong.

200 / 308

Category: PPG 2

200. What are some ways to suspect a gust front is heading your way? (check all that apply)

Virga is spotted

The temperature begins to drop.

Ridge of approaching clouds ("Shelf Cloud").

Aviation weather forecast information.

The cloud looks like it's moving away (being pushed) from where the rain is falling.

201 / 308

Category: PPG 2

201. As the air temperature drops, which of the following statements are true? (Select all that apply)

The air is more dense and it will be harder to launch.

The air is more dense and therefore the propeller has more thrust.

The air is more dense therefore the glider has more lift.

You most likely won't have to run as far during launch.

You will have to run further and faster than you are used to.

202 / 308

Category: PPG 2

202. When the air is very humid, what does that usually mean for us as PPG pilots?

It is generally harder to launch in humid air (air is less dense).

The propeller has more thrust (air is more dense).

The glider has more lift (air is more dense).

You will likely have to run further during launch (air is less dense).

1 and 4 are correct.

203 / 308

Category: PPG 2

203. You're at the beach of a large body of water. Wind is coming on shore but a mile inland it's blowing opposite (towards the water). Which is true?

Onshore beach winds suggest that any storms will move from over the land towards the water.

Wind strength tends to weaken in the afternoon.

Wind direction tends to become offshore in early afternoon then on shore later.

2 and 3 are correct.

You may experience convergence turbulence and the offshore wind may reach the beach.

204 / 308

Category: PPG 2

204. Select all that apply. Which statement is true regarding weather:

Cold air sinks.

As a given parcel of air rises, it expands and warms

In a normal atmosphere, temperature decreases with altitude.

When air temperature increases with altitude it's called an inversion.

A given parcel of air will tend to rise faster after reaching an inversion.

205 / 308

Category: PPG 2

205. On many sunny days, the presence of these clouds in the morning indicate increasing thermals and associated turbulence:

Stratus.

Nimbus.

Cumulus.

Cirrus.

Fog.

206 / 308

Category: PPG 2

206. The billowy, heaped-on looking clouds are:

Stratus.

Nimbus.

Cumulus.

Cirrus.

207 / 308

Category: PPG 2

207. Active flying is defined as:

Flying in such a way as to keep the glider slowly moving left/right.

Holding about 2 pounds of brake press at all times.

Modulating the brakes so as to counter engine torque effects during throttle changes.

Modulation of brake pressures to keep the glider essentially centered overhead.

208 / 308

Category: PPG 2

208. What is the order of actions on a power-off landing:

Come out of the seat, ease hands mostly up for the last 20 feet, shut the motor off just before touchdown.

Shut the motor off, ease hands mostly up for the last 20 feet, come out the seat just before touchdown.

Shut the motor off, come out of the seat, ease hands mostly up for the last 20 feet until flaring.

Come out of the seat, hold about half power through the flare, shutting off the motor just before touchdown.

209 / 308

Category: PPG 2

209. The stall of a glider corresponds most directly to:

Air speed.

Ground speed.

Brake position.

Angle of attack.

210 / 308

Category: PPG 2

210. If an asymmetric collapse happens in flight, you should:

reduce brake pressure, reduce power THEN steer.

immediately apply brake on the collapsed side to "pump" it out.

immediately and aggressively brake on the opposite side to prevent a turn from developing.

Go completely hands up

211 / 308

Category: PPG 2

211. You are attempting a forward launch in 10 mph winds. What can you expect (select all that apply)?

The glider will tend to come up quicker and overfly you.

The pilot should use no A's and quarter brake during initial inflation.

Pulling too hard on the "A" lines may cause the glider to do a front tuck.

You may be pulled backward off your feet.

You will have to pull harder to get the glider to come up at all

212 / 308

Category: PPG 2

212. You are launching in light winds. If you start your run, what is likely to happen if you suddenly slow your run mid-launch?

The glider could fly past you (over fly you) and collapse.

