Modern Age Blue Heron PPC

TWO “GAUGES” – With the Taskem EFI, only a fuel gauge is also needed. On a powered parachute this engine instrument tells you all you need to know. Note the primer and kill switch.

CUSHY SEATS – Heldeberg Designs uses separate, thickly padded seats to provide good comfort for occupants. Saddle bags can be added for gear you need in flight (but don’t let anything get aft into the prop).

SPECIAL STRUT – The Blue Heron strut system can be added to any company model and can absorb a significant load without damage. It can also be adjusted by placement of the shock cords.

DEALER MAN – Mark Bayer, seen here smiling, is a Blue Heron dealer, and part of the Blue Heron Light-Sport Aircraft team.

HOOPS & TRUSSES – Widely spaced and well-braced prop guard hoops keep the many lines of a powered parachute canopy out of the spinning prop. Note the chassis truss system that adds four times to the strength of the fore-to-aft aluminum tubing rails (thin structural steel used on the lower side to preload the main fore/aft rails).

ENGINE MOUNT – The dual-media mount (see article) on the Blue Heron powered parachutes works for smaller 2-stroke Rotax engines and can handle the 81-hp Rotax 912.

This photo is of a Blue Heron PPC with the new frontal bars shot at Sun ‘n Fun ’05. Unfortunately, the bars are black. The frontal bars are always supplied in the airframe color.

SIMPLER HARDWARE – As seen on more powered parachutes, this adjustable bracket simplifies earlier hardware that used an adjustable strut.

LESS COMPLEX – Increasingly over the years, powered parachute designs have often become more complex and therefore heavier. Heldeberg Designs works hard to keep the Blue Heron line lighter.

WIDE-OPEN VIEW – As more powered parachute designers added “brush bars,” they may have increased safety somewhat but they took away the broad view. Blue Heron preserves that with the “Monkey Bar” approach though frontal support structure was added as an option in 2005.

What To Do?

Here we are
in the spring of 2006 wondering about the future of ultralights in an age seemingly gone crazy about Sport Pilot/Light-Sport Aircraft (SP/LSA). For powered parachute manufacturer Heldeberg Designs, the answer is easy. They’ve been preparing for the LSA program for a long time. How will they fare?
Today, we have a great divide* between ultralight pilots on one side and LSA enthusiasts on the other. The ultralight pilots see rather modest benefit to becoming Sport Pilots flying ultralights converted to Experimental Light-Sport Aircraft (ELSA). One major downside is that most such aircraft will have to settle a sales tax bill (states become aware of the aircraft when owners obtain their N-numbers). Other limitations include not flying over 10,000 feet or being required to perform an annual condition inspection. And this is by no means a complete gripes list.
The LSA contingent responds, “That ship has sailed. SP/LSA is here. You might as well get with the program.” Prices are allowing people in the business of LSA to finally make a living. Quite clearly the spotlight has moved to more conventionally built aircraft. Some soften the effect of the change saying, “It isn’t hard or so different. To operate a 2-seat ultralight under the 2-seat exemption, you had to take a written test and a flight test. The effort isn’t much different with SP/LSA.” Other arguments also support making the conversion.

To a company like Heldeberg Designs, the ultralight and SP/LSA divide presents something of a conundrum. Their existing customers grouse about the rule but they know newcomers will just accept it as “the way it is.” Seeing the inevitable change ahead, Heldeberg Designs is gearing up to gain approval as a ready-to-fly powered parachute Special Light-Sport Aircraft (SLSA).

