From: GRUNLOH@vmd.cso.uiuc.edu
Newsgroups: rec.aviation.misc
Subject: FAQ ABOUT ULTRALIGHTS
Date: 9 Oct 92 17:44:03 GMT
Article-I.D.: vmd.1687BB313.GRUNLOH
Organization: C.C.S.O.

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**FREQUENTLY ASKED QUESTIONS (FAQ) ABOUT ULTRALIGHT AIRCRAFT**
  by: grunloh@vmd.cso.uiuc.edu  (Dan Grunloh)   10-10-92
 
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 heavily mixed with opinion and are not intended to be
the complete definitive reference.
 
Here are the questions:
 
    -1- What is an ultralight (or microlight)?
    -2- Are there any regulations on these things?
    -3- How can I locate ultralights flying in my area?
    -4- Are ultralights more dangerous than other aircraft?
    -5- What does it cost to build, buy, learn, fly.
    -6- Don't most ultralights in the USA exceed the allowable
        legal weight and speed limits?
    -7- Why would anyone want to fly these marginal machines
        when they could be flying *real* airplanes?
    -8- I fly regular airplanes so why should I need any
        training to fly these simple machines?
 
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And now for the answers:
 
Question -1- What is an ultralight (or microlight)?
 
In the U.S.A. an ultralight is defined in the Federal aviation
regulations (Part 103) as a *single* seat powered flying machine which
weighs 254 lbs or less, has a top speed of 63 mph, lands at 28 mph or
less and carries no more than 5 gal. of fuel.  Thats it ! There are some
operating limitations (see question 2) but no mandatory license or
registration.  Special 2-seat exemptions are granted to instructors for
training purposes only.  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
limits for ultralights in the USA are being reviewed and may be revised
upward sometime in the future.
 
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Question -2- Are there any regulations on these things?
 
Yes!  Aside from the vehicle definition (see question 1) there are
strict operating limitations (USA) designed to limit the dangers to the
non-particpant. (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 controlled airspace (major airports) without explicit
   permission from Air Traffic Control (unlikely).
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).
 
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Question -3- How can I locate ultralights flying in my area?
 
The U.S. Ultralight Assn. is an organization of ultralight pilots and
flying clubs in the USA.  They administer the ultralight instructor
program and the voluntary pilot and vehicle registrations.  A monthly
magazine _Ultralight Flying_ is available through USUA.  Contact them at
USUA, P.O. Box 557, MT. Airy, MD 21771 or phone (301) 898-5000 to get
details about flying clubs, instructors, and flight parks in your area.
 
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. Also, a week-long annual convention and airshow is held in
Oshkosh, Wisconsin each summer. The next convention is July 29- Aug. 4,
1993. Write to EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903 or
phone (414) 426-4828
 
Find a small airport in your area (not a major hub), go there in
person 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 because a group of pilots can provide invaluable
help choosing an ultralight and finding a place to keep it.
 
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Question -4- Are Ultralights more dangerous than other aircraft?
 
No. Not neccesarily.  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 only go down!  Each
type of aviation activity must be conducted within it's 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.
 
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Question -5- What does it cost to build, buy, learn, fly?
 
You can build a variety of safe very servicable ultralights costing
from $3000 to $6000. A raw materials kit or construction kit without the
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 $12,000.  Older models must definitely be
inspected by a knowlegable 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 helpfull.  Much of the ground school
such as weather, navagation, engines, safety, and regulations can be
learned on your own simply by reading.
 
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.
 
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Question -6- 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 occurance.  Exceeding those operating limitations very
greatly compromises safety.
 
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Question -7- 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.
 
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Question -8- 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
navagation and use up all your fuel.  Ultralights really should always
be flown such that there is a safe emergency landing area within gliding
distance.  Regular airplane pilots do not always follow that practice.
You should get at least a few flights in a 2-seat ultralight and some
ground school covering 2-strokes engines and ultralight regulations.
 
-End of FAQ about ultralights.
 
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Dan Grunloh - Research Specialist in Life Sciences at the
Univ. of Illinois - Rm 222  An Sci Lab    (217) 333-2583
Internet: grunloh@vmd.cso.uiuc.edu