This is the best way to ensure the glider keeps flying fast enough.

Internal pressure will increase making the glider more efficient.

It is more likely the glider will stay centered above you.

213 / 308

Category: PPG 2

213. You are on final approach and notice that you are drifting to the right. What should you do?

Apply slight right brake to align your glider with your new flight path.

Apply slight left brake to bring your glider directly into the wind.

Begin your flair early to slow the glider and avoid obstacles.

Do not steer or twist, but be prepared to land sideways.

214 / 308

Category: PPG 2

214. You are at 30 feet AGL on final approach. You should...

Apply ¾ brake input to slow the glider, getting ready to release it at touchdown.

keep minimal or no brake pressure until just before touchdown.

apply about ¼ brake input to slow the glider, getting ready to release it at touchdown.

Start applying brake until you reach full travel just before touchdown.

215 / 308

Category: PPG 2

215. Regarding “weight shift", which statement is the most accurate?

Right weight shift will lower the right riser and cause some right turn.

Right weight shift will lower the left riser and cause some right turn.

lower the right riser and cause some left turn.

Weight shift should not be used on paramotors due to interference from torque.

216 / 308

Category: PPG 2

216. The speed at which the glider will tend to fly when no pilot input is given (brakes in full up position) is called:

Trim speed.

Top speed.

Minimum sink speed.

Stall speed.

217 / 308

Category: PPG 2

217. Powered paragliders are:

regulated under FAR 103 (the Sport Pilot Rule) and require a 3rd class medical.

regulated under FAR 103 only and require no medical or drivers license.

regulated under FAR 103 (the Sport Pilot Rule) and require only a valid drivers license.

regulated primarily under FAR 61 and 91 but must also adhere to FAR 103.

218 / 308

Category: PPG 2

218. The USPPA PPG2 rating will allow you to fly legally in Canada?

True.

False.

219 / 308

Category: PPG 2

219. Before flying a new area, you must verify the airspace is legal. What are some ways you can check the airspace (select all that apply)?

Call flight service at 1-800-WX-BRIEF

Check the current/valid Sectional Chart (printed or online at skyvector.com)

You don't need to verify the airspace. We can fly anywhere we want.

Call the nearest airport and talk to the control tower.

220 / 308

Category: PPG 2

220. Airspace can be closed to all flying. Which of the following statements are true? (check all that apply)

Airspace can be closed by NOTAM (Notice to Airmen) with at least 24 hour notice.

Airspace can be closed by NOTAM (Notice to Airmen) with little or no advance warning.

Flight Service (800 WX-BRIEF) is a good source for airspace closure information.

The nearest FAA Air Traffic Control Tower is the best source for airspace closure information.

TFR's (temporary flight restrictions) can be found online at tfr.faa.gov or on website sites like skyvector.com

221 / 308

Category: PPG 2

221. In most U.S. airspace (G airspace), below 700' (1200' in some areas), how far must you remain from clouds?

Clear of clouds.

1 mile.

500' above, 2000' to the side and 1000' below.

500' below, 2000' to the side and 1000' above.

222 / 308

Category: PPG 2

222. In the U.S., regarding G airspace (check all that apply)

It is all US airspace that is not classified as Class A, B, C, D, or E.

It is uncontrolled airspace.

It is most of the airspace up to either 700' or 1,200 feet AGL.

It sits on top of E airspace and requires higher visibility and cloud clearance requirements

223 / 308

Category: PPG 2

223. In the U.S., regarding E airspace (check all that apply)

Permission is required.

In most places E airspace starts at either 700' or 1200' AGL.

Flying in E airspace requires better visibility and cloud clearance than G.

Flying in E airspace requires permission from the control tower

E airspace is not used in the U.S.

224 / 308

Category: PPG 2

224. The minimum visibility for flying in E airspace is:

3 miles.

1 mile.

5 miles.

No minimum is specified since flight is prohibited there.

