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The U.S. [[light-sport aircraft]] is similar to the UK and NZ ''Microlight'' in definition and licensing requirement, the U.S. 'Ultralight' being in a class of its own.
The U.S. [[light-sport aircraft]] is similar to the UK and NZ ''Microlight'' in definition and licensing requirement, the U.S. 'Ultralight' being in a class of its own.

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==Definitions==
==Definitions==

Revision as of 18:05, 16 April 2009

"Ultralight" redirects here. For the style of backpacking, see Ultralight backpacking.
Huntair Pathfinder Mark 1 ultralight

During the late 1970s and early 1980s, many people sought to be able to fly affordably. As a result, many aviation authorities set up definitions of lightweight, slow-flying aeroplanes that could be subject to minimum regulation. The resulting aeroplanes are commonly called ultralight or microlight, although the weight and speed limits differ from country to country.

There is also an allowance of another 10% on Maximum Take Off Weight for seaplanes and amphibians, and some countries (such as Germany and France) also allow another 5% for installation of a ballistic parachute.

The safety regulations used to approve microlights vary between countries, the strictest being the United Kingdom, Italy, Sweden and Germany, while they are almost non-existent in France and the United States. The disparity between regulations is a major barrier to international trade and overflight, as is the fact that these regulations are invariably sub-ICAO, which means that they are not internationally recognised.

In most affluent countries, microlights or ultralights now account for about 20% of the civil aircraft fleet.

In countries where there is no specific regulation, ultralights are considered regular aircraft and subject to certification requirements for both aircraft and pilot.

Ultralight aircraft are generally called microlight aircraft in the UK and New Zealand, and ULMs in France and Italy. Some countries differentiate between weight shift and 3-axis aircraft, calling the former microlight and the latter ultralight.

The U.S. light-sport aircraft is similar to the UK and NZ Microlight in definition and licensing requirement, the U.S. 'Ultralight' being in a class of its own.

Definitions

Australia

Main article: Recreational Aviation Australia

In Australia a "Sport/Recreational aircraft" must have:

  • a maximum all-up weight (MAUW) of 544 kg or 1,200 lb (540 kg) or less;
  • a stalling speed under 45 knots (83 km/h) in landing configuration and
  • a maximum of two seats.

In Australia, microlight aircraft are defined as one or two seat weight-shift aircraft, with a maximum takeoff weight of 450 kg, as set out by the Civil Aviation Safety Authority. In Australia microlights are also referred to as trikes and are distinguished from three-axis aircraft, of which the smallest are known as ultralights.

In Australia, microlight aircraft and their pilots can either be registered with the Hang Gliding Federation of Australia (HGFA)[1] or Recreational Aviation Australia (RA Aus)[2]. In all cases, except for privately built single-place ultralight aeroplanes[3], microlight aircraft or trikes are regulated by the Civil Aviation Regulations.

Canada

Main article: Ultralight aircraft (Canada)

The Canadian Aviation Regulations define two types of ultralight aeroplanes: basic ultra-light aeroplanes (BULA), and advanced ultra-light aeroplanes (AULA). The AULA differs primarily in that it meets a design standard and is permitted to carry a passenger.[4]

Europe

The definition of a microlight according to the Joint Aviation Authorities document JAR-1 is an aeroplane having no more than two seats, maximum stall speed (VS0) of 35 knots (65 km/h) CAS, and a maximum take-off mass of no more than:

  • 300 kg for a landplane, single seater; or
  • 450 kg for a landplane, two-seater; or
  • 330 kg for an amphibian or floatplane, single seater; or
  • 495 kg for an amphibian or floatplane, two-seater, provided that a microlight capable of operating as both a floatplane and a landplane falls below both MTOM limits, as appropriate.

Foot-launched aircraft are excluded from this definition.

India

Microlight Aviation Vampire-MKI microlight

In India a microlight is an aircraft that has the following characteristics:

  • two seater aircraft having an all up weight of not more than 450 kg. without parachute and 472.5 kg. with parachute
  • a stall speed of less than 80 km/h
  • a maximum level speed of less than 220 km/h
  • not more than 2 seats
  • a single engine, reciprocating, rotary or diesel
  • a fixed or ground adjustable propeller
  • un-pressurized cabin
  • wing area more than 10 square metres
  • a fixed landing gear, except for operation on water or as a glider

Indian ultralights require aircraft registration, periodic condition inspections and a current permit to fly which has to be renewed annually.[5]

New Zealand

In New Zealand microlight aircraft are separated into two classes, basically single and two seat aircraft. All microlights are required to have a prescribed endurance testing period when they are first flown, and all microlights must have a minimum set of instrumentation to show airspeed (except powered parachutes), altitude and magnetic heading.

