Ultralight Aircraft FAQ's

Note: This document attempts to answer the most common questions about the sport of ultralight flying. Questions about the best engine, prop, oil, etc. are beyond the scope of this article. The answers are short generalizations, especially in regards to federal regulations, and are not intended to be the complete definitive reference.

What is an ultralight or microlight aircraft?

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, 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.

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.

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.

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.

How high can you go in an ultralight?

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.

2-axis versus 3-axis ultralights: 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.

What does it cost to build, buy, learn, fly?

You can build a variety of safe very serviceable ultralight kit costing from $3000 to $6000. Building from plans is about half the price. 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.

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 certified 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. A type of 2-place ultralight training craft can be flown only by designated ultralight instructors. 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.

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.

Are there any regulations on ultralights or microlights?

Yes! Aside from the vehicle definition there are strict operating limitations (USA) designed to limit the dangers to the non-participant. (You are permitted to risk your own neck.)

• No passengers allowed
• No flying over towns or settlements
• No flying at night or above (or in) the clouds
• No flying in airspace around airports with control towers and certain other airspace without prior permission.
• No commercial operations (for hire) except instruction.
• Ultralights must yield right-of-way to ALL OTHER AIRCRAFT.
• No! You don't have to have a pilots license (yet).