225 / 308

Category: PPG 2

225. The minimum visibility for launching in the vast majority of U.S. territory, away from large airports, is:

3 miles.

1 mile.

3 miles at the surface and 5 miles above 700' AGL.

10 miles.

226 / 308

Category: PPG 2

226. It is considered good "PPG Manners" to:

help other pilots layout their glider, even if they have not asked for assistance.

Announce your intention to start your motor by yelling, "Clear Prop."

Provide unsolicited advice over the radio while someone is getting ready to launch.

All of the above.

227 / 308

Category: PPG 2

227. Which statement is True?

A PPG, after an engine failure, has the right-of-way over all powerd aircraft.

Objects may not be dropped from an ultralight.

Powered ultralights shall yield the right-of-way to unpowered ultralights.

unpowered ultralights shall yield the right-of-way to powered ultralights.

228 / 308

Category: PPG 2

228. When two aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the______.

Right.

Left.

Right and increase altitude.

Left and increase altitude.

229 / 308

Category: PPG 2

229. In which airspace(s) are we not required to talk with controllers? (Check all that apply):

Class A

Class C

Class D

Class E

Class G

230 / 308

Category: PPG 2

230. Which statement is true regarding night flying for paramotors?

We can fly up to 30 minutes after sunset IF we have strobe (visible 3-miles) AND we stay in G airspace.

It's allowed If the paramotor has steady green, red and white "3-mile lights" AND pilots stay within uncontrolled airspace.

Flying sunset to sunrise is allowed with an operating "3-mile strobe".

Flying between sunset to sunrise is not allowed regardless of lighting.

231 / 308

Category: PPG 2

231. Can we fly in A, B, C or D airspace? (ATC=Air Traffic Control)

Yes, ATC permission is NOT required, but must adhere to Class G visibility & cloud clearance minimums.

Yes, with ATC permission and at least Class G visibility & cloud clearance minimums.

Yes, with ATC permission and relevant visibility & cloud clearance minimums.

No. Ultralight vehicles are not allowed to operate within these types of airspace.

232 / 308

Category: PPG 2

232. The FAA defines an ultralight vehicle as one that: (check all that apply)

Is used or intended to be used for recreation or sport purposes only.

If powered, weighs less than 254 pounds empty weight.

Has a fuel capacity not exceeding 5 US gallons.

Is not capable of flying more than 55 knots.

Has a minimum weight of 54 pounds

233 / 308

Category: PPG 2

233. Regarding Federal Aviation Regulations (FARs), as a PPG pilot you…

are not regulated as a foot-launched ultralight vehicle.

operate only under FAR part 103.

operate only under the Ultralight section of FAR part 91.

operate only under the single-pilot section of Sport Pilot FAR.

operate only under the single-pilot section of FAR part 61.

234 / 308

Category: PPG 2

234. Regarding the use of a reserve parachute for powered paragliding:

PPG pilots typically fly at low attitudes, so a reserve parachute would not help.

Reserves are avoided due to the risk of accidental deployment.

Reserves are unnecessary since PPG pilots typically fly when the conditions are calm.

A reserve parachute can save your life in an emergency situation.

235 / 308

Category: PPG 2

235. It is important to check the weather before flying. One of the best sources for this information is...

Call an FAA control tower for winds aloft.

Call a Flight Advisory Station at 888-WXR-INFO.

Call a Flight Service Station at 800-WX-BRIEF or use internet resources.

1 and 2.

236 / 308

Category: PPG 2

236. You consistently have problems getting into your seat. What should you do?

Loosen your leg straps.

Connect a kick bar to the seat.

Perform a hang check with your instructor.

Wear jeans.

237 / 308

Category: PPG 2

237. The front of the glider is called the leading edge; the back of the glider is called the trailing edge. The distance from the leading to trailing edges is called the_______.

Span.

Dihedral.

Chord.

Camber.

238 / 308

Category: PPG 2

238. The tachometer is most useful for:

Detecting if the engine is overheating.