NZ Class 1

Single seat aircraft with a design gross weight of 544 kg (1,200 lb) (landplanes) or 579 kg (1,275 lb) (seaplanes or amphibians), or less, and a stall speed in the landing configuration of 45 knots (83 km/h) or less. Requires aircraft registration, and annual condition inspections, but does not require a permit to fly.

NZ Class 2

Two seat aircraft with a design gross weight of 544 kg (landplanes) or 614 kg (seaplanes or amphibians), or less, and a stall speed of 45 knots (83 km/h) or less in the landing configuration. Must meet minimum type acceptance standards which may be foreign standards which have been deemed acceptable, or via a temporary permit to fly and flight testing regime. Requires aircraft registration, annual condition inspections, and a current permit to fly.

United Kingdom

In the UK the microlight category applies only to fixed wing aircraft. The regulations describe a microlight aeroplane as limited to two people, with a Maximum Total Weight Authorised (MTWA) not exceeding:[6]

  • 300 kg for a single seat landplane.
  • 390 kg for a single seat landplane for which a UK Permit to Fly or Certificate of Airworthiness was in force prior to 1 January 2003
  • 450 kg for a two seat landplane
  • 330 kg for a single seat amphibian or floatplane
  • 495 kg for a two seat amphibian or floatplane

A microlight must also have either a wing loading at the maximum weight authorised not exceeding 25 kg per square metre or a stalling speed at the maximum weight authorised not exceeding 35 knots calibrated speed. All UK registered aeroplanes falling within these parameters are Microlight aeroplanes.

United States

Main article: Ultralight aircraft (United States)

The United States FAA's definition of an ultralight is significantly different from that in most other countries and can lead to some confusion when discussing the topic. The governing regulation in the United States is FAR 103, which specifies a powered "ultralight" as a single seat vehicle of less than 5 US gallons (19 L) fuel capacity, empty weight of less than 254 pounds (115 kg), a top speed of 55 knots (102 km/h or 64 mph), and a maximum stall speed not exceeding 24 knots (45 km/h or 27.6 mph). Restrictions include flying only during daylight hours and over unpopulated areas. Unpowered "ultralights" (hang-gliders, paragliders, etc.) are limited to a weight of 155 lb (70 kg) with extra weight allowed for amphibious landing gear and ballistic parachute systems.

P and M Aviation Quik GT450 ultralight

In 2004 the FAA introduced the "Light-sport aircraft" category, which closely resembles other countries' ultralight categories.

In the United States no license or training is required by law for ultralights, but training is highly advisable. For light-sport aircraft a sport pilot certificate is required, which is similar in requirements to other countries' ultralight license.

Ultralight aviation is represented by the United States Ultralight Association (USUA), which represents the US portion of the sport to the world through its affiliation with the FAI.

Types of aircraft

While ultralight-type planes date back to the early 1900s (such as the Santos-Dumont Demoiselle), there have been three generations of modern, fixed-wing ultralight aircraft designs, which are generally classed by the type of structure.

The first generation of modern ultralights were actually hang gliders with small engines added to them, for self-launching. The wings on these were braced by wires, and steered by shifting the pilot's weight under the wing.

The second generation ultralights began to arrive in the mid-1970s. These were designed as powered aircraft, but still used wire bracing and usually single-surface wings. Most of these have "2-Axis" control systems, operated by stick or yoke, which control the elevators (pitch) and the rudder (yaw) -- there are no ailerons, so may be no direct control of banking (roll). A few 2-Axis designs use spoilers on the top of the wings, and pedals for rudder control. Examples of 2-Axis ultralights are the "Pterodactyl" and the "Quicksilver MX".

The third generation ultralights, arriving in the early 1980s, have strut-braced wings and airframe structure. Nearly all use 3-Axis control systems, as used on standard airplanes, and these are the most popular. Third generation designs include the "T-Bird," "Kolb" and "Challenger" families.

There are several types of aircraft which qualify as ultralights, but which do not have fixed-wing designs. These include:

  • Weight shift - while the first generation ultralights were also controlled by weight shift, most of the current weight shift ultralights use a hang glider-style wing, below which is suspended a three wheeled pod which carries the engine and aviators. These aircraft are controlled by pushing against a horizontal bar in roughly the same way as a hang glider pilot flies. Trikes generally have impressive climb rates and are ideal for rough field operation, but are slower than other types of fixed-wing ultralights.
  • Gyroplane - rotary wing with cart mounted engine (see autogyro), a gyrocopter is different from a helicopter in that the rotating wing is not powered, the engine provides forward thrust and the airflow through the rotary blades causes them to autorotate or "spin up" to create lift. Most of these use a design based on the Bensen Gyrocopter.
  • Helicopter - there are a number of single-seat and two-place helicopters which fall under the microlight categories in countries such as New Zealand. However, few helicopter designs fall within the more restrictive ultralight category defined in the United States of America. One example that does is the experimental Martin Jetpack.
  • Hot air balloon - there are numerous ultralight hot air balloons in the US, and several more have been built and flown in France and Australia in recent years. Some ultralight hot air balloons are hopper balloons, while others are regular hot air balloons that carry passengers in a basket.

