4-4 forward to prevent the aircraft from being too nose heavy.  Figure 4-5  illustrates the structure of a powered parachute  and the location of the wing attachment.  example, if the aircraft is flown by a heavy person, the attach  point can be moved farther aft, bringing the wing forward to  compensate for the change in CG.  Figure 4-3  shows a close- up of the wing attach point and the small amount of forward  and aft movement that is available. A powered parachute used for sport and private flying must  be registered with an FAA N-number, have an airworthiness  certificate, a POH, and/or limitations with a weight and  balance document aboard. The aircraft must be maintained  properly by the aircraft owner, or other qualified personnel,  and have the aircraft logbooks available for inspection.  Always refer to the POH for weight and balance information  specifi to the powered parachute being fl wn. For additional  information, refer to the Powered Parachute Flying Handbook  (FAA-H-8083-29). A good weight and balance calculation is the keystone  of flight testing an amateur-built aircraft. Accurately  determining the aircraft’s takeoff weight and ensuring that  the CG is within the aircraft’s design for each flight is critical  to conducting a safe flight test The aircraft should be level when weighed, spanwise and  fore and aft in accordance with the kit manufacturer’s  instructions, and should be in the level flight position. It  is highly recommended that the aircraft be weighed in an  enclosed area using three calibrated scales. Bathroom scales  are not recommended because they are not always accurate. Similar to airplanes, sailplanes, and powered parachutes,  increasing weight creates increases in speed and descent  rate. However, the WSC aircraft has a unique characteristic.  Adding weight to a WSC aircraft creates more twist in the  wing because the outboard leading edges flex more. With  less lift at the tips, a nose-up effect is created and the trim  speed lowers. Therefore, adding weight can increase speed  similar to other aircraft, but reduce the trim speed because  of the increased twist unique to the WSC aircraft. Each  manufacturer’s make/model has different effects depending  on the specific design. For detailed weight and balance  information, characteristics, and operating limitations, always  reference the specific manufacturer’s manual or POH for the  make and model.  Figure 4-4  shows an example of a weight  and loading sheet that would be issued with a WSC aircraft.  Every aircraft has its own weight and loading data that should  come from the manufacturer. The example in  Figure 4-4 comes Airborne, an Australian company, named  Airborne XT WSC aircraft. For additional information,  refer to the Weight-Shift Control Aircraft Flying Handbook  (FAA-H-8083-5). Powered parachutes have many of the same characteristics  as WSC aircraft when it comes to weight and balance. They  have the same limited loading, with only one or two seats, and  a fuel tank. A powered parachute acts like a pendulum with  the weight of the aircraft hanging beneath the inflated wing  (parachute). The point at which the inflated wing attaches  to the structure of the aircraft is adjustable to compensate  for pilots and passengers of varying weights. With a  very heavy pilot, the wing attach point would be moved  Powered Parachutes Figure 4-3.  Wing attach point. Weight and Balance Computations  (Amateur-Built Aircraft) Front collar Trike mast Keel nose plate Control frame apex Distance from nose plate to front edge  of front collar Rear collar adjusted to eliminate gap when  pivot block assembly is against front collar 50 1 / 2 " to 52 1 / 2 "