Measuring vibration.

Verifying the motor is able to achieve full power.

Reading out propeller RPM directly on reduction drive units.

239 / 308

Category: PPG 2

239. The engine won't start. Inspection of the spark plug reveals the tip is a light brown color? This means:

The oil/gas mixture too lean, causing the engine to overheat.

The oil/gas mixture too rich, indicating the engine is flooded.

The spark plug is old and needs to be replaced.

Something else is causing the engine problem.

240 / 308

Category: PPG 2

240. You can start the motor but the kill switch no longer shuts it off. What is the most likely cause?

Kill switch is stuck in the depressed condition.

The kill switch wire is broken or disconnected.

The kill switch ground wire has shorted to ground.

The master electrical switch is set on.

The ignition coil is defective.

241 / 308

Category: PPG 2

241. If your propeller is not balanced, what will you notice the most?

Increased vibration.

Increased noise.

Increased engine torque.

Increased thrust.

242 / 308

Category: PPG 2

242. If your prop spins counter-clockwise, as viewed from behind, at high power your BODY:

Yaws left but does not cause any turn.

Yaws right causing the wing to go into a left turn.

Does not yaw but the wing goes into a right turn.

Does not yaw but the wing goes into a left turn.

Yaws left and rolls right causing the wing to go right into a right turn.

243 / 308

Category: PPG 2

243. Most gas paramotor engines' crank shaft spins (as seen when looking at the paramotor from the rear) to the

left (counter clockwise)

right (clockwise)

left if the cotter key is on the “A” side

right if the cotter key is on the “A” side

244 / 308

Category: PPG 2

244. Check all that apply. If the engine crank shaft spins left (counter clockwise), the prop spins:

Left on direct drives.

Left on gear reduction drives.

Left on belt reduction drives.

Left on clutched, gear reduction drives.

Left on clutched, belt reduction drives.

245 / 308

Category: PPG 2

245. If your engine is much louder than normal, you likely have:

A damaged ("blown") exhaust manifold gasket.

Cracked intake silencer.

Damaged welds on the tuned exhaust.

It could be any of the above.

246 / 308

Category: PPG 2

246. If you hear a "chirping" sound after you start the engine, you likely have a:

Loose propeller.

Rich oil/gas mixture.

Loose reduction belt.

Loose air intake silencer.

247 / 308

Category: PPG 2

247. You normally fly near sea level but are now launching from a 5000 foot elevation. You…

May need to lean your fuel/air mixture.

Will have more thrust available.

May need to richen your fuel/air mixture.

May need to lean your oil/gas mixture.

1 and 2 are correct.

248 / 308

Category: PPG 2

248. What is the best indicator of wind direction while landing?

Wind sock or streamer at the landing site.

GPS

Smoke from a chimney a mile away.

Relative ground speed.

Waves on a nearby lake

249 / 308

Category: PPG 2

249. While you are flying, you should…

Always have a place to land in mind (in case you have a motor out).

Remain below 200 feet to avoid air traffic.

Remain hanging from the harness until you're ready to land.

Grasp the risers, as well as the brakes, when encountering turbulence.

All of the above.

250 / 308

Category: PPG 2

250. Where is the safest place to start your engine?

On the ground.

On your back.

When the propeller is removed.

Strapped to a car.

251 / 308

Category: PPG 2

251. Of the answers below, which is the best choice for descending quickly?

Big Ears.

B-Line Stall.

Spiral Dive.

Full brake input.

252 / 308

Category: PPG 2

252. What glider certification is generally considered the safest to fly?

EN-BEG

EN-ADV

EN-C

EN-B

EN-A

253 / 308

Category: PPG 2

253. When is the safest time of day to fly? Check all that apply.

Early morning, after sunrise.

Mid-afternoon after clouds form.

Late-afternoon, an hour or so before sunset.

Just after cold frontal passage

254 / 308

Category: PPG 2

254. What is the significance of the PPG2 rating?

It should fly under direct instructor supervision.

