Ultralights FAQ
Dan Grunloh
Last-modified: 28 June 1999 by Dan Grunloh (gru...@uiuc.edu)
Posting-frequency: semi-monthly (9th and 23rd)
Archive-name: av-ultralight-faq
**** FREQUENTLY ASKED QUESTIONS (FAQ) ABOUT ULTRALIGHT AIRCRAFT ****
This regular posting was last revised June 28th, 1999. It answers
frequently asked questions about ultralight and microlight aircraft,
and was written by Daniel Grunloh (gru...@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 gru...@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.)
There web page is at http:/www.ulflyingmag.com
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 $30 per year membership.
Their flagship publication, _Sport_Aviation_ covers all the different
types of sport aircraft with emphasis on the homebuilts for $40 per
year. A week-long annual convention and airshow is held in Oshkosh,
| Wisconsin each summer. The next convention is July 28-August 3, 1999.
| 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 9-15, 2000. 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 _AERO CONNECTIONS_ is included with the $40 annual membership.
| Write to Aero Sports Connection. P.O. Box 589, Marshall, MI 49068
| or call (616) 781-4021. Email ASC...@aol.com
| The ASC web page is at http://www.aerosports.org
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
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
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.
| Contact American Sportscopter Int'l, Inc. 11712 Jefferson Ave., #C228,
| Newport News, VA, 23606. phone; 757-872-8778. Fax; 757-872-8771.
| http://www.ultrasport.rotor.com or e-mail to as...@visi.net
-----------------------------
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:
http://www.paraborne.com Paraborne Aviation (DK)
http://www.mojosgear.com Online catlog
email parag...@aerolight.com Aerolight USA Miami FL
email pag...@yahoo.com Pagojet USA, Kirkland WA
For information on powered parachutes with landing gear:
http://www.buckchute.com Buckeye Industries
http://www.iag.net/~para Parascender Technologies
http://www.sixchuter.com Six Chuter Inc.
http://www.wizvax.net Heldeberg designs
http://www.paraflyer.com Phoenix industries
http://www.chutme.com Palladin (was Paraplane)
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 MAJO...@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.
If you have problems, write to Robert Comperini at rob...@qnet.com
or go to http://www.qnet.com/~robertc/subscribe.html
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.
| There is also a mailing list devoted to ultralight soaring.
| To subscribe send a message to <ulsoar...@mail-list.com>
|
| Information about powered parchute mail lists go to:
| http://members.aol.com/PwrdChuter
|
| See also question Q223 for info about trike mailing lists.
--------------------------------
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-glidi...@lists.utah.edu. The SUBJECT line should be:
subscribe hang-gliding list or.....
subscribe hang-gliding digest
For further information, send mail to hang-g...@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 28 through August 3th, 1999.
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.
Kathy and Ed Lubitz (elu...@ionline.net) maintain the following web
page with the information about ultralight regulations in Canada.
http://ionline.net/~elubitz
| For more information about ultralights go to:
| http://www.tc.gc.ca/aviation/mainten/aarpg/index.htm
----------------------------------
Subject: U.S. Regulations FAR Part103
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
| Also you can download a copy of any of the FAR's from:
| http://www.faa.gov/avr/AFS/FARS/far_idx.htm
----------------------------------
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 jbye...@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.
http:/www.oxygensystems.com/FAQs.htm
---------------------------------
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. Contact your internet provider to
find out how to enable access to the newsgroups.
---------------------------------
Subject: The Ultralight Home Page on the Web
Q221: Is there an Ultralight home page on the Web?
Jon N. Steiger (stei...@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 (Ultralight Flyer Online)
http://www.web-search.com/ultra.html (Sky Adventures)
http://www.cyberst.com/mike/ultra/video.html (a beginners video)
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/~zlinak
----------------------------------------
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.
http://www.tiac.net/users/yelbir Air Creation
http://www.sportplanes.com/kemries.htm 602-566-8026
http://www.sabretrikes.com Sabre Aircraft Inc.
http://www.aerotrike.com Rollison Airplane Company
http://cosmos-ulm.com Cosmos trikes
http://www.bateleur.com/ Windlass and Aquilla
http://www.ozemail.com.au/~aerial Aerial Pursuits
http://www.atlanticsa.com Maniar Sports
http://www.starfire.douglas.ma.us/jetwing Jetwing Trikes
http://www.trikes-r-us.org "TRIKES R US" magazine
http://home.tampabay.rr.com/americantriker/ American Triker magazine
An email mailing list has also been set up for trike enthusiasts.
To subscribe send any message to Trikes-s...@lists.kz
Archives are available at www.escribe.com/aviation/trikes .
| A moderated trike list is also available. Send email to
| <Majo...@List-Server.net> with the following command
| in the body of your email message:
|
| subscribe trikeaircraft
|
| The owner of the list is <owner-tri...@List-Server.net>
| The list is for friendly on-topic discussion about 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 .
| http://spot.colorado.edu/~dziadeck/airship.html
| is another good web page for information on airships.
A powered blimp would have to be under 254 lbs to fly as an
ultralight in the USA. There have been experiments, but 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?
| IRC chat is available sometime Sun afternoons/evenings on
| the channel #ultrafly at irc.mcs.net (4444)
| or washington.dc.us.irc.q.net (6667)
| Powered parachute chat is anytime, on #PwrParachutes
| at irc.xworld.org
| There are numerous reports of chat functions enabled
| on various ulttralight web sites, but it is not known
| which if any have regular scheduled activity.
---------------------------------------------
---End of FAQ about Ultralights.
---Send comments or corrections to Daniel Grunloh (gru...@uiuc.edu)