Electric powered ultralights

Research has been conducted in recent years to replace gasoline engines in ultralights with electric motors powered by batteries to produce electric aircraft. This has now resulted in practical production electric power systems for some ultralight applications. These developments have been motivated by cost as well as environmental concerns. In many ways ultralights are a good application for electric power as some models are capable of flying with low power, which allows longer duration flights on battery power.[7]

In 2007 ElectraFlyer began offering engine kits to convert ultralight weight shift trikes to electric power. The 18 hp engine weighs 26 lb (12 kg) and an efficiency of 90% is claimed by designer Randall Fishman. The battery consists of a lithium-polymer battery pack of 5.6kwh which provides 1.5 hours of flying in the trike application. The power system for a trike costs USD $8285. to $11285. The company claims a flight recharge cost of 60 cents. [7][8]

Safety

Historically, ultralights have had a poor safety reputation. Most of the early designs were fragile or unstable, and this resulted in a number of accidents.

As designs matured, pilot error was shown to be the cause of the vast majority of incidents involving ultralights. As a result, most countries now require an Ultralight Pilot's license/certificate, often regulated by one or more officially-delegated pilots' organizations. The United States does not require any training for ultralight pilots; however, experienced ultralighters are nearly unanimous in recommending that no one solo before receiving dual training. Instruction may be given in two-place light-sport versions of the ultralight. An instructor must be certified by the FAA to give dual instruction in a light-sport aircraft.

The build quality and airworthiness of ultralight aircraft (and homebuilt light-sport aircraft in the USA) can now equal that of Certified light aircraft. Some types satisfy both sets of requirements and are available for registration to either Ultralight or Certified status. When registered as an ultralight (or Experimental), the pilot is permitted to do more of the simple maintenance tasks, resulting in a lower cost of operation, although this comes at the cost of restrictions such as avoiding densely populated urban areas, bad weather, or night. Many older pilots are willing to trade these operational restrictions for a lower drain on their retirement incomes, and as a result many ultralights are now flown by experienced General Aviation (GA) pilots or ex-commercial pilots. One other reason for this increase in acceptance is that any pilot is "only one medical away from being an ultralight pilot" -- a reference to the requirement that most other pilots must pass periodic physical examinations, but not to fly ultralights.

The future

Ultralight/microlight aircraft were once regarded as "flying clotheslines", since early aircraft were typically completely open, wire, tube and rag aircraft – these aircraft were seldom used for anything more than local area flying.

However, ultralights are rapidly transforming into high performance aircraft, capable of very respectable speed and range. In recent years there has been a dramatic rise in the number of General Aviation pilots flying high performance ultralights due to the cost benefits.

These aircraft are now often referred to as recreational aircraft.

A rapidly growing area of the class is scale-replica "warbirds", such as the offerings from Titan Aircraft and Loehle Aircraft.

Microlight/Ultralight Manufacturers

Microlight/Ultralight Organizations

See also

Notes

Template:Refimprovesmall

  1. ^ Hang Gliding Federation of Australia (undated). "The HGFA". Retrieved 2008-05-25. {{cite web}}: Check date values in: |year= (help)CS1 maint: year (link)
  2. ^ Recreational Aviation Australia Inc (2007). "About the RA-Aus association and our mission". Retrieved 2008-05-25. {{cite web}}: Unknown parameter |month= ignored (help)
  3. ^ Legal Services Group Civil Aviation Safety Authority (2007). "PART 200 Aircraft to which CASR do not apply" (PDF). Retrieved 2008-05-25. {{cite web}}: Unknown parameter |month= ignored (help)
  4. ^ Transport Canada (30 December 2007). "Canadian Aviation Regulations, Part I - General Provisions, Subpart 1 - Interpretation". Retrieved 2009-03-22.
  5. ^ Microlight Aviation (2008). "Microlight/ultralight FAQs". Retrieved 2008-07-17.
  6. ^ British Civil Aviation Authority Aircraft Types
  7. ^ a b Grady, Mary (2008). "Electraflyer Flies Trike, Motorglider On Battery Power". Retrieved 2008-04-13. {{cite web}}: Unknown parameter |month= ignored (help)
  8. ^ Electric Aircraft Corporation (2007). "ElectraFlyer Technical details". Retrieved 2008-04-13.
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