Who Will Sell the First PPC SLSA?
Could Heldeberg Designs be the first powered parachute SLSA? Well, possibly, though I am aware of at least two other powered parachute producers who say they are taking steps toward SLSA. The trike folks
have started jumping on board (Air Création gained approval for two models and AirBorne is not far behind). It’s only a matter of time before some producer wins the very first SLSA airworthiness certificate for a powered parachute. Ironically the powered parachute standard has been available much longer than the trike standard.
Heldeberg Designs and their Blue Heron line of powered parachutes are well positioned in the race to acquire the badge of honor by being “First.”
Some pilots, especially those of us who’ve been around sport aviation for decades, struggle to realize that a company born in 1995 can actually be one of the “old-timers.” Yet that’s precisely the case with Heldeberg Designs. Nick and Marie Viscio founded the company more than a decade ago and believe they are the second oldest, continuously operated powered parachute company in America. Only Six Chuter has a longer history of the same management and ownership. Nick and Marie Viscio run the enterprise with help from son, Nicholas D., and Heldeberg Designs LLC employs three part-time employees for fabrication and welding.

Nick served on the American Society for Testing and Materials (ASTM) F37 committee for powered parachutes, so the Blue Heron line may be as well prepared as any producer. “Because we do our own engineering and being so involved with the ASTM process, we are well along in the process to produce light-sport aircraft,” summarizes Nick. “We’ve created standardized manufacturing procedures that coordinate our design work, tool building, testing, and documentation.”
Blue Heron powered parachute components are designed using CAD software and many parts are manufactured in-house. “Brackets and specialty pieces are machined or punched from raw materials in our fully equipped machine shop,” Nick says.
Engineered to be Lighter
The Blue Heron Marathon shown in these photos demonstrates design work that has sought lightness wherever possible. Many other brands appear to be made of more complex structures, some employing an almost baffling array of tubing. The trouble is, complexity almost always means heavier, and in very light aircraft, heavier usually means less responsive.
“Keeping a craft lightweight and strong depends on proper geometry,” explains Nick. “We use triangulated bracing and strategic engineering that utilizes the least amount of materials in the most effective way.” Indeed it seems some of Heldeberg’s competitors bulk up their chassis in ways that do little more than add weight. “Sometimes these craft look rugged, but a closer look reveals the additional materials are not effective in doing the job and decrease performance by making the aircraft heavy,” Nick explains.

When I flew with Blue Heron dealer Mark Bayer he informed me the Heldeberg designs could be 50 to 100 pounds lighter than other 2-seat powered parachutes. On light aircraft, that represents a substantial weight savings that should result in better performance and handling, all other things being equal.
Besides his drive for lightness, Nick has developed several aspects of the chassis and suspension systems – both chassis to canopy and chassis to terrain.
Viscio has worked hard to create a low-vibration engine mount, using what he calls his”Dual Media Vibration Isolation System.” Though smoothness may be difficult to compare between aircraft, Heldeberg’s design using two shock-absorbing mediums seemed quite effective at reducing vibration to the airframe components and the occupants.
“The dual media system uses a two-tier approach to vibration dampening,” says Nick. The engine plate (media #1) is rubber-shock-mounted to the cross-mount components of the airframe. Given this initial absorption, the cross-mount parts do not vibrate as much as the engine, yet a certain percentage of the vibration energy produced could still be transmitted into the chassis. So Nick double-isolated the cross-
mount component (media #2) using shock mounts at the attachment point to the main chassis. “This second tier of isolation allows the cross-mount to move as an intermediate media, taking the previously reduced amount of vibration energy, and diminishing it even further,” Nick clarifies.