It is required to fly into Class E, B, C, or D airspace.

It is required to fly into class B, C, or D airspace.

It is considered the minimum skills and knowledge to fly on your own.

255 / 308

Category: PPG 2

255. If you are landing at a crowded PPG fly-in:

Circle left to indicate you want to land.

Land behind (downwind) other pilots getting ready to take-off.

Make sure you land in front of other pilots, so they don't hit you.

Turn off your engine before landing.

Circle right to indicate you want to land

256 / 308

Category: PPG 2

256. The default reaction to an unknown twisting or wing malfunction is:

Keep the power steady and pull the brakes to your shoulders.

Smoothly increase the power and reduce brake pressure.

Increase brake pressure while smoothly reducing power.

Smoothly reduce brake pressure and power, then steer.

257 / 308

Category: PPG 2

257. The winds are blowing 6-8 m.p.h. from the South. What is the safest direction to fly before returning to the launch site?

North.

South.

East or West.

Makes no difference.

258 / 308

Category: PPG 1 Wheel Launch

258. As a PPG 1 (student pilot). What is the best course of action if the cart starts tipping?

Abort, steer in the tipping direction, and keep your hands/legs inside.

Abort, steer away from the tipping direction

Go hands up, REDUCE power, then steer towards the tipping direction

Don't abort, steer first away from the tipping direction for best control

Don't abort, steer first towards the tipping direction for best control

259 / 308

Category: PPG 1 Wheel Launch

259. Aborting must include, above all else:

Releasing the throttle while pressing AND HOLDING the kill switch

Holding full brakes

Maximum wheel brakes

Both maximum wheel brakes and full paraglider brake

Going hands up

260 / 308

Category: PPG 1 Wheel Launch

260. As a PPG 1 (student pilot), what should you do if the wing is off to the left but quickly starts shooting off to the right?

Apply right brake

Abort

Apply left brake

Apply both brakes

Throttle up and hands up

261 / 308

Category: PPG 1 Wheel Launch

261. When launching with wheels, what is one thing you should never ever do?

Use full power

Takeoff in an oscillation

HOLD the kill switch

Use full brake travel

Fly in wind less than 2 mph

262 / 308

Category: PPG 1 Wheel Launch

262. Which of the following statements are true regarding general control inputs (select all that apply)?

You should prioritize keeping the wing overhead using the brake toggles.

You should use large inputs early.

You should use wheel brake if the wing surges too far forward.

You should use the least amount of inputs you can get away with. In other words, don't over control the wing.

You should steer the cart under the wing (gently).

263 / 308

Category: PPG 1 Wheel Launch

263. As a beginner pilot, what is your most important job during launch?

Abort if it doesn't feel right or the instructor calls “Abort” or “Stop”

Keep the power up even if the wing is going left or right

Getting on the brakes at the first sign of oscillation

Getting on the wheel brakes at the first sign of cart oscillation

264 / 308

Category: PPG 1 Wheel Launch

264. What is the goal of throttle control during the initial phase of launching?

To keep the engine in a good control range.

To keep the engine RPM below what it takes to prevent a front tuck.

To keep enough speed to control the wing but not enough for liftoff until the wing is stable.

To keep enough speed so only the front wheel(s) comes up

265 / 308

Category: PPG 1 Wheel Launch

265. One of the hardest things to learn is:

Throttle control to get the quickest liftoff

How to accelerate the cart without the wing going parachutal

Steering away from the wing before coming back towards it

How to hold speed for good wing control but without lifting off

266 / 308

Category: PPG 1 Wheel Launch

266. If the wing goes left (Select all that apply):

If it's more than about half a wingspan off to the left, ABORT!

