This regular posting was last revised March 31, 1998. It answers frequently asked questions
about ultralight and microlight aircraft, and was written by Daniel Grunloh (grunloh@uiuc.edu) with much helpful input
from other netters. The author takes full responsibility for any omissions or
errors. Use of this posting in flight is prohibited. :-)
This document
attempts to answer the most common questions from *newcomers* about the sport of
ultralight flying. Questions about the best engine, prop, oil, etc. are not
considered. The answers are short generalizations, especially in regards to
federal regulations, and are not intended to be the complete definitive
reference. Changes since the last posting are marked by a vertical bar ("|") in
the left margin. Caution; all new or changed text is more likely to contain
errors. Please send comments and corrections to grunloh@uiuc.edu.
| The most recent copy of this FAQ is always available on my
| website at http://www.staff.uiuc.edu/~grunloh. Hypertext
| versions for easy reading with a web browser are available from
| http://www.cs.fredonia.edu/~stei0302/WWW/ULTRA/ultralight.html
| and from http://rio.atlantic.net/~av8r/index.html. The original
| text version is also available on Usenet in rec.aviation.answers.
| Permission is given to convert or translate this text into any
| format or language provided the content is unchanged.
The questions which are answered include:
Q201: What is an
ultralight (or microlight)?
Q202: Are there any
regulations on these things?
Q203: How can I locate
ultralights flying in my area?
Q204: Are ultralights
more dangerous than other aircraft?
Q205: What does it
cost to build, buy, learn, fly?
Q206: Don't most
ultralights in the USA exceed the allowable legal weight and speed limits?
Q207: Why would
anyone want to fly these marginal machines when they could be flying *real*
airplanes?
Q208: I fly regular
airplanes so why should I need any training to fly these simple machines?
Q209: Who can
fly 2-seat ultralights?
Q210: Are there any
ultralight gyroplanes and helicopters?
Q211: I need
information about powered paragliders. (or other non-fixed wing air
vehicles)
Q212: How do I
contact the ultralight mailing list?
Q213: How do I
contact the hang-gliding mailing list?
Q214: How do I
contact the FAA Safety BBS?
Q215: When is
Oshkosh?
Q216: What are the
ultralight regulations in Canada?
Q217: Where can I get
a copy of the regulations for the USA?
Q218: What magazines
cover ultralights and microlights?
Q219: How high can
you go in an ultralight?
Q220: What is
rec.aviation.ultralight?
Q221: Is there an
Ultralight Home page on the Web?
Q222: What is a
ballistic parachute?
Q223: What are
"trikes"?
Q224: Are there any
ultralight balloons?
Q225: What is a 2
axis ultralight?
Q226: Is there
ultralight chat on the internet?
If your viewing software has a
search function, you can jump to the desired answer by searching for the
question number as in "Q201:". Or, you can browse forward by searching for the
"Subject:" line which precedes each answer. The style and format of this
document is intended to comply with preferred Usenet conventions.
Subject: Ultralights and Microlights
Q201: What is an
ultralight (or microlight)?
In the U.S.A. an ultralight is defined in
Federal aviation regulations FAR Part 103 (and subsequent advisory circulars) as
a *single* seat powered flying machine which weighs less than 254 lbs, has a top
speed of 55 knots (63 mph), stalls at 24 knots (28 mph) or less and carries no
more than 5 gal. of fuel. Excluded from the empty weight are floats for water
landings and safety devices intended for deployment in an emergency. The weight
allowance for an emergency parachute is 24 lbs. so an ultralight with a
parachute could weigh 278 lbs.
There are strict operating limitations
(see question Q202:), but no mandatory license or registration. Special 2-seat
exemptions are granted to instructors for training purposes only. These training
aircraft can weigh 496 lbs and carry 10 gal. of fuel. All single seat
ultralights which exceed the above limits and any 2-seater not used solely for
instruction must be registered as an Amateur built aircraft and must be flown by
a licensed pilot. Regulations vary outside the USA, but many nations allow more
weight, speed, fuel, and 2-seat operations at the expense of more safety
requirements. Some call them microlights.
The Canadian Ultralight is
defined in Question: Q216
In Australia, the vehicle definition
is......
| Less than 300Kg Max takeoff weight for uncertificated
| single seaters and 480 KG for certificated single seat
| and 2-seat ultralight aircraft.
Aussie ultralighters should check out the Aerial Pursuits web page at: http://www.ozemail.com.au/~aerial
| If you are located in Australia you will want to contact the;
|
| Australian Ultralight Federation
| PO BOX 1265
| Fyshwick ACT 2609
| AUSTRALIA
| AUF PHONE NOS.
| Ph (+61) 06 2804700.
| Fx (+61) 06 2804775.
| See the AUF Home Page at http://www.ozemail.com.au/~aufadmin/
| for more details about the Australian regulations.
Subject: Ultralight Regulations
Q202: Are there any
regulations on these things?
Yes! Aside from the vehicle definition
(see question 201) there are strict operating limitations (USA) designed to
limit the dangers to the non-participant. (You are permitted to risk your own
neck.)
1. No passengers allowed
2 No flying over towns or
settlements
3. No flying at night or above (or in) the clouds
4. No flying
in airspace around airports with control towers and certain other airspace
without prior permission.