Another Heldeberg trademark design feature is their Monkey Bar Roll Cage, which Nick describes as “a pyramid structure, triangle-braced from the pylon plate to the end of each outrigger, giving greater strength and rollover protection.” The Monkey Bar Roll Cage is standard equipment on the Marathon and XC-912 models. In 2005 Heldeberg Designs added optional frontal support tubes but they did it differently. Instead of aluminum tubes that can crack and become a problem rather than a solution, Nick used thin steel wall tubing that can simply bend – but not crack – should the structure see such loads.
Many folks will find entry to the Marathon is easier because there are no forward-mounted or close overhead tubes. While some feel these structures offer additional protection, they also get in the way of entry and obstruct vision. Clambering in and out of the Blue Heron models is simpler because you don’t have to duck underneath additional tubing structure.
Heldeberg Designs also uses a full double-ring prop guard while some companies make do with only one. One of the rings is in front of the propeller and the other is to the rear of the prop. This method protects your canopy lines from contact with the propeller, says Bayer.
Heldeberg Designs’ completely separate seats are extremely well-padded cushions with large seat backs. Two types of foam with differing compression are used to give more protection and 4 inches of foam adds comfort, too. On each side of the rear seat, you can order side carry bags for things you want to carry. While they are in-flight accessible, you’ll want to take extra care not to drop items that could go right into a spinning prop.
The Blue Heron Marathon in which Bayer and I flew had only a single throttle and steering lever, though you can order an optional dual setup for instruction. If you are flying a future Heldeberg Designs powered parachute as a SLSA or ELSA than you don’t need dual controls. For instruction, I would install this option.

Pilots who fly different aircraft appreciate it when controls work as expected. For this reason I was happy to see Heldeberg Designs’ throttle goes forward for more power and back for less, like nearly every other aircraft I’ve flown.
Blue Herons have an adjustable friction grip on the throttle quadrant so you can fix the power. Heldeberg’s throttle quadrant is mounted on the outboard right side of the pilot seat where the pilot has ready access. The tension adjustment is at the lower part of the throttle arm and can be easily adjusted.
A taxi steering lever on the Blue Heron powered parachute line uses a front/back action. A cross-under link reduces clutter in the area in front of the steering tiller tube by routing the connection to the front fork under the main support rails. I find it counterintuitive to taxi via a forward and back motion that translates to left or right movements. You pull the lever to have the wheel come toward the lever (left), and push to have the nosewheel turn away from the lever (right).
You can learn a new mechanical response in time but the better solution is Heldeberg’s nosewheel design. “Our front wheel is self-centering,” says Nick, “resulting in safer taxiing and better control on landing. As the pilot corrects the course of the craft on the ground, a dual-spring mechanism works to help maintain a straight course with less need for pilot input.” Fortunately though, taxiing isn’t something you spend a lot of time doing in a powered parachute.
The Blue Heron Marathon I flew used a simpler construction; the steering bars were the standard straight ones with grip tape for your feet. This isn’t simplistic; it’s part of keeping the Marathon light. Yet knowing people of different heights and widths will fly his machines, Nick offers three variations of foot steering bars. “Contoured steering tubes allow versatility in leg positioning during flight,” says Nick.

Besides the simple and light straight foot steering bars in the Marathon I flew, Heldeberg’s Medium steering bar has an S-shape to help taller pilots extend their legs, giving them another foot position on longer flights. Marie Viscio explains that if you’re 5 feet, 8 inches or so, you’ll want the “straight” or standard steering bars. Otherwise the Medium might be right for you.
The company’s Long tubes have yet an additional curve, a compound one that swoops down lower. Pilots taller than 6 feet, 3 inches or stockier pilots may want the Long bars. Either Medium or Long steering bars can help take the bend out of knees and hips, adding comfort for some pilots, says Marie.
Structural Uniqueness
You couldn’t be blamed for thinking the Viscios have designed their Blue Heron powered parachutes simply to be different. It certainly doesn’t imitate the other brands. For example, another simple technique in the Blue Heron design is to locate the Rotax 582 radiator down low. When you position weight lower on the chassis, you add to stability and you don’t have a radiator up high where occupants can disturb the flow of air.
Heldeberg Designs’ undercarriage truss system was new in 2000. The bracing system can use lighter components and strengthen them using the triangulation principle. The truss work consists of a welded deflexor system under the fore/aft mainframe tubes.