Apply slight left brake to dampen its return

Use the least amount of brake necessary to get it coming back slowly

Apply aggressive right brake to prevent it falling and getting lines in the prop

267 / 308

Category: PPG 1 Wheel Launch

267. As a student pilot, when should you start the motor?

When the instructor asks you to

When the wing is overhead and kiting stably

When you are ready AND the instructor asks you to

When the wind comes up

Just before initial inflation

268 / 308

Category: PPG 1

268. You're set up for a forward inflation and notice a slight breeze (2 mph) from the left. If you go, expect that the wing will:

Yaw (point) Left.

Yaw (point) Right.

Come up straight.

Fall back.

Not be effected by this little wind.

269 / 308

Category: PPG 1

269. Refer to the Paraglider image. The “4”'s are along the:

Leading edge

“A” cells

Trailing Edge

“B” cells

On the Chord Line

270 / 308

Category: PPG 1

270. The highest risk for fatal accidents comes from:

Landing in water (1), Steep, low maneuvering (2)

By far the greatest risk comes from turbulence induced wing folds.

Motor failure (1), Wing failure (2)

Flying perfectly good equipment into something other than your landing zone (1), Wing collapse (2).

Wing Failure (1), Motor Failure (2)

271 / 308

Category: PPG 1

271. Refer to the Paraglider image. The “3”'s are along the:

Trailing Edge where the cell openings are.

Airfoil Cross Section.

The Leading Edge

Forward Rim

None of the above

272 / 308

Category: PPG 1

272. Flare is:

Pulling brakes before starting the final 20 feet to landing.

Pulling brakes after touchdown to slow the wing

Pulling brakes a few seconds before touchdown to reduce descent rate.

Letting up the brakes just before starting the final 20 feet to landing.

A pyrotechnic used for night launch and landing.

273 / 308

Category: PPG 1

273. As a student pilot, when you're coming in to land, the most important thing is:

Intently acting on your instructor's commands.

Keeping your hands off the brakes, not touching the toggles, until told to by your instructor.

Using precise steering inputs all the way to touchdown.

Follow your instincts on steering inputs and be precise.

274 / 308

Category: PPG 1

274. You're on final, into the wind, and coming in to land. Regarding brake use, what should you do during the last 20 feet?

Use steering inputs while glancing at the wing to make sure you are lined up with it.

Hold significant brake pressure, about half, to decrease sink rate and soften the landing.

Hold no or minimal brake pressure until flare.

Let go of the brake toggles until it is time to flare.

275 / 308

Category: PPG 1

275. While cruising in flight (just flying along), what altitude is recommended?

You should stay above 200 feet, preferably 500 feet to allow time to handle unexpected events.

Stay below 100 feet so as to minimize the time to land if conditions deteriorate.

Stay above 1000 feet because that is required by regulations.

Stay above 500 feet because that is required by regulations.

Stay at altitudes dictated by the engine's operating manual.

276 / 308

Category: PPG 1

276. For launch, trimmers should be:

Set to their slowest setting on reflex gliders, fast on standard gliders.

Set partially fast to help with inflation on all gliders.

Set to their fastest setting.

Set as recommended by the wing's pilot manual.

Set to the last successful setting used on landing.

277 / 308

Category: PPG 1

277. Regarding brake toggles, during your first few flights brake lines should be:

Adjusted to their longest length.

Only be adjusted with the help of your instructor.

Adjusted so that the trailing edge is slightly pulled down in flight.

Tied using a slip knot that can be adjusted in flight if needed.

Set by you – only you can make this adjustment.

278 / 308

Category: PPG 1

278. The number 15's are referring to the:

Speed System

Trimmer System

A Riser Adjustment

B Riser Adjustment

Brake Keeper

279 / 308

Category: PPG 1

279. Number 10 is the:

Main Riser Toggle

Rear Riser

Riser Adjustment Handle

Speedbar

Brake Toggle

280 / 308

Category: PPG 1

280. Numbers 20, 1, and 5 are all part of the:

Leading edge

Main Riser

A Riser

Rear Riser

D Riser

281 / 308

Category: PPG 1

281. Refer to the image. What is number 1?

The D lines

The A lines

The center lineset

The rear lines

None of the above

282 / 308

Category: PPG 1

282. _________ causes air to flow down slowly and fan out, moving with clockwise rotation at the ground in the Northern Hemisphere. Expect clear skies because sinking air prevents clouds from forming.