5. No commercial operations (for hire) except
instruction.
6. Ultralights must yield right-of-way to ALL OTHER
AIRCRAFT.
7. No! You don't have to have a pilots license (yet).
Subject: Where can I find Ultralights?
Q203: How can I
locate ultralights flying in my area?
There are several pilot
organizations which can help.
The U.S. Ultralight Association is an
organization of ultralight pilots and flying clubs in the USA. They administer
an ultralight instructor program and voluntary pilot and vehicle registrations.
A monthly magazine _Ultralight Flying_ is included with membership in USUA. The
magazine is the oldest and largest ultralight publication. It is available only
by subscription. You can contact the magazine directly at Ultralight Flying,
P.O. Box 6009, Chattanooga, TN 37401. Phone: (423) 629-5375 / Fax: (423)
629-5379. Subscriptions are $30 (US) for 12 issues. (The January issue is the
annual buyers guide.)
Contact the U.S. Ultralight Assn at P.O. Box 667,
Frederick, MD 21705. Phone (301) 695-9100 or fax (301) 695-0763. Membership is
$39.95 (US). The USUA can give you information about flying clubs,
instructors,
| and flight parks in your area. http://www.usua.com/
The Experimental Aircraft Assn. (EAA) is an organization for all types
of homebuilt, antique, warbirds, rotorcraft, and ultralight aircraft. They have
a very large network of local chapters. Several magazines are available with
membership in EAA. Ultralight enthusiasts should chose _EAA_Experimenter_
magazine at the $28 per year membership. Their flagship publication,
_Sport_Aviation_ covers all the different types of sport aircraft with emphasis
on the homebuilts for $35 per year. A week-long annual convention and airshow is
held in Oshkosh,
| Wisconsin each summer. The next convention is July 30-August 5, 1997.
| Write to EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903 or
| phone (920) 426-4800 or go to their web page at www.eaa.org. A large
| fly-in with ultralights is also held each spring in Lakeland, FL.
| The next Sun-N-Fun Fly-In is April 19-25, 1998. Phone (813)644-2431.
| http://www.sun-n-fun.com/
Aero Sports Connection is a new organization for ultralights pilots.
In addition to conventional ultralights, ASC is attempting to serve the powered
parachute, rotorcraft, and balloon pilots etc. They also have instructor, pilot,
and vehicle registration programs. A monthly magazine _ULTRAFLIGHT_ is included
with the $40 annual membership. Write to Aero Sports Connection. P.O. Box 589,
Marshall, MI 49068 or call (616) 781-4021 evenings. Email KIMOjim@aol.com.
| The ASC web page is at http://www.paraflight.com/ASC/
Finally, you can go to a small airport in your area (not a major hub),
and ask around. There are independent clubs and airparks that are not part of
the above organizations. Make every possible effort to locate a flying club near
you because a group of pilots can provide invaluable help choosing an ultralight
and finding a place to keep it.
Subject: Ultralight Safety
Q204: Are Ultralights
more dangerous than other aircraft?
No. Not necessarily. They have a
tremendous advantage over regular aircraft due to their low weight and speed.
Minor accidents cause little damage and major accidents are less often fatal. As
with hang gliders, when they were first being invented, there were many poorly
designed ultralights being flown by untrained pilots. Hang gliders and
ultralights are now well understood and we know how they should be built and
flown.
Is engine reliability a factor? Gliders have no engine and the
operators do not consider that a safety factor. Hot air balloons can only barely
control their direction. Skydivers go mostly down! Each type of aviation
activity must be conducted within its design limits. Accident statistics are
difficult to evaluate. Should it be expressed as accidents or fatalities. Do you
want it per mile, per hour, per flight, or per pilot. Airlines use seat-miles to
get the best possible numbers. All the various types of *established*
recreational flying are reasonably safe if you follow good practices.
Subject: Costs of building, buying, learning, flying
Q205: What does it
cost to build, buy, learn, fly?
You can build a variety of safe very
serviceable ultralights costing from $3000 to $6000. A raw materials kit or
construction kit less engine is the cheapest way to start. Plan on spending at
least 6 months to 2 years on the project. An assembly kit has all the parts
prebuilt and you just bolt it together in a few weekends. Cost of these kits
starts at about $6000. You can buy a used or new machine ready to fly for
anywhere from $2000 to $15,000. Older models must definitely be inspected by a
knowledgeable friend. If you build one yourself, you will naturally be better
qualified to maintain it.
There are many ways to learn to fly
ultralights. Formal flight training in a 2-seat ultralight from a real
instructor can cost $600 to $1200 or more. You could take a few lessons from an
instructor or a friend in a conventional aircraft but the speeds and handling
characteristics are quite different. It's better than the third option which is
no training at all. In the USA it is legal but very stupid to attempt flight
with no training whatsoever. Any experience in regular aircraft, sailplanes,
hang gliding, or even RC-models is helpful. Much of the ground school such as
weather, navigation, engines, safety, and regulations can be learned on your own
by reading and study.
