A Powered Paraglider pilot reported they did not take sufficient actions to prevent an airborne conflict with a known skydiving aircraft operating in the same airspace.

Narrative

Chain of events. After an afternoon of skydiving (about XA30); I decided to fly my paramotor through Class G and E airspace at ZZZ. Skydivers at ZZZ use a Cessna Blackhawk Caravan for skydiving operations. I wanted to practice some maneuvers such as big ears and S turns; and potentially some stalls; so I needed a little bit of altitude. I was aware that the skydivers were on a hold that would last 10 to 20 minutes in order to pack parachutes and review footage from their previous jump.To ensure that I could safely make it back to my takeoff area; I took off and continued flying into the wind which was coming from the northwest. I also turned a bit more west during takeoff to avoid traffic pattern areas as the Caravan typically makes a right hand turn on takeoff while climbing into position for skydiving operations. I was also observing the Caravan's position on the ground while climbing. I knew that the skydivers would be doing jump run around 5;500 ft. and wanted to climb above that altitude and as far north and west as possible to safely be out of the way of any skydivers and the aircraft itself. After departing the area of the airport; I began climbing towards the town. While climbing; I observed from 4;000 ft. that the Caravan began departing to the north east. At that time; I began flying directly west to add more horizontal separation from any potential jump run. Because I was flying with my back towards the airport; I became slightly nervous and I eventually turned slightly southwest to ensure I could see the direction the caravan might be flying.After about 4 minutes; I had reached approximately 6;000 ft.; I could see the Caravan on its initial jump run flying on a northwest heading. I could see the aircraft from a safe horizontal distance and a bit above it. At this time; I was just northwest of the town. I also continued to maintain full power in an effort to continue climbing. However; even with full throttle; I did not appear to be climbing or was climbing at a significantly reduced rate. After another 1-2 minutes; I was still at approximately 6;000 ft. and I could see the Caravan on a second jump run; now on level flying directly towards me. Upon seeing this; I began turning sharply 360 degrees in an attempt to quickly reduce altitude while making my paraglider more visible in the air. The skydivers had exited the aircraft before getting to my location. However; the Caravan then flew by on the west side of me before turning east slightly north of my position.I was flying with a handheld radio on the XXX.Y frequency. However; it is sometimes hard to hear while flying the paramotor and it is generally too difficult to fly with both hands on brake toggles and operate the radio. It is likely that because I turned slightly south to be able to see the Caravan; that I was pushed back towards the airport by crosswinds. After the close call; I began descending and landed about 10 minutes before sunset. I talked to the pilot of the Caravan. He informed me that I 'scared the **** out of him'; but that he did see me at near the end of the jump run. I apologized for being in the area of the jump run and noted that I would not be flying above 1;000 ft. again in the area.Poor decision making (my awareness of jump run direction; distances; climb rates; etc). Mixing of fast and slow aircraft (Caravan and Paramotor). I believe there are a couple of options here for reducing the chances of a near miss in this kind of situation. As soon as I was feeling nervous about my position; I should have at least attempted to make a call on the radio announcing my position. Although; it is currently unclear if that call would be intelligible while flying my paramotor. Improve/maintain awareness of position especially when flying crosswind at altitude. Paramotor operations within a few miles of an airport and/or dropzone should probably be conducted at lower altitudes; less than 1000 ft. if at all. I don't plan on flying above 1000 ft. in this area again and as far away perpendicularly from a likely jump run. Prior communication with the pilot to determine their jump run will also help coordinate airspace. Don't try to out climb a Caravan with a paramotor; even with a massive lead. When operating near a drop zone in a paramotor; it is likely safer to operate downwind and crosswind of the airport as most operations will happen upwind. Prior to doing so may require a detailed look at the winds aloft may be required to ensure that the paramotor pilot does not travel to far from the landing area for a safe return. It was apparent that the ability to climb or descend in a paramotor is far too slow when in a close call scenario and perhaps a B line stall may have been the safest way to lose altitude rapidly. However; I have never performed a B line stall prior to this event and did not feel comfortable doing so.Additional Notes. I have flown a powered paraglider at this location multiple times in the past. However; I typically flew at or below 1000 ft. and not typically during skydiving operations. In the morning; evening; or during situations that restrict skydiving but not Powered Paragliding (PPG) such as low clouds. I do make frequent flights out of this airport and other small airports where I typically follow helicopter style takeoff and landing patterns and maintain low altitudes between 500 ft. and 1000 ft. until a short distance from the airport.I am starting student PPL training; but this was an ultralight aircraft/paramotor operating under FAR103.