The world of light-sport aircraft (LSA) includes five classes of aircraft-airplanes, gliders, powered parachutes, weightshift- control aircraft (commonly called trikes), and lighter-than-air aircraft (balloons and airships). While fixed-wing airplanes may be the most prolific, they are not the only way for flight enthusiasts to take to the sky. Weight-shift trikes and powered parachutes (PPCs) are also popular modes of flights. Each offers a different experience to pilot and passenger. Some fixed-wing pilots claim no interest in powered parachutes. While PPCs certainly aren't fast, they do offer one of the best viewing platforms in aviation and have attracted a higher percentage of non-pilots as buyers than any other aviation segment. That fact alone should cause more aviators to look closely at them. So far three powered parachute companies have obtained special LSA (S-LSA) approval for their models. The first to achieve this was the Summit 2 from Summit Powered Parachutes in April 2006. In January 2007 the Commander from Infinity Powered Parachutes gained S-LSA approval, and just before Sun 'n Fun this spring, Powrachute's AirWolf 912 also won S-LSA approval. To many observers, all powered parachutes seem virtually identical. But that's like claiming all airliners are alike. Sure, most PPCs have evolved to visually similar shapes because that's what works well. Dig down a bit deeper, however, and you begin to uncover unique distinctions each designer thinks makes his or her machine a better aircraft. This month we'll look at how Infinity Powered Parachutes differentiates its Infinity Commander 582 from other PPCs. Closer to Infinity I flew the Infinity Commander 582 in September 2004 just after the new sport pilot/light-sport aircraft (SP/ LSA) regulation became effective. SLSA powered parachutes were still beyond the horizon. But as 2007 arrived and the U.S. Sport Aviation Expo opened in Sebring, Florida, Infinity Power Parachutes became the first American powered parachute producer to win S-LSA approval. Infinity owner Alvie Wall proudly displayed his Commander 912 at the LSA season-opening event. Alvie started his business in mid- 2001. Prior to starting Infinity, he was a mechanical engineer for about 10 years working for enterprises that made specialty manufacturing tools, experience that now assists him in his aviation business. Before starting his own operation, he gained valuable experience working with the now-defunct Destiny Powered Parachutes. The Infinity Commander resembles most powered parachutes, but the company has taken several steps to set it apart from the others-refinements that Alvie feels makes the machine better in noticeable ways. Perhaps the most obvious are two substantial rails that run from the nose wheel to aft of the prop guards on each side of the machine. These 3-inch angle aluminum "spars" lend rigidity to Infinity's frame. Most other PPCs use a tube structure that tends to allow greater flexing of the carriage. The rest of the frame uses 4130 chromoly steel, 6061-T6, and 6063 aluminum, with AN hardware fasteners. Alvie also positioned Infinity's fuel tank atop those front-to-rear rails rather than hanging below the main seat structure. In this more protected area, debris and obstacles cannot compromise the tank's integrity, adding to pilot and passenger safety. A small aluminum grate below the engine further protects fuel lines routed through this area. On the left side of the carriage a high-push fuel pump is mounted. It reportedly doesn't draw as well as it pushes, so it is optimal to mount this pump below the fuel tank. Again, the grate helps protect this equipment. I liked Infinity's translucent fuel tanks. Because you can see the fluid inside you're less likely to overfill, and you can check the fuel remaining while you're airborne. You don't have to turn far to make this visual check. Infinity models have a double hoop structure surrounding the prop that also gives more rigidity to its frame. That's good for two reasons-one is for roll-over protection, and the second is to save replacing expensive props in the event of a mishap. In 2004, Infinity extended the beefy front-to-rear rails all the way back to the hoop ring for more strength. Infinity's axle system is a threepiece affair. On the exterior is a flexible ribbed cover. Doing the real work underneath is a fiberglass gear leg with two layers of sleeved chromoly steel. The gear leg mount allows 360-degree movement of the axle, as opposed to merely up and down on most PPCs. In rough fields, this may help the gear last longer. Alvie also paid close attention to the canopy attachment points. "Our canopy attachment points are located at a near perfect position in relation to the thrust line of the prop," he noted. Placing these connection points too high can cause a PPC to fly with a porpoising motion. He said the width of the chute attachment points is also important to allow the chute to have the proper crown. While some PPC models offer an optional nose pod including a windscreen, Infinity offers a removable frontal bar system. Some feel these bars offer additional protection for the pilot, but they also provide structure so that an optional windshield can be added to shelter the occupants from windblast in colder weather. Alvie has also gone to considerable effort to offer a wide range of standard equipment. "We include dual throttle controls, dual ground steering, the Rotax 582 engine with B drive, electric