Actually flying the ultralight is usually very
inexpensive. The engines burn only 2 to 3 gal per hour. Routine maintenance and
even a complete engine rebuild is minimal. You could damage a prop ($150) or
wipe out your landing gear ($300). Almost all ultralights must be stored under a
roof protected from sun and weather. Direct sunlight will destroy some types of
fabric coverings ($1000) in as little as 2 years! If you cannot disassemble the
ultralight or fold the wings and trailer it home, you will need to rent hangar
space if you can find it. Hangar rent can be the largest single operating
expense at $30 to $90 per month.
Subject: Weight limits
Q206: Don't most
ultralights in the USA exceed the allowable legal weight and speed
limits?
Many ultralights do exceed the limits though most of them are
only a little heavy or fast. Manufacturers design ultralights which just barely
qualify so they can offer the most performance and features possible. Some
owners then add bigger engines, more streamlining and other options which take
it over the limit. The government relies on more or less voluntary compliance
because they will never have the resources to hunt down every ultralight that is
slightly over the limit. They realize that a little extra weight or speed does
not significantly increase the risks involved. However, if you violate the
operating limitations (see question 2), and someone reports it, you WILL be
fined $1000 for each occurrence. Exceeding those operating limitations very
greatly compromises safety.
Subject: Ultralights vs. "real" airplanes
Q207: Why would
anyone want to fly these marginal machines when they could be flying *real*
airplanes?
First they are not marginal. Ultralights are designed to
have the same structural strength as regular normal category aircraft. A major
reason people fly them is the lower cost. In spite of what critics might say by
comparing the cost of an old worn out conventional aircraft with a new
ultralight, the average cost of owning and flying an ultralight is much less
than conventional aircraft. Also, some people can never fly *real* airplanes
because they can't pass the medical requirements. The most important reason
people fly ultralights is because they are FUN ! The slow flight, often open
cockpit, and light responsive handling make them more like a motorcycle of the
air than car in the sky. One final reason (in the USA) is freedom from excessive
regulations.
Subject: Ultralight training for pilots of certificated aircraft
Q208:
I fly regular aircraft so why should I need any training to fly these simple
machines?
Conventional pilot training is a tremendous asset when
learning to fly ultralights but some habits will have to be changed. They have
much less mass and inertia and thus do not retain airspeed as long as other
aircraft. Control response time is often quicker so the regular pilot may tend
to flare for the landing much to early. Also, headwinds and crosswinds have a
much greater effect and can more easily spoil your navigation and use up all
your fuel. Ultralights really should always be flown such that there is a safe
emergency landing area within gliding distance. The pilot should be comfortable
making power-off landings. You should get at least a few flights in a 2-seat
ultralight and some ground school covering 2-strokes engines and ultralight
regulations.
Subject: Pilot requirements for 2-seat ultralights.
Q209: Who can fly a
2-place ultralight?
All 2-place ultralights in the USA fall under special
categories. The normal ultralight pilot cannot fly a 2-place ultralight. An FAA
certificated pilot can fly a 2-place ultralight provided it is registered with
the FAA, displays an N-number marking. and meets all the other requirements of
an AIRCRAFT (See type #1 and #2 below). A type of 2-place ultralight training
craft can be flown only by designated ultralight instructors (type #3 below).
Except for these 2-place trainers, all 2-seat ultralights are considered
AIRCRAFT and are subject to all the pertinent FAA regulations about
registration, airworthiness, and pilot certification.
1.) Probably the
most common 2-seat ultralight-type AIRCRAFT is the 51% Amateur-built, registered
in the experimental category. These aircraft will have the FAA "N-number"
marking on the fuselage or tail, and will have the word "EXPERIMENTAL" near the
cockpit where it can be seen by passengers as they enter. The pilot must hold a
FAA Private or Recreational license or better. An FAA student pilot could fly
such a machine SOLO ONLY, if under the direct supervision of a CFI.
2.) A
new type is the 2-seat ultralight-type AIRCRAFT registered in the new Primary
category as a "Sportplane". These are FAA certified kitplanes which will have
FAA "N-number" markings but do not have the EXPERIMENTAL placard. The
Quicksilver GT-500 was the first to qualify. Pilot requirements are the same as
above.
3.) The 2-seat exempted ultralight trainer is a special type that
can only be used for instruction. It is exempted from the normal pilot and
vehicle requirements, provided the pilot qualifies as an official ultralight
instructor. The pilot must carry documentation that he has such an exemption,
available from the USUA or the ASC as part of their instructor program, or from
the EAA, which has a program for CFI's. The instructor is not supposed to use
this 2-place machine as his personal recreational vehicle. Finally, the aircraft
must be marked "FOR INSTRUCTIONAL USE ONLY".
4.) Lastly, there is the
illegal 2-seat ultralight-type AIRCRAFT. If there are no markings on the
aircraft of any kind, and it's flying, it is most certainly illegal. If it has
two seats, you must see "N-number" markings, or the placard for "INSTRUCTIONAL"
use. FAA certificated pilots should avoid flying illegal 2-seat aircraft (even
only solo), because they risk losing their license and paying stiff fines.
Unlicensed pilots face the same fines, usually multiple $1000 fines for each
flight. Passengers are strongly advised to avoid riding in unregistered, 2-seat
ultralight-type AIRCRAFT which are flown by unlicensed pilots.
