"The problem I see, is he is directly in a corridor of commercial aircraft. He mentions how he is constantly scanning for traffic. In most GA aircraft, you have, at least a better chance to maneuver than he does in a paramotor. Just sayin”
I fly that corridor very often. Sometimes several times a week. 10,000 and above your no longer limited to 250 knots.
Between my place 76N and say White Plains or Monmouth NJ ATC may reroute you 5-6 times. Frequently total reroute. If your not familiar with the area just figuring the intersections and spelling can be daunting. Then they clear you to fixes on approaches that your not even cleared for and so the fixes are not on the chart but only on the approach plate. You can’t get a word in to ask a question because the controller is rattling like an auctioneer and there are power changes, ATIS to listen to among other things Running single pilot IFR it’s common to have to go heads down to figure out the routing changes, airways and get it all loaded in. Just a busy time the whole way even for a short trip.
Between 76N and PHL they typically only allow me to 7,000 then drop down to 5,000 south of Allentown and then down to 3,000 to enter the Bravo. Even lower for the western outlying NYC airports Entering south jersey from PHL I’m at 2000. Trenton to Teterboro or some other short leg is also low.
The TCAS won’t pick him up. No ADS-B. Controllers will ignore an almost stationary primary target as a glitch in the system. Never will even come up if they are busy. Even birds move faster than a paraglider sometimes. Looking into the sun evening or early morning. Calm time of day perfect for PPG flying. I’m especially blind to the right when making a left turn. Engines in the way and the fuselage is too wide to look over the right cabin window sill.
Since he has no electrical system and it’s not a registered aircraft is a Mode C Transponder required above 10,000?
I believe it’s not required for the PPG so totally legal and legit at 15K in that area. Has as much right to be there as I do. I do admire the curiosity to see what the machine will do. I typically stay under 4,000 unless I’m talking and squawking. Below the local IFR minimum vectoring altitude. I don’t have to keep looking over my shoulder for the evening regional jet arrival that way. I fly a lot of no radio airplanes and I’m perfectly comfortable with that but I fly them in a way that I am out of the way as much as possible if that makes any sense.
"Perfection is finally attained not when there is no longer anything to add but when there is no longer anything to take away." Antoine de Saint Exupery