Heldeberg Designs reports the U.S. Patent and Trademark Office gave patent pending status to their undercarriage truss system. The bracing system is optional on the Marathon, Express Convertible, and XC-912 models, and is available as a bolt-on kit ($90) for previous-generation aircraft. Hoping to spread the design’s wisdom (and probably recoup some of their investment), Heldeberg Designs will make the truss system available for all other major manufacturers’ 2-seat aircraft.
The truss system is easily installed, in about 15 minutes, beneath each rail running from the axle to the nose section. The design incorporates the ability to adjust the tension of the truss and to therefore preload an arc into the fore/aft rails. Nick believes this system can “prevent rail flexing and material failure.” He says it is similar to the preload curve that can be seen on a typical flatbed semitrailer before it is loaded.
If you use less tubing, you can use stronger tubing, so goes the theory. Heldeberg Designs says they use a larger diameter and [eighth-inch, 0.125] wall thickness tube for the main. Designs using smaller materials will tend to see some permanent “sag” in those rails after repeated landings, says Bayer. In addition, Blue Heron’s truss system adds considerable rigidity, “four times more,” Bayer says.
Although the chassis is well-braced by this truss system, it makes the carriage more rigid and therefore a good gear leg suspension can be important.
Heldeberg Designs’ suspension system is a simple bungee or shock cord wrapped around a link arm, a method used widely throughout light general aviation. This system is used with large rear tires and affords plenty of suspension. Since the aircraft is lighter the landing loads are less, so the structure to support it can be lighter.

The Blue Heron Strut utilizes a scissor-action strut, which is loaded by shock cord. The compression action and tension can be adjusted by the positioning of the shock cord along the upper and lower scissor arms. A traditional stabilizer arm checks the front-to-back movement of the axle. The Blue Heron Strut weighs only 1.5 pounds per side more than the company’s older fiberglass springrod system.
The Blue Heron’s front fork is also different than standard industry design practice. As Bayer explains it, the Blue Heron’s front fork assembly is welded to a single unit, compared to other brands that use a “gooseneck” construction of several pieces believed to be less strong because they are “butt welded.” Bayer describes a period when he and Nick repeatedly went aloft, shut the engine off, and without flaring, let the aircraft contact the ground. In the first six such engine-off trial landings, they saw no damage, though by the seventh time some minor deformation could be seen, they say. What yielded was the rear axle, which dimpled under load. That axle member now has an inner sleeve welded into place. So goes the constant Heldeberg Designs’ search for an improved chassis.
When any aircraft lands hard, the airframe can flex. If an airframe is rigidly bolted or welded together, those connections can fail under sufficient load. To address this possibility, Nick employs stainless steel brackets to attach the aluminum fuel tank with rubber straps so the tank can move during flexing without spilling its contents.
Quick Pick-Me-Up
We flew with a Performance Designs canopy that Nick described as “lofty,” referring to the higher lift generated by a 550-square-foot canopy, the larger of two commonly used sizes (500 and 550). It’s like having extra horsepower in some airplanes.

Bayer also likes the Sunriser 550 canopy because it inflates well and is very stable, but also because they can fly at about 400 rpm slower than with the 500-square-foot size.
With the Performance Designs Sunriser 550 canopy and two on board, Bayer indicates glide performance was about 4:1. With a single occupant and the bigger 550 canopy, he reports the Marathon has a 10%- to 15% slower descent rate. I didn’t get a chance to experience that for myself but a larger-than-usual canopy with a lighter-than-usual load would gain from the reduced wing loading.
As part of our approach performance and technique discussion, I was pleased to hear Bayer practices engine-out landings all the time. In conversations with powered parachute pilots, I find such preparedness is all too rare.
Heldeberg Designs created a new chassis-to-parafoil interface in 2004. A new outrigger support replaced the telescoping arm of previous machines. Now it’s easier to effect a field change to accommodate a different weight of occupants that can affect the balance under the canopy. A multi-position bracket allows you to distribute the weight as needed.
Heldeberg Designs has maintained one aspect of design philosophy that helps preserve the value of each powered parachute they sell. “Each improvement we make is available to all previous owners back to Blue Heron #1,” says Marie. Such backwards compatibility in a retrofit program eases the minds of buyers who fear next year’s improvements may not be available to them. Purchase decisions are easier when you know you can add the latest features as they become available.