And now
one final point. It is not possible to have a convertible or dual purpose
vehicle which can be used both as a single seat ultralight and as a 2-seat
N-numbered experimental homebuilt depending on it's configuration. While it's
theoretically possible to make such a conversion, you must surrender the
original aircraft registration and cannot change back and forth at will.
Subject: Ultralight rotorcraft
Q210: Are there any
ultralight gyroplanes and helicopters?
Yes, there are indeed
ultralight gyrocopters which meet all the requirements of weight and speed (USA)
to qualify as an ultralight. For more information, contact the Popular
Rotorcraft Association, P.O. Box 8756-UF, Clinton, Louisiana, 70722 or phone
(504) 683-3545
http://www.pra.org/
You absolutely *MUST*
obtain instruction to pilot a gyrocopter regardless of your experience in
regular aircraft or ultralights. Numerous skilled pilots have learned the hard
way that the controls are very much different.
For more information also
try these sources:
Sportcopters Inc.
34012 North Honeyman
Rd.
Scappoose Oregon 97056
503-286-5462 (voice) 503-285-6222
(FAX)
Sport Int'l Inc., home of the Vortex Gyro,
http://www.teleport.com/~zlinak
email
to zlinak Milan zlinak@teleport.com
Helicraft Inc., P.O. Box 50,
Riderwood, MD 21139 phone (410) 583-6366 fax (410) 692-5902 offers plans,
information ($10), and kits for all kinds of rotary wing aircraft. Most are too
heavy or fast to qualify as an ultralight but they do have one ultralight
gyrocopter. Plans for a tiny helicopter with jet engines on the rotor tips are
available but this craft has never been widely built presumably because of it's
VERY high noise level, and probable high fuel consumption. Incomplete plans for
an unproven 2-stroke powered UL helicopter are available.
Until recently,
It could be said there are a no PROVEN ultralight helicopters in the USA. The
weight limit of 254 lbs has been the barrier with the current technology. In
1993, a true ultralight helicopter built using modern composite construction was
introduced as a tested, ready to fly helicopter. It has lots of custom built
hardware and is powered with a Rotax 503. The price was estimated at $30,000.
Contact: American Sportcopter Inc., 812 Middle Ground Blvd., Newport News,
Virginia, 23606. Phone: (804) 873-4914 /Fax: (804) 873-3711.
Subject: Powered paragliders and other types
Q211: I need
information about powered paragliders (or other non-fixed wing air
vehicles)
Ultralight powered parachutes (parafoils, paragliders)
occur in two types. The original "Paraplane (TM)" and it's clones have a
tricycle landing gear, with seat and pusher prop suspended below a high
performance rectangular parachute. Controls are very simple with foot controls
for turning and a throttle to go up or down. You can learn to fly in one day!
And, your hands are free for taking pictures and waving to the amazed
spectators.
The second type is a foot launched version of the above. The
pilot has a small backpack engine with prop mounted in a wire cage. The legs are
acting as landing gear so the control lines for turning are activated with the
arms just like skydivers.
Foot-launched paragliders can be launched from
mountain sites like a hangglider. Or you can use the motor to gain altitude,
shut it off, and make use of natural lift to stay aloft. High performance
paragliders are elliptical in shape and require more training than the simple
square type powered parachute. A certified training program has been approved
through the U.S Hang Gliding Assn. P.O. Box 8300 Colorado Springs, Co. 80933
(719) 632-8300, (719) 632-6417
For more information on Paragliding
contact:
Paragliding The Magazine, 8901 Rogue River Hwy.
Grants Pass, Or.
97527 (503) 582-1467
| The best website and starting point for anyone interested in the
| parawings is provided by Gary RJ Miller, Editor The Mid-Atlantic
| Powered Parachuting Club Newsletter. Information and Links Web Site
| http://members.aol.com/PwrdChuter
Both types of powered parawings are slow flying (20-30 mph), and are
limited to light wind and minimal turbulence. Takeoff is very short but must be
DIRECTLY into the wind. The takeoff roll (or run) is begun with the chute spread
out on the ground though it's possible to start with the chute in a bag for some
models. The cost of these craft is not much less than other ultralights due in
part to the cost of the chutes. Wear and tear can be a factor if you drag your
chute trough the brambles and bounce your landings a lot. No other flying
machine ever invented can pack down as small as the foot launched powered
paraglider.
For information on foot-launched powered paragliders
contact:
1. Pagojet USA, P.O. Box 50382, Henderson, NV 89016
Phone: (702) 436-0633 / Fax: (702) 436-0634.
http://www.skylink.net/~patrick or email psugrue@aol.com
2. ParaPower International, 21051 Oxnard St. #32, Woodland Hills,
Ca. 91367 (805)264-3249 or send email to Rick Davids at
parpowr@qnet.com for information on the French made Defi-210
powered paraglider and USHGA approved training program.