start, the Grand Rapids digital engine information system, a Prop Master prop balancer, side storage bag, chute bag and line sleeves, strobe, 22-inch smooth tundra tires mounted on polished spun aluminum wheels, and chute steering line trimmers." Infinity offers all this equipment with a three-year chassis warranty. Such warranties are not common in light aircraft, and such a long one is good proof that Infinity feels it is building good hardware that will last. Up and Down My Infinity flight experience came with Infinity's Minnesota dealer, Tim Norling. He came to our flight review with two years of experience and 300 hours of flying time. He's a relative newcomer to aviation, one who got excited by powered parachutes and is fulfilling his dream of flight. He was eager to show me the feature of this machine. Front seat entry into an Infinity, as on most PPCs, is simple. You only have to avoid catching your feet in the steering lines. Getting into the back seat, with more structural members around that location, requires a different method. Tim's technique involves ducking underneath the forward line support tube and then plunking his rear end in first. You can use the overhead to leverage yourself. The seats on the Infinity adjust for people of different leg lengths. While this may be a convenience on lots of aircraft, it is quite important on PPCs where your feet do the primary steering and flaring in flight. On the ground, steering is handled via the power lever. The taxi steering system is to push forward to go right, pull to go left. While it may not be as obvious as rudder pedals, it's reasonably intuitive after you examine how the linkage works. A brake at the top of this steering lever aids in stopping. As Tim prepared the Infinity for takeoff, his inflation technique started with the chute's center section cells tucked under the lower side, which is on top during the pre-inflation layout. This method keeps the center section from filling up too quickly while he warms his engine. (A reverse technique, pulling the upper leading edge from under the lower surface, will help it inflate quicker when repeating takeoff with a fully warmed engine.) While PPCs certainly aren't fast, they do offer one of the best viewing platforms in aviation and have attracted a higher percentage of non-pilots as buyers than any other aviation segment. Overall, takeoffs in the Infinity are as straightforward as in most PPCs. And, other than planning good approaches, landings are also quite easy. Tim delivered my first deliberate engine-off PPC landing. He believes the front-to-rear rail system, paired with the strong yet flexible axle, can withstand such landings with no damage. Indeed, no damage occurred, but the landing was rougher than I expected. I was glad we did it, and I appreciate Tim demonstrating this on his own machine, but it showed that an engine-off landing can be a somewhat harsh affair. Even if your flare timing is perfect, I can see how front to rear rails or other structural parts might be damaged on other designs. In flight, PPCs are interesting aircraft to maneuver. While Tim and I flew around the countryside of rural Minnesota, the effort to control direction and stay on heading demanded only small foot movements, though you hold the motion longer than on a three-axis or weight-shift aircraft. In fact, if you back off the foot bar, the turn stops and the canopy returns to straight and level flight-the place it always wants to be without pilot input. For a sharper turn, by pushing hard on one foot bar you get a reasonably rapid result. If you push on the foot bar and pull on the correct steering line, you can quicken the turn rate substantially. PPCs are highly stable aircraft, but fortunately they respond well to steering control. Optional elliptical canopies can make much sharper turns, but they are recommended only for more experienced PPC pilots. Tim's Commander is powered with the 65-hp Rotax 582, but Infinity now offers the 100-hp Rotax 912S. The bigger engine can produce a 900 fpm climb with two 200-pound occupants onboard, whereas a comparably loaded 582-powered model would be closer to 400 fpm. That's the figure I saw while Tim and I flew somewhat under gross weight. When Tim flies solo, he sees about a 600 fpm climb with the Rotax 582. Fixed-wing pilots need to put this in perspective. When your forward speed is only 26 mph, the resultant climb angle appears reasonably steep. Infinity uses all Apco canopies, built by the long-established Israeli company, with 500- and 550-square foot models standard for its twoseat PPCs. Pilots seeking a boost in performance may choose an elliptical canopy, also supplied by Apco. Elliptical chutes may increase a PPCs speed to as much as 40 mph and their glide is reportedly substantially better, some say as high as 7-to-1, but I had no way to measure this. Elliptical canopies also have a faster turn response. All these performance differences combine to suggest elliptical canopies aren't for all PPC pilots, and they are not recommended for newcomers. Elliptical canopies inflate and come up so fast they can fly over the chassis and collapse on the ground in front of the PPC frame. Consequently it's important to learn how to handle these chutes. If you're looking for a new kind of flying experience|or think that powered parachutes might be the right "flying carpet" for you, check out the Infinity. It just might lead you to places you never imagined.