I have been a member of the West Virginia Fun Flyers since the Spring of 1998. I fly powered parachutes, trikes and fixed wing airplanes. In 1997, I purchased a Buckeye Dream Machine. In 2003, I purchased a TBird II kit. Read Contruction of a TBird II. Also, read A Tribute to the Tbird and its Contribution to the Victory over Germany During WWII. For some actual facts regarding the TBird, read TBird_Facts.
In the summer of 2004, I sold the TBird II place and it is now flying in Australia. In November of 2004, I purchased a TBird I kit - a single place this time. Read TBird I Construction. Also read an article that myself and another WVFF member wrote regarding the TBird's Climb performance versus an Airborne RedBack Trike in the Race to 2000.
1997 Buckeye PPC 1998 Lancaster, OH 2003 Ohio University 2003 TBird 2 Instruments Zenair 701
2003 TBird II 2003 TBird II 2003 TBird II 2004 TBird 2/4/2007 Too Cold & Windy to Fly!
2004 TBird I - January 2004 - Just Built - Adding Strobes - The fabric still needs shrinking on the wings and control surfaces
by Gretchen Watson
Here I am sitting on the runway with the engine running and the parachute laying on the ground behind me. After making sure the pattern is clear, I throttle up strongly until the parachute begins to rise over head. I then back off when it is around ¾ of the way up which causes the chute to more quickly rise directly above me. I stabilize the parachute with a combination of my rudder pedals and throttle - making sure that I don’t leave the ground too quickly before looking at my lines for any problems. If all is well, I throttle up leaving the ground at a rapid ascent using a little right rudder to compensate for the torque of the motor. I leave the runway climbing to anywhere between 500 and 1000 ft. above ground level.
After traveling about a mile up the Kanawha valley, I cross over the river. I begin to drop ever lower over the many very large corn, wheat and soy bean fields located throughout that area of the valley. I throttle up slightly and level off just before touching down. I use a combination of small rudder movements and throttle adjustments to keep me skimming just above the ground. My rudder pedals, when used simultaneously, act as an elevator. By doing this I can very easily skim with the terrain, flowing into the dips and rising up over the knolls – daring the ground to touch my wheels but keeping it just out of reach. I then add a little extra left or right rudder and throttle to make a wide turn to begin circumnavigating the field.
Blocking my way to the next field is a high tree line which I throttle up to clear. Just as I cross the tops of the branches I immediately throttle down. Since I, on purpose, keep a very low idle setting, the machine drops toward the ground like a rock. By pushing a quick hard right or left rudder, I can make a very “sharp” 90 degree turn which further accelerates my descent rate. I pull out and level off directly parallel to the tree line just above the surface. That field is then mine to play in and explore before heading off to other territory.
After skimming left and right through many fields and several miles, I throttle up above the hills that line both sides of the valley. Ever higher I climb – 1000, 2000, sometimes 3000. I can see, it seems, forever. I then leave the valley and cross over the hills to find my house on one of the ridges around 5 miles away. I can’t get lost because I have been seeing this same view of the hills all of my life from my house on top of the ridge. The hills around Leon have a very unique shape that has caught my eye since a young child from my back window. I never dreamed that it would one day be a homing device to always bring me back to my “home” airfield.
I then turn and head directly back to Leon. I drop to the field making small corrections for any turbulence. Before touching down I add a little power with a little elevator to ground skim. I make adjustments to bring my rear wheels down as gently as possible and then to gently drop my front wheel. I then taxi back to my hanger where I chop the throttle, push a full flare and pull my lines down hard to deflate the parachute.
There is absolutely nothing like flying a powered parachute. Many fixed wing pilots scoff but don’t seem or care to realize that it is a unique way of flying. It is probably more like “flying” then any other form of powered aviation. It allows freedom of maneuverability that just can’t be achieved by other types of machines. The openness of the airframe combined with its slow speed and agility is perfect for sightseeing and photography. Its obvious built in safety features are incomparable.
There truly is 