His web site is http://cello.qnet.com/~parpowr/
3. Paramarketing Inc. Phone: 516-922-1032 Fax: 516-922-2437
or check out their web site at the URL;
http://www.cyberactive-1.com/paramotor/html/para2.html
For information on powered parachutes with landing gear:
1. Buckeye Powered Parachutes, 16111 LInden Rd., Argos, IN 46501
Phone (219) 892-5566 /Fax (219) 892-5624 Buckchute@aol.com
http://www.agt.net/public/lindam/cpp2.htm
2. Parascender Technologies Inc. 828 N. Hoagland,
Kissimmee, FL 34741. Phone (407) 935-0775 /Fax: (407)935-0778.
http://www.iag.net/~para or email para@iag.net
3. Paraplane Corp. 5801 Magnolia Ave., Pennsauken, NJ 08109
Phone (609) 663-2234 /Fax (609) 663-5830 para4fun@aol.com
4. Six Chuter Inc., 2925 South Wiley Rd. Yakima, WA 98903
Phone: (509) 966-8211 / Fax: (509) 966-4284
http://www.sixchuter.com/
What about those other non fixed-wing types I promised?
You may
build and fly *ANY* powered aircraft which meets the (USA) ultralight vehicle
definition. _ANYTHING_. One-man free balloons are considered unpowered
ultralights (like hang gliders and other one-seat gliders) and must weigh 155
lbs. or less to qualify. An Easy Riser ultralight has flown with solar/electric
power. A legal ultralight powered blimp has been built and flown. A full size
rubber-band powered ultralight was demonstrated at Oshkosh '92, but did not
achieve flight. It HAS lifted off, for a time, on smooth pavement,....going
downhill.
Subject: Ultralight mailing list
Q212: How do I
contact the ultralight mailing list?
| An ultralight mailing list is maintained by Robert Comperini.
| To subscribe send an email message to MAJORDOMO@HUGHES.NET with
| the following line as the first line in the BODY of the message.
subscribe fly-ul
You will begin to receive about 100 messages per
day in your mailbox every day. There are about 400 subscribers including
beginners, experts, designers, dealers, instructors and pilots from around the
world. This is the place to be if you interested in more _in_depth_ discussions
about ultralights/microlights/lightplanes.
You can also retrieve many
helpful documents about ultralights from the list server. Send the word HELP to
fly-ul-docs@perim.com. If you have problems, write to Robert Comperini at
robertc@perim.com
| or contact him through his website at http://www.qnet.com/~robertc/"
| You can also contact the listserver through the URL.....
| http://www.cs.fredonia.edu/~stei0302/WWW/ULTRA/internet.html
| Archives of the mailing list posts are available from
| http://www.cs.fredonia.edu/~stei0302/WWW/ULTRA/ultralight.html
| Once there, select "FTP sites, Mailing Lists, and Newsgroups" from the
| options provided.
| An email mailing list has also been set up for trike enthusiasts.
| To subscribe send any message to Trikes-subscribe@lists.kz .
| To unsubscribe send any message to Trikes-unsubscribe@lists.kz
| To post to the list send your message to trikes@lists.kz .
| A live human is available at Trikes-owner@lists.kz .
| Archives are available at www.escribe.com/aviation/trikes .
Subject: hang-gliding mailing list
Q213: How do I
contact the hang-gliding mailing list?
There is a hang-gliding
mailing list which is also available in digest form. You can subscribe to the
list by sending a request to hang-gliding-request@lists.utah.edu. The SUBJECT
line should be:
subscribe hang-gliding list or.....
subscribe
hang-gliding digest
For further information, send mail to
hang-gliding@lists.utah.edu.
Additional hang-gliding information, and an
archive of the digest is available on the web at the address:
http://cougar.stanford.edu:7878/HGMPSHomePage.html
Subject: The FAA Safety BBS
Q214: How do I
contact the FAA Safety BBS?
| The experimental FAA Safety database is no longer a modem BBS.
| Since the retirement of Ben Owen (the founder) from the FAA, it
| has been moved to a website which is sponsored by the EAA. You
| can find it at http://www.safetydata.com/.
| For information on accidents involving N-numbered "ultralight type"
| aircraft in the USA, http://www.ntsb.gov/aviation/Accident.htm
Subject: Oshkosh convention dates
Q215: When is
Oshkosh?
| The next annual Experimental Aircraft Assn. Convention and airshow
| at Oshkosh Wisconsin will be July 29 through August 4th, 1998.
| For more information phone (920) 426-4800 or go to their webpage at
| http://www.eaa.org/
Subject: Ultralight regulations in Canada
Q216: What are the
ultralight regulations in Canada?
The vehicle definitions are as
follows:
ULTRALIGHT SINGLE-PLACE AEROPLANE:
Power-driven aircraft
designed to carry not more than ONE person and having a 'launch weight' not
exceeding 165 kg (363.8 lbs) and a wing area of not less than the 'launch
weight' minus 15 divided by 10, but in no case less than 10 sq. meters (107.6
sq. ft.).
ULTRALIGHT TWO-PLACE AEROPLANE:
Power-driven aircraft
designed to carry not more than TWO persons and having a 'launch weight' not
exceeding 195 kg (429.9 lbs) and a wing area not less than 10 sq.meters (107.6
sq. ft.) and a 'Wing Loading' not greater than 25 kg/sq meter, calculated using
the 'launch weight' plus the occupant weight of 80 kg (176.4
lbs).