High pressure.

Low pressure.

Subtropical jet stream.

High temperature.

283 / 308

Category: PPG 1

283. Which of the following is more likely to produce strong winds and occasionally severe thunderstorms?

Cold front.

Warm front.

Tropical frontal boundary.

Separate air masses.

284 / 308

Category: PPG 1

284. Select all that apply. It is 1:00 pm on a summer afternoon with large Cumulus clouds forming. What can you expect?

Strong thermals.

Calm conditions for flying.

Consistent, steady winds at the surface.

Potentially gusty winds on launch and landing.

A fairly smooth wind gradient for the first 100 feet.

285 / 308

Category: PPG 1

285. It is 7:00 pm on a summer afternoon. The winds have been light all day and no frontal activity is expected. You arrive at your launch area to find a steady 5 mph wind. What can you expect?

Most likely smooth air and a nice flight.

Turbulent air due to nightly changes in wind.

The winds to pick up.

It to be turbulent just above the inversion

286 / 308

Category: PPG 1

286. Regarding power-off landings (turning the motor off before landing):

New students will make all landings power *ON* so they have an opportunity to go around in an emergency.

Landing power off requires moderate brake for the last 100 feet.

Instructors may have students shut the power off to minimize the likelihood of equipment damage.

Power off landings are a significant cause of leg injuries and are to be avoided in powered paragliders.

287 / 308

Category: PPG 1

287. Flying with approximately 2 pounds of pressure (the resting weight of your arms) on each brake:

Is dangerous and may accidentally stall the glider.

Will increase the angle of attack and the danger of collapse.

Improves collapse resistance, especially when trimmed fast on reflex models.

Will decrease the angle of attack and make collapse more likely.

May or may not be appropriate for your wing, consult the wing's owners manual.

288 / 308

Category: PPG 1

288. During the takeoff run, when the glider just starts to provide enough lift for takeoff:

Continue running until you are off the ground completely.

Apply moderate brakes while jumping into the seat right away.

Continue to lean forward while running.

Lift your feet to increase the load on your glider.

Reduce power and reduce brake pressure until just after liftoff.

289 / 308

Category: PPG 1

289. As a beginner pilot you should launch and land directly into the wind.

True.

True unless the wind is less than 5 mph.

Depends on the air density.

Only when doing a forward launch.

What are the recommended limitations for a PPG 1 pilot?

290 / 308

Category: PPG 1

290. The wind is blowing steady at 13 m.p.h. As a PPG 1 (student) pilot, what type of launch is recommended?

Forward.

Reverse.

Running Reverse.

Wait until the conditions are better.

291 / 308

Category: PPG 1

291. Which statement is true for beginners regarding ground handling or kiting the wing?

It's only good for when conditions are too strong to fly.

Should ONLY be done while tethered to an object.

It can be fatal and must be treated with great respect.

It can safely be practiced in winds up to 18 mph.

292 / 308

Category: PPG 1

292. Which statement is true regarding kiting/ground handling?

It is an essential skill that should be practiced regularly throughout your flying career.

Is dangerous in anything over a 3 mph wind.

Is the first stage in PPG training, but is not needed much after you learn to solo.

Can shorten the life of your glider, and therefore should be avoided.

293 / 308

Category: PPG 1

293. Can you fly over a local High School football game and take photos?

No, this would be illegal because you would be flying over an "assembly of persons."

Yes, as long as you stay at least 500 feet above the surface.

Yes, if you have a written waiver issued by the appropriate School authority.

Yes, as long as you stay at least 1000 feet above the surface.

None of the above

294 / 308

Category: PPG 1

294. Regarding EN-C or EN-D (DHV-2 or 3) wings for PPG 1 pilots:

These are acceptable provided the instructor does a thorough inspection of the riser controls.

