A good paramotor pre-flight check takes about as long as a cup of coffee. It works through the pilot, the day's weather and airspace, the launch site and the equipment, from the wing down to the propeller, and ends with a last look around on the field. Skipping any one of those is how otherwise careful pilots end up in incident reports. The checklist below is a general template, not a replacement for the one your instructor teaches or for your manufacturer's manuals. If those disagree with this page, follow them.
Step 1: The pilot
- Rested, fed and hydrated. Fatigue and dehydration show up quickly in the heat.
- No alcohol, and no medication that dulls attention.
- Comfortable with today's conditions. If you feel hurried or are talked into a flight, that is a reason to wait.
- Someone knows where you are flying and when you expect to land.
Step 2: Weather and airspace
- Check the forecast and current observations near the field, including gusts, not only average wind.
- Look at radar and the sky for building cumulus, especially in warm months. The seasonal weather guide explains what to look for.
- Confirm the airspace over and around the field, and check for temporary flight restrictions. The airspace guide lists what to check.
- Note sunrise and sunset times, and set a landing deadline well before sunset.
Step 3: The launch site
- A wind direction indicator, such as a windsock or a strip of ribbon, is visible and you know which way the wind is blowing.
- The run-out area is long enough, flat, clear of holes, sprinkler heads, fences and ditches.
- No power lines, towers or trees in the departure path, and a plan for where you would land if the engine stopped after takeoff.
- People, vehicles and animals are clear of the launch and the propeller.
- You have permission to use the land. See the launch site guide if you are unsure.
Step 4: The equipment, from the top down
| Component | What to check | Stop and fix if |
|---|---|---|
| Wing fabric | Walk the leading edge and the cells. Look for tears, holes, sun-faded or brittle patches, and damaged seams. | Any tear or visible damage, or mildew or a musty smell from long damp storage. |
| Lines | Lay them out and run them through your hands. Look for tangles, knots, fraying and damaged sheathing, and for lines that look different in length from their neighbors. | Any frayed or cut line, or any tangle that you cannot clear. |
| Risers and hardware | Check that risers are not twisted and that quick links and maillons are closed and tightened. Check trimmers, speed system and brake handles move freely. | An open link, a worn webbing edge or a jammed trimmer. |
| Harness and carabiners | Buckles done up and tested, carabiners locked and oriented correctly, hang points secure. | A buckle that slips, a gate that does not lock, or a worn strap. |
| Reserve parachute | Container closed, pins seated, handle accessible and routed correctly, repack date within the manufacturer's interval. | A reserve that is out of date or whose handle you cannot reach. |
| Frame and cage | Tubes straight, no cracks near welds, bolts and fasteners secure, cage solid. | Any crack, bend or loose fitting. |
| Propeller | Inspect for chips, cracks and delamination, and check that it is firmly mounted and that the blades are balanced by eye. | Damage on a blade, or a prop that wobbles. |
| Engine | Fuel lines and fittings dry, throttle moves smoothly and returns, kill switch works, exhaust and mounts secure. | Any fuel leak, sticking throttle or kill switch that fails to stop the engine. |
| Fuel | Correct fuel and mix for your engine, enough for the flight plus a reserve, cap tight and vent clear. | Old, contaminated or wrongly mixed fuel. |
The details of each part depend on the model, so keep the manuals at hand. The engine guide explains why some checks differ for two-stroke and four-stroke types.
Step 5: The final check on the field
- Helmet on and buckled, gloves and eye protection in place, radio working.
- Harness leg and chest straps secured, and carabiners locked.
- Lines clear and sorted, wing laid out facing the wind, nothing caught on the frame or propeller.
- Engine warmed and run to full throttle on the ground (in a safe, secured position, with helpers and spectators out of the propeller's way) to confirm it delivers power and the temperature stays in range.
- Look at the sky once more, then at the windsock, then at your departure path.
- Only then, start the launch, and commit to aborting if anything feels off.
Many pilots build a habit of reading the list aloud, which stops the mind from skating over steps it has seen a hundred times. After landing, a short post-flight look at the wing, lines and frame catches problems before the next flight. For gear specifics such as helmets and reserves, see the gear and clothing guide.
Frequently Asked Questions
How long should a pre-flight check take?
Plan on several minutes for the equipment and a few more for weather, airspace and site checks. A full wing layout and line check takes longer after a crash, after storage, or on a new wing.
Should I run the engine before every flight?
Most instructors teach a warm-up and a full-throttle ground check so you know the engine is healthy before launch. The details, such as how long to warm up and how to hold the frame, depend on the engine and your instructor.
What is the most commonly skipped step?
Clearing the lines and confirming that nothing can reach the propeller. Lines drawn into the propeller are a well-known hazard in the sport, which is why a careful layout is stressed in every course.
Do I need a written checklist if I fly often?
Experienced pilots often still use one, because familiarity is when steps get skipped. A laminated card on the frame costs little.
When should an inspection be done by a professional?
Follow the wing manufacturer's schedule for line and fabric inspection, and have the reserve repacked within its stated interval. After a hard landing or any suspected damage, have it checked before flying again.