ADVANCED ULTRALIGHT AEROPLANE:
Propeller-driven aeroplane
designed to carry a max. of TWO Persons, including the pilot, and having:
1. In the case of a land-plane, a max. take-off weight of
a. 285 kg (628.3 lbs) for a single-place aeroplane.
b. 480 kg (1058.2 lbs) for a two-place aeroplane.
2. In the case of a Seaplane, an additional weight allowance of:
a. 35 kg (77.2 lbs) for a single-place aeroplane.
b. 70 kg (154.4 lbs) for a two-place aeroplane.
3. A max. STALL SPEED at max. take-off weight not exceeding 72 kmh
(45 mph) indicated airspeed.
The aircraft construction has to also comply with the "Design Standards
for Advanced Ultralights" (TP 10141), issued by Transport Canada. Among other
things, this states that only "Aircraft Quality" materials and construction
techniques are to be used.
AMATEUR-BUILT ULTRALIGHT:
An aeroplane
built and inspected in accordance with the Airworthiness Manual that also meets
the Stall Speed and Max. weight criteria published in the "Design Standards for
Advanced Ultralight Aeroplanes", TP 10141.
The 'launch weight' is the
total weight of the aeroplane when it is ready for flight, including any
equipment, instruments, and max. fuel and oil, but not including: floats (up to
34KG/75 lbs), the occupant, and any ballistic parachute installation.
The
pilot requirements are as follows:
The minimum requirement to get a
Private Pilot License - Ultralight Category is 10 hours. Of which not less than
5 hours Dual and not less than 2 hours Solo time are required. Also, within
these times no fewer than 30 takeoffs and landings, including no fewer than 10
as sole occupant of the aircraft must be obtained. The actual time required for
the average person works out to be about 18-20 hours. "NO PASSENGERS" allowed
with this license.
The only way you can legally carry a passenger would
be if you held a Commercial Ultralight License. Then the passenger is supposed
to be a student or a prospective student on an "Intro Ride".
With the new
Advanced Ultralight category, a Private Pilot-Airplane (Certified) can carry a
passenger and a Private Pilot - Ultralight can carry a passenger if the
passenger also holds an Ultralight or higher License.
Information above
kindly provided by Canadian ultralight instructor Munden Critch
(ecritch@dragger.ifmt.nf.ca)
Kathy and Ed Lubitz (elubitz@ionline.net)
maintain the following web page with the information about ultralight
regulations in Canada. Q217:
Where can I get a copy of the regulations for the USA?
An unofficial
electronic copy of Federal Aviation Regulations Part 103 pertaining to
ultralights is available on the web from Jon Steiger's Ultralight Home page at;
http://www.cs.fredonia.edu/~stei0302/WWW/ULTRA/ultralight.html
Subject: Ultralight magazines
Q218: What magazines
cover ultralights and microlights?
_ULTRALIGHT_FLYING_ is the oldest
and longest running magazine devoted to ultralights. It's a large format,
newspaper tabloid size monthly publication with reviews, stories, and how-to
articles. It has more commercial and classified advertisers than most of the
other magazines. There are typically 80 oversize pages. Subscriptions are $30
for 12 issues or it is included with a membership in the U.S. Ultralight Assn.
(which is $39.00). Write to: 1085 Bailey Avenue, Chattanooga,TN 37404. Phone
(423) 629-5375. The magazine has a web page at http:/www.ulflyingmag.com
_EXPERIMENTER_
is a glossy monthly magazine of about 45 pages with lots of color, devoted to
ultralights and light planes. It is for members of the EAA (Experimental
Aircraft Assn). See Question Q203. The content of the magazine leans more toward
technical articles about the building aspect of ultralights as might be expected
from the parent organization. The cost is $28.00 for new EAA members or $18.00
if you are already receiving the magazine Sport Aviation. Phone (800) 843-3612
or http://www.eaa.org/
_ULTRAFLIGHT_ is
a new "grass-roots" monthly magazine devoted almost exclusively to ultralights.
It runs 65 pages on newsprint mostly not in color. They say they cover ALL types
of ultralights including powered parachutes, rotory, balloons, trikes, gliders
etc. No one is left out. Subscriptions are $30.00. Write to:
Ultraflight Magazine
2167 14th Circle N.
St. Petersburg, Fl 33713
| (813)894-4636 or Fax (813)327-1451
| Email to Jim Byers jbyers468@aol.com
Subject: Maximum altitude for ultralights
Q219: How high can
you go in an ultralight?
Answer: Higher than you will probably ever
want. Many ultralights can probably reach or exceed 10,000 ft. MSL. The record
for a USA type FAR part103 ultralight is over 23,000 ft. The record for the
higher performance microlight type is about 33,000 ft. Many ultralight pilots
seldom go above even 5000 ft. It gets cold, the scenery below you is too small
to make out, and it's not very exciting because the landmarks go by VERY slowly
at the typical ultralight speeds. Here in the USA, numerous limits and
restrictions apply to ultralights. In certain airspace such as around controlled
airports, the maximum altitude is ZERO. You can't fly there at all without
permission. The largest airports have an overhanging shelf of airspace which
also must be avoided. Ultralights are NOT required to have a radio and
transponder but, prior permission may be needed in some airspace where a
transponder would otherwise be required. FAA regulations require aircraft to
have supplemental oxygen at and above the 12,000 to 14,000 range to prevent
hypoxia. Ultralight pilots are not immune to hypoxia. All flights which exceed
18,000 MSL require prior permission and an IFR flight plan.
