PPG 1 Test

PPG 1

Test your PPG 1 knowledge with this test.

Important: If you are a USPPA member, please make sure you are logged in to your account BEFORE you take the test. If you are not logged in, your test results will not be linked to your membership account.

Your test results will be sent to the email address you enter below.

If you include an Instructor Name and Instructor Email, we will send your test results directly to your instructor as well (not required).

Your NameYour EmailInstructor NameInstructor Email

1 / 41

1. 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.

2 / 41

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

Leading edge

“A” cells

Trailing Edge

“B” cells

On the Chord Line

3 / 41

3. 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)

4 / 41

4. 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

5 / 41

5. 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.

6 / 41

6. 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.

7 / 41

7. 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.

8 / 41

8. 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.

9 / 41

9. 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.

10 / 41

10. 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.

11 / 41

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

Speed System

Trimmer System

A Riser Adjustment

B Riser Adjustment

Brake Keeper

12 / 41

12. Number 10 is the:

Main Riser Toggle

Rear Riser

Riser Adjustment Handle

Speedbar

Brake Toggle

13 / 41

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

Leading edge

Main Riser

A Riser

Rear Riser

D Riser

14 / 41

14. Refer to the image. What is number 1?

The D lines

The A lines

The center lineset

The rear lines

None of the above

15 / 41

15. _________ 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.

16 / 41

16. 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.

17 / 41

17. 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.

18 / 41

18. 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

19 / 41

19. 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.

20 / 41

20. 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.

21 / 41

21. 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.

22 / 41

22. 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?

23 / 41

23. 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.

24 / 41

24. 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.

25 / 41

25. 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.

26 / 41

26. 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

27 / 41

27. 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.

28 / 41

28. 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.

29 / 41

29. 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

30 / 41

30. 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

31 / 41

31. 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.

32 / 41

32. Concerning aspect ratio: Higher aspect ratio gliders are typically recommended for ________ pilots.

Advanced

Beginner

Student

33 / 41

33. 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.

34 / 41

34. 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.

35 / 41

35. 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.

36 / 41

36. 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.

37 / 41

37. 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.

38 / 41

38. 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.

39 / 41

39. 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).

40 / 41

40. 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.

41 / 41

41. 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

PPG 1

Written Test