Good Time to Buy
Fortunately, this is not a bad time to buy an ultralight either as exemption vehicle – or when available – as a SLSA or ELSA. You don’t have the latter choices yet but an ultralight purchased today need only get registered and inspected in the next two years. You could then continue to teach for hire in the aircraft until January 31, 2010.
You may choose from four Blue Heron models, two single-seaters – one a Part 103-compliant ultralight – plus two 2-seat models. Variations on each model add to customer choices
At the low end of the price spectrum is the Spirit 103 with a 40-hp Rotax 447 that sells for $10,895 in standard airframe, electronic instruments, and canopy colors. You can upgrade to the 50-hp Rotax 503 for $12,495, equipped similarly. If you choose the latter, you’ll presently have to build from a kit and register it Experimental.
A more complete single-seater is the Blue Heron Express intended for ELSA that sells for $13,625 with the 50-hp Rotax 503 and adds a 10-gallon fuel tank, an extra-long airframe design and 64-inch IvoProp in-flight adjustable propeller. Until the ASTM standards are complied with, this must be registered amateur-built Experimental.

The Marathon, subject of this report, is next in the line-up selling for $17,895 with a pull-start 65-hp Rotax 582, full EFI instruments, and choice of colors. You can also consider a Marathon kit and save $1,145. As with all Rotax-powered aircraft, the prices are subject to change due to the dollar/euro exchange rates.
At the top of the line is the XC-912, an 81-hp version for $25,595 with stainless steel exhaust system and the heavy-duty Blue Heron Strut. Though it’s about 50 pounds heaver than the Rotax 582-powered Marathon, the fuel economy of the popular 4-stroke engine extends your range. You can also select the 100-hp Rotax 912S.
Heldeberg Designs offers a long list of options to help personalize your Blue Heron. Electric start adds $1,200 to the Rotax 582 but is standard with the Rotax 912. You can add new steel frontal bars ($150) and 4-point pilot restraints ($40), balloon tires ($175 with kit), front wheel brake ($320 as an add-on), instructor dual control system ($350), saddle bags ($125), and nylon aircraft cover ($250). Buyers who add the frontal bars can also add a windscreen, Nick indicates.
The Blue Heron Strut is standard equipment on the Marathon and XC-912 models, and is available as a bolt-on kit for previous-generation aircraft. Cost is $450 for the retrofit kit for previous generation aircraft; it’s a $199 upgrade option for new Spirit purchases.
However, even if the $18,000 Marathon is too steep for your budget, you could build the airframe kit for $7,595 and add an engine when ready. The kit is said to take less than 50 hours of assembly.
You also have several choices in canopies. Heldeberg Designs offers canopies from Performance Designs, APCO, Elan, Chiron, and High Energy. Each has their proponents but Heldeberg Designs often steers customers to Performance Designs.
If you have a problem with Heldeberg Designs it could be from having too many choices, but that’s a delicious problem to have. And forget those 6-figure price quotes on carbon fiber LSA. A Blue Heron powered parachute  is very affordable among all of today’s aviation purchases. Call the factory or reach out to one of their dealers to complete your Blue Heron tour.
* I don’t believe this divide between ultralight pilots and Sport Pilot/Light-Sport Aircraft enthusiasts will last forever. But until the 2008 and 2010 dates pass, the differences will be magnified by regulations that handle each differently. Afterwards, I believe the “rift” will heal and we will merely see some LSA as being “ultralight.” Maybe we’ll call them “LSA-ULs.” My guess is you’ll build them from kits, license them amateur-built Experimental, and fly them with a Sport Pilot certificate. This combination will result in a relatively low-regulation environment nearly as free as it has been with 2-seat exemption ultralights.