Subject: The ultralight newsgroup on Usenet
Q220: What is
rec.aviation ultralight?
Rec.aviation.ultralight is the name of one
of several thousand public bulletin board discussion areas on the internet.
There are a total of 18 different newsgroups devoted to various aspects of
aviation. (The "rec" stands for recreation.) Check with your internet provider
to see if they carry the USENET newsgroups. The newsgroups work much like a
computer BBS except they are world-wide. Each host stores it's own copy of the
messages. Whenever a user posts a new message, it is automatically copied to all
the other systems which are participating in the Usenet. If you only have email
access it's still possible to access the Usenet and many other Internet
services. To learn how, send email to... mail-server@rtfm.mit.edu with the
following line in the body of your message; send
usenet/news.answers/internet-services/access-via-email.
Subject: The Ultralight Home Page on the Web
Q221: Is there an
Ultralight home page on the Web?
Jon N. Steiger
(stei0302@cs.fredonia.edu) maintains an excellent Ultralight Homepage with
helpful references, and many pictures. Go to http://www.cs.fredonia.edu/~stei0302/WWW/ULTRA/ultralight.html
The Ultralight Home Page has classified ads, calendar of events, jump points to
other aviation servers including ftp and email gateway to the Ultralight Mailing
List. Also available are extensive lists of Manufacturers, instructors, and
flight parks..... And More! Also try these great sites:
http://rio.atlantic.net/~av8r/index.html
http://ul-flyer.com/gindex.html
http://www.web-search.com/ultra.html
http://www.cyberst.com/mike/ultra/video.html
http://www.mindspring.com/~trikes
http://www.win.net/~letsfly
http://www.ultralightnews.com/
The
British Microlight Aircraft Association has a web site.
http://www.avnet.co.uk/bmaa/bmaa.htm
For
Dutch ULV Pilots:
http://www1.tip.nl/users/t333846
| Here's the Italian Ultralight Homepage:
| http://www.ulm.it/default_en.htm
| For information about ultralight-flying in Germany see
| http://dulv.backnang.milliways.de"/
Subject: Ballistic parachutes for ultralights
Q222: What is a
ballistic parachute?
Ultralight and hang glider pilots have long used
emergency parachutes which are attached to the aircraft instead of the pilot.
You don't have to bail out. Instead the pilot and the aircraft float down
together. The early "hand-deployed" designs required you to throw a 6-10 lbs
package containing the chute out into the airstream and you hoped that it
inflated in time. Ballistic parachutes have a mechanical device to very quickly
"fire" the chute into the airstream which allows for MUCH faster deployment.
Manufacturers have claimed a deployment in only 2 seconds which allows for a
possible successful deployment as low as 100 ft. AGL. Some designs pack the
chute very tightly inside a canister. The earliest versions used an explosive
charge to fire a projectile which then pulled out the chute. Later designs have
gone to a chemical rocket (no recoil). A new design uses compressed air or gas.
The term "ballistic" is often loosely used to describe all types of rapid
deployment schemes although the newer rocket types are not actually "ballistic".
The cost of these units can be $1200-$1600. The only USA supplier
is:
BRS, 1845 Henry Ave., South St.Paul, MN 55075 phone (612) 457-7491 http://users.aol.com/BRSchute/BRS.HTML
| A new chute supplier is A.K.S. Inc. which imports the GRS
| system (Galaxy Rocket System) from Europe. They can be found
| at the website http://www.teleport.com/~trikes/
Subject: Hang glider trike type ultralights and microlights
Question 223: What
are "trikes"?
A hang glider trike is a powered ultralight based on a
hang glider type wing but with a tricycle geared undercarriage incorporating the
pilot seating and pusher propeller and engine. The pilot controls the craft by
pushing and pulling on the horizontal control bar just as in an unpowered hang
glider. The term "trike" may describe just the undercarraige or it can refer to
the entire unit.
The trikes are much more common outside the USA, are
well suited for beginners, and are easily adapted for 2-seat training. These
craft are bolt together kits, or completely assembled ready to fly. The hang
glider wing is often specially designed for powered use and would likely not be
also used for unpowered flight without the trike. Because the wings fold like a
hang glider and the trike may also fold up partially, they are easily
transported.
Regardless of you experience in other aircraft or even in
hang gliders, you really MUST get some training to fly these machines. While any
experience will help, you must be trained in their unique handling and takeoff
characteristics or you will likely crash. :-)
Here are some sources for
trikes in the USA.
Air America: Air Creation 84 Boxborough Rd, Stow MA
01775
phone 508-897-5220 /fax 508-897-4231
http://www.tiac.net/users/yelbir
email yelbir@tiac.net
Tukan Trikes (also Cosmos and Air Creation
trikes)
Kemmeries Aviation
8710 W.Carefree Highway
Peoria, AZ
85382
phone 602-566-8026
http://www.sportplanes.com/kemries.htm
Sabre Aircraft Inc.
