This is the second collision I know of between a paramotor and a certificated aircraft. Fortunately it was not in the air but it still could have been much more disastrous. In Dec 2021, over Fulshear Texas, there was a collision between a paramotor and a Cessna 208 carrying cargo for UPS. Both aircraft lost, both pilots died. The NTSB preliminary report stated that the paramotor was creating radar reflections but they were filtered from the ATC display because there was no altitude information available. It also stated that the paramotor was not transmitting ADS-B out information. That motivated me to work on figuring out how to legally equip with ADS-B out in the USA, and I'm happy to report that there are now 3 or 4 of us (in the USA) who are flying equipped with ADS-B out. I understand that there are other options in Europe and Australia, not sure about the rest of Asia, but I feel much more comfortable now, flying at higher altitudes and slightly busier airspace, knowing that other aircraft and ATC can actually see me. In the USA (maybe other countries have similar rules), the general rules for small airports is that the pattern altitude for GA aircraft is 1000 ft, for jet aircraft it's 1500 ft and outside the GA pattern, while for ultralights, it's 500 ft and inside the GA pattern. Using a completely different landing spot, staying out of the GA final approach path, and keeping at 500 ft around airports is a really good idea. Obviously, using radios is also an imperative, even if all you want to do is listen. I also personally have the brightest strobes I could find (Skyflar dual) but in daylight - also overcast skies, even those are not very visible. (At night they are all blinding.) I feel like most ppg pilots stay low, kicking hay bales and foot dragging cow dung. But for the fewer of us who like to adventure out away from our home field, fly long and high, there needs to be a strong emphasis on learning exactly _where_ we can fly vs. where we can fly safely. Thanks for the great video.
