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Darlings of late-evening flying at airshows (when winds are calmer), powered parachutes are among the simplest and most fun of the ultralight class. If low and slow flying over inviting scenery sounds good, Six Chuter has your aircraft waiting.
Controls don’t get much simpler: right, left, aerodynamic braking (right and left together), and power for altitude changes. Lessons are therefore brief.
Powered parachutes are about the only segment of ultralight aviation that isn’t worried over their empty weight exceeding Part 103’s 254 pounds. The Skye Ryder I single place is a mere 205 pounds, way under the limit. The 215 pound Skye Ryder II is a two-seat trainer, therefore tipping the scales a whopping 281 pounds under the permissible weight!
Neither do they have a problem with the top speed limitation, flying as they do at 26 mph. The single place uses the 447 Rotax and earns a climb of 700 fpm.

St. Andrews Aviation boss Charles Dozier calls his new Viking II a “parachute plane” rather than simply a powered parachute. In one particular way it certainly isn’t like those which preceded the new aircraft: Viking II employs side-by-side seating in the first such example with which I’m aware among powered parachute aircraft. For those doing training in these machines, such side seating is usually considered optimal so the instructor can better interact with his student.
Ground steering is also made intuitive by employing a steering bar that works the way a bicycle does (whereas many powered parachutes use a joystick-type control for ground handling). Because the seats are alongside one another, Dozier was also able to centralize the throttle and nosewheel brake. Another benefit, says the designer, is a lowered center of gravity because the student or other occupant is not raised above and behind as in most powered parachutes.
For in-air steering – which requires the use of your feet on powered parachutes – the Viking II has a dual set of foot pedals such that either occupant can fly the machine while the other observes.

The Tundra evolved out of experience with the old Beaver 650 that had loads of development but which never really got squarely on the market. Thanks to its resurrection by Laron a few years back, this desirable aircraft flies onward.
Today, the model is built by Joplin Light Aircraft who bought the design rights for the Tundra and 1/2-Tun (single seater). Joplin got started distributing ASAP products in the U.S. but has now grown into an Original Equipment Manufacturer to better implement their own improvement ideas.
One of these upgrades involves the impressive Geo-Suzuki engine. This 65-horse four stroke powerplant burns a mere 2 gph from its smooth-running three cylinders. Best of all the lively engine is priced at $4,995, well below that of some four-stroke options available to ultralight enthusiasts. Joplin makes the Tundra available standard with a Geo-Suzuki conversion, so adding the engine is simpler.
A tandem design, the Tundra is easily appreciated by larger American pilot because it enjoys a wide cabin with ample elbow room.

Former flight school operators Mike and Susie Harmening obviously know what powered parachute pilots want. The company is thriving and customers relate positive impressions about their contact with the couple. That they build a quality aircraft should therefore come as little surprise.
In a world of single place powered parachutes exceeding the $10,000 mark, the Harmening’s Buckshot offers a great value at $7,995 for an aircraft that can laugh at Part 103 definitions. Tipping the scales at a mere 230 pounds you can afford some accessories; for example, the company says you can install the Rotax 503 (over the standard 447) if you wish.
For well under $10,000, the Harmening family organization can supply their original High Flyer that can be either a one or two seater, and stay under Part 103’s single seat restriction, a nice compliment to the effort to keep weight low. Some other designs seem to get their strength from the sheer quantity of tubing used.

After saving two leading Canadian ultralight designs, refining, building, and marketing the Chinook and Beaver 550, plus operating their successful machine shop enterprise, they also started producing their own powered parachute, the Summit. And as they did with the other ultralights, they made changes to bring improvements they felt were needed.
ASAP changed the control system from the standard foot-tubes that create lateral control on most powered parachutes. Summit uses “foot platforms.” Accessible only to the front seat pilot, the platforms (like rudder pedals) effect a turn in the direction pushed. When you push on one platform it slides on a rail to input the control to the canopy trailing edge.
Steering on the ground also takes a new turn. Instead of a joystick-type control common to other brands, the Summit employs a control wheel that moves the nosewheel only. A lever on this yoke activates a nose drum brake.
Summit supports its parachute canopy from four points, not unlike the Para-Ski but quite differently than most powered parachutes which suspend from a couple common points.