1300 S. Litchfield Rd Bld #2
Goodyear, AZ
85338
phone: 602-925-6685
FAX: 602-925-6686
http://www.sabretrikes.com/
| Rollison Airplane Co. (distributor for Aerotrike)
| phone 812-384-4972 fax: 812-384-0518 http://www.aerotrike.com/
| Jetwing trikes http://ar-business.com/jetwingtrikes.
For additional information about trikes, especially in the USA, contact
Chuck Goodrum" (cgoodrum@kscmail.kennesaw.edu). He publishes a quarterly
magazine "TRIKES R US", 2009 Jebs Court, Kennesaw, GA 30144, phone: 770-426-7294
, or you can find him on the web at http://www.mindspring.com/~trikes
Other
good sources of trike information include:
http://www.ozemail.com.au/~aerial
(Aerial Pursuits)
http://www.win.net/~letsfly/trike.html
| An email mailing list has also been set up for trike enthusiasts.
| To subscribe send any message to Trikes-subscribe@lists.kz .
| To unsubscribe send any message to Trikes-unsubscribe@lists.kz
| To post to the list send your message to trikes@lists.kz .
| A live human is available at Trikes-owner@lists.kz .
| Archives are available at www.escribe.com/aviation/trikes .
Subject: Ultralight hot air balloons
Q224: Are there any
ultralight balloons?
Yes. Ultralight hot air balloons are quite
feasible though they are uncommon. In the USA they are considered to be
_unpowered_ ultralights (like hang gliders) and must weight less than 155 lbs.
Ultralight helium balloons are also possible but the cost to fill the balloon
would be too high for most users.
Several experimenters have reported
excellent success with one man hot air balloons and at least on manufacturer
offers kits which qualify for operation under FAR103. Write to:
Brian
Boland
PO Box 51
Post Mills Airport
Post Mills, VT 05058
Telephone:
(802) 333-9254
| Also check out the Airship and Blimp Resources Homepage found at
| http://www.hotairship.com/index.html and the homepage of the
| Experimental Balloon and Airship Association at the address:
| http://www.hotairship.com/ebaa/index.html .
A powered blimp would have to be under 254 lbs to fly as an ultralight.
There have been experiments, but I believe there is no operational FAR103 legal
ultralight blimp at this time.
Subject: 2-axis versus 3-axis ultralights.
Q225: What is a 2
axis ultralight?
In simple terms, a 2-axis ultralight is one which
does not have any ailerons. Conventional fixed wing aircraft have three axis of
control; pitch (up-down), yaw (left-right), and the roll or banking function
which is provided by ailerons. When the pilot properly coordinates the yaw and
roll controls, a balanced turn results. The 2-axis ultralight has yaw and roll
control combined into a single "turn" control. The two axis are pitch and turn,
with turning induced by rudder(s) on a fixed wing, weight shift on trikes, or in
the case of a powered parachute, by control lines. A hot air balloon would be a
1-axis aircraft. :-)
Eliminating ailerons saves weight, cost, complexity,
and simplifies training, and breakdown for trailering. The 2-axis ultralight
adds an element of safety because they are inherently spin proof. However, in
the area of crosswind landings and flying in turbulence, the 3-axis aircraft is
usually superior. Some 2-axis types cannot take any crosswind on landing but
others can accommodate a modest crosswind by landing at an angle to the runway.
Pilots who are already trained in conventional 3-axis aircraft, will likely feel
most comfortable with the familiar controls of a 3-axis ultralight.
Some
fixed wing ultralights and motorglider types have differential wing spoilers,
instead of ailerons, for roll control. Though they help in turning, they do not
provide the rapid response or the crosswind capability of ailerons. Such craft
(e.g.the venerable Quicksilver MX) are still often functionally 2-axis
airplanes.
Subject: Ultralight chat
Q226: Is there
ultralight chat on the internet?
A channel for ultralight enthusiasts
has been set up on the Internet Relay Chat (IRC) system. Almost everyone with
internet access should be able to use it but you must have IRC software for your
operating system. For MS Windows users the shareware program "mIRC" is
suggested. Check your favorite shareware archive or go to:
http://www.mirc.co.uk/ ......or
http://www.oocities.org/SiliconValley/Park/6000/
After
installation, go to the setup and add the Q-net server at:
washington.dc.us.irc.q.net (port 6667) ......or the server at: irc.mcs.net (port
4444) if connecting from AOL. Once you are connected to the server, type /join
#ultrafly and you are there. The channel is active mostly in the evenings USA
time. If you have questions write to STINSON@GANDIAC.COM.
Subscribers to
America Online also have access to their own chat area. To get to the AOL
Ultralight chat, you go to a chat room, then click on the "private room" icon,
then type in Flying People in the box and click "go". That will take you right
to it. The time for UL chat is at 10 East, 9pm central. The Formal ultralight
chat is on Monday nights. The other nights during the week are just kind of
casual get togethers. For questions about AOL chat write to Flyweed@aol.com.
---End of FAQ about Ultralights.
---SSend comments or corrections to Daniel
Grunloh (grunloh@uiuc.edu)