It is certainly the most predictable air sport; because it uses a flexible wing like a parachute, if the engine fails, it is this parachute which allows a gentle descent, giving a gentle stand-up landing.
If the wing is not perfectly set up, take-off becomes very difficult, reducing the risks of taking off in poor conditions. The canopies used are designed to cope with flying in very strong conditions (mountain flying for example), but while paramotoring, are only used in calm, laminar air, so paramotoring offers even more safety than free flight. It is the easiest air sport to learn, and the best of all...

For existing paraglider pilots, there is definitely an advantage, although all other air sports will help considerably in spatial abilities, and can often accelerate your training.

It is difficult with such a recently evolved sport to give an accurate life. We still have our original demonstration models, which are the oldest available, with several hundred hours of flying in good conditions, which show no signs of fatigue or wear.
The motors themselves originate with agricultural use, and are capable of working for thousands of hours. As far as other parts of the unit and sub-assemblies are concerned, there are no particular precautions to take, as long as the unit is properly maintained, and it is stored in good conditions.

Yes, but the paramotor requires a specific combination of movements to control the canopy, the motor and your footwork at the same time...

Thanks to the new "ROLL BAR" system, Adventure found the right way to take off easily tandem.
The Adventure tandem paramotor is available for foot-launching.

Yes, for the simple reason of safety. It is important to position the fuel tank as far as possible from the engine, with no risk of fuel leaking onto the hot engine; in all cases this means it is best situated beneath the motor, the position on all Adventure equipment.

The same speed as paragliders, which is around 20 kph (slowest) and 35 to 50 kph (depending on the type of wing used). The slowest take-off speed is around 40 kph. This is dependent on the air mass in which you are flying.
Ground speed is obviously dependent on the current wind-speed. Contrary to popular perception, a more powerful paramotor does not fly faster, but will climb out quicker. Whichever engine you use, you will have the same horizontal speed.

To the maximum height at which the motor will function, that is to say several thousand meters. In use, a 2-stroke combustion engine gives out less power at higher altitudes - when the motor gives out less power, the thrust from the unit is less, and the climb rate decreases. When the climb rate is nil, with the engine just allowing you to maintain level flight, you have reached your maximum height.

It is worth knowing that a paramotor has already passed over Mont Blanc at 5,100 meters - at the moment the officially recognized height record is 3,050 meters, many Adventure factory pilots have ascended to 3 or 4,000 meters. This kind of height gain is of mostly academic interest; one thing, though, is certain - it is very pleasant to cruise about at 150 or 200 meters, visiting different areas.
This is a reasonable altitude to give a good safety margin and allow you to maneuver to choose an appropriate landing area.

Yes technically; no legally... it is effectively possible to take off almost anywhere, as long as conditions are right, you are taking off into wind, and you've not set up in the lee of a mountain, building or suchlike.
For the utmost safety, you must always fly in good conditions. A football pitch size field is an example of a suitable paramotor take-off area. Having said that, it is not legally permissible to take off <<just anywhere>>, notably too close to towns, and of course near airfields or in restricted areas. You must check local rules and airspace restrictions around your chosen flying area.

Every country has different air laws, and while the general guidelines are the same world-wide, local details may differ.

This depends essentially on the weight of the pilot, the performance of the chosen wing, and of course on the quantity of fuel on board! A <<typical>> paramotor, using a canopy of reasonable performance, with a flier whose weight is in a reasonable range for the combination, will use between 3 and 4 liters of fuel per hour on average, giving around 2 hours and a half range with a 9,5-liter fuel tank.

Take-off can be achieved with no problem up to 10kph - any more than this, and you need to perform a reverse inflation and then turn round to take off.
The limit of wind speed for take-off is around 20 to 25 kph, but with 20 to 25 kph wind on the ground, the wind-speed could be 30 to 40 kph at altitude, and it may not then be possible to penetrate forwards, only to go backwards over the ground.

In these conditions, it is much more advisable not to fly, and it is often worth reminding yourself of the old aviation proverb: <<IT IS BETTER TO BE ON THE GROUND WISHING YOU WERE IN THE AIR, THAN TO BE IN THE AIR WISHING YOU WERE ON THE GROUND>>.

Adventure paramotors range from 14kg for the F1, up to a maximum of 20kg for the larger units, around 22kg if you include an electric start option.
These are the lightest units on the market, allowing you to run easily without too much weight on your back, and to take off easily. You can add around 4 kilos for every 5 liters of fuel to your overall weight.

Any paraglider designed and constructed for foot-launching can be used, although there are sometimes small modifications which can be made when paramotoring.
The canopies sold by Adventure are adapted for paramotor use, and are also perfectly suitable for free flying.

Any petrol is suitable, preferably 4-star leaded, used in a mixture with synthetic 2-stroke oil at 2% mixture.It is very important to use synthetic oil at 2% or mineral oil at 4% in normal use to avoid problems.

There is almost no other maintenance required to these motors, which are extremely robust.

Paraglider maintenance is next to nothing. You need to check the condition of the suspension lines from time to time, and be careful of exposure to ultra-violet light, except when flying, and make sure that the wing is stored safely and in good condition.
It is advisable to have an annual inspection carried out by a professional workshop. As far as the motor is concerned, it is very sturdy, and maintenance is purely confined to the basics, such as changing the spark plug every 50 hours of flying time, and cleaning the carburetor. However, it is also advisable to make a thorough pre-flight check of all mechanical parts every time you fly.

For a complete novice, it takes around 5 days to achieve complete freedom on a paramotor. These 5 days typically consist of 2 or 3 days of paraglider flights from a winch (flights of between 20 and 100 meters give the student a good spatial appreciation). After this, you will move on to paramotor flights. In 5 days, it is possible to finish a basic course and have had 2 to 5 paramotor flights.

Absolutely anyone over the age of 16 there is no upper age limit.
A reasonable physical fitness is enough, and the only requirement is to have a full range of body movement, and to be able to run a few meters with 20kg weight on your back.

Yes, and new ones devised all the time. The first people to realize the potential of paramotors professionally were photographers. They found it a very simple method of taking aerial photos for a very small cost (the total cost of a paramotor rig is equivalent to a few hours of helicopter hire).
It allows one to arrive by car at shooting locations, take off on the spot, and get the required shots.

Paramotors are also used as a filming platform, and a number of armies and special forces have contacted Adventure to investigate the possibilities of paramotoring for surveillance, reconnaissance, or the possibility of high-altitude observation with quick, discreet deployment.

In the USA, commercial use of an ultralight requires special FAA permission and in some cases a commercial pilot's license.