These require more skills and experience to be flown safely and should be avoided at this stage.

These ratings only apply to free-flight gliders.

These ratings are not used in the United States.

These are the desirable choices. Avoid EN-A (DHV 1) gliders until obtaining more experience and skills.

295 / 308

Category: PPG 1

295. According to the USPPA Recommended Operating Limitations, while working on your PPG1 (student pilot) rating, you:

Have finished supervised instruction and are now on your own.

Are qualified to fly solo, while observing your personal limitations.

Should fly under an instructor's supervision.

Should look for someone to take you paragliding.

296 / 308

Category: PPG 1

296. If you are flying at 20 m.p.h. with a 5 m.p.h. tail wind, your ground speed will be__________, and airspeed will be__________.

10 mph, 10 mph

15 mph, 15 mph

20 mph, 20 mph

25 mph, 20 mph

297 / 308

Category: PPG 1

297. If you are flying at 20 mph into a 5 mph head wind, your ground speed will be____________, and your airspeed will be __________.

15 mph, 15 mph

15 mph, 20 mph

20 mph, 15 mph

25 mph, 15 mph

298 / 308

Category: PPG 1

298. As a PPG1 pilot (student pilot), you have observed that your brake handles are hard to reach while in flight. What should you do?

Add brake extensions.

Lower the handles to a safer position.

Discuss the problem with your instructor.

Switch from free-flight risers to motor risers.

299 / 308

Category: PPG 1

299. Concerning aspect ratio: Higher aspect ratio gliders are typically recommended for ________ pilots.

Advanced

Beginner

Student

300 / 308

Category: PPG 1

300. What can happen if your leg straps are too loose?

You may have trouble getting in your seat/harness after you takeoff.

It will be harder to run.

In flight, weight-shift turns are harder to perform.

The effect of engine torque will be greater.

301 / 308

Category: PPG 1

301. When should you check your propeller bolts?

During the required annual inspection.

Before each flight.

Whenever the humidity changes.

Only by a certified flight instructor or mechanic.

302 / 308

Category: PPG 1

302. Two stroke engines require:

A wide-range viscosity oil such as 10W40.

Sufficient oil pressure after starting.

A mix of 2-stroke oil and gas.

Premium fuel.

303 / 308

Category: PPG 1

303. What is the most important safety check before starting your engine?

The kill switch is working.

Bolts on the propeller are tight.

Throttle cable moves freely and is in the idle position.

Exhaust welds are not cracked.

Air silencer is secured.

304 / 308

Category: PPG 1

304. When should you wear a helmet?

From just before connecting yourself to the glider and preferably before starting the motor.

A helmet limits the pilot's view during motor launches and should only be worn while kiting.

If the winds exceed your rating level.

From just before connecting yourself to the glider in any wind strong enough to kite the glider.

305 / 308

Category: PPG 1

305. Which stage is statistically the most likely for someone to sustain an injury?

During the launch.

While starting the motor (propeller related injuries).

While inflating the wing.

During the landing sequence.

306 / 308

Category: PPG 1

306. What is the most important factor in pilot safety?

The level of pilot skill.

The level of pilot knowledge.

The quality of the pilot's equipment.

The pilot's attitude/mindset (decision making skills).

307 / 308

Category: PPG 1

307. As a PPG1 pilot (student pilot), who should make the decision that you can fly?

You alone should have the responsibility to make the decision.

The instructor alone should decide since he/she will understand of your capabilities and the conditions.

Both you and the instructor should give the go ahead before you can fly.

If your instructor is not around, then someone with a PPG2 rating should decide for you.

308 / 308

Category: PPG 1

308. How often should you complete an inspection of your engine, harness, lines, and glider?

Before each flight.

After 10 hours of operation.

It is only necessary if you suspect there is damage caused by a crash landing.

At least once a year during an annual inspection.

Your score is