Used Ultralights

Flying ultralights is a breathtaking and thrilling sport when done safely.  Once you have tested the uncomparable sport of flying ultralights, we can do nothing to lessen your desire to fly again. The intention of this web site is to provide you with all the information you need to know about the sports of ultralight. We also offer ultralights for sale and free advertisement for any new or used ultralights.

What is Ultralight?

Ultralights are single-seat aircraft that can be either powered or unpowered.  Because ultralights do not move at high speeds, they are frequently used simply for sport and recreation.  Each country has different regulations. The United States Federal Aviation Agency (FAA) definition of an ultralight is significantly different from that in most other countries and could contribute to some confusion when talking about the topic. The government regulation in the U.S. is FAR 103, which defines a powered "ultralight" as:

•     single seat vehicle
•     Is used only for recreational or sport flying
•     Does not have a U.S. or foreign airworthiness certificate
•     If unpowered, weighs less than 155 pounds

If powered:

•      Weighs less than 254 pounds (115 kg) empty weight, excluding floats and safety devices
•      Has a maximum fuel capacity of 5 U.S. gallons 
•      Has a top speed of 55 knots (102 km/h; 63 mph) calibrated airspeed at full power in level flight
•       Has a power-off stall speed of 24 knots (45 km/h; 28 mph) calibrated airspeed or less

Ultralight vehicle cannot be piloted over any congested area of a city, town, settlement or over any open air assembly of persons; cannot be flown during nighttime. In the United States, while no license or training is obligatory by law for ultralights, training is extremely recommended

Types of aircraft

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

• Weight-shift control trike - while the first generation ultralights were also controlled by weight shift, most of the current weight shift ultralights use a hang glider-style wing, beneath which is supported a three-wheel carriage which holds the engine and flyers. These aircraft are operated by pushing against a horizontal control bar in approximately the same way as hang glider pilot flies. Trikes usually have brilliant climb rates and are perfect for mountainous field operation, but are slower than some other types of fixed-wing ultralights.

• Ultralight motorized gliders

• Powered parachutes - cart affixed engines with parafoil wings, which are wheeled aircraft.

• Powered paragliding - back pack engines with parafoil wings, which are foot-launched.

• Powered hang glider - motorized foot-launched hang glider harness.

• Autogyro - rotary wing with cart affixed engine. A gyrocopter is different from a helicopter in that the rotating wing isn't 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 B-8 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.

• Ultralight balloons (Hot air balloon) - there are several ultralight hot air balloons in the United States, and many more have been made and flown in France and Australia in recent years. Some ultralight balloons are hopper balloons, while others are regular hot air balloons that carry passengers in a basket.

Electric powered ultralights

Research has been guided in recent years to substitute gasoline engines in ultralights with electric motors powered by batteries to create electric aircraft. This has instantly resulted in useful production of electric force systems for a lot of ultralight applications.

These developings have been driven by cost as well as environmental concerns. In numerous ways ultralights are a good practical application for electrical power as some models are competent of flying with low power, which allows longer continuance flights on battery power.

In 2007 ElectraFlyer began building a ultralight and providing engine kits to convert ultralight weight shift trikes to electric power. The 18 hp motor 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 between $8285 to $11285. The company claims a flight recharge cost of 60 cents.

History of Ultralights

While ultralight-type planes go back to the early 1900s (such as the Santos-Dumont Demoiselle), there have been 3 generations of modern, fixed-wing ultralight aircraft designs, which are commonly sorted out by the type of body structure.

The first generations of modern ultralights were in reality hang gliders with little engines added to them, to make powered hang gliders. The wings on these were flexible, supported by wires, and guided by shifting the pilot's weight below the wing.

The 2nd generation ultralights started to arrive in the mid-1970s. These were configured as powered aircraft, but still utilized wire bracing and typically single-surface wings.

Most of these have "2-Axis" control systems, worked by stick or yoke, which control the lifts (pitch) and the rudder (yaw) -- there are no ailerons, so may be no direct control of banking (roll). Some 2-Axis designs use spoilers on the top of the wings, and foot pedals for rudder control. Examples of 2-Axis ultralights are the "Pterodactyl" and the "Quicksilver MX".

The 3rd generation ultralights, coming in the early 1980s, have strut-braced wings and airframe structure. Almost 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.

Conclusion

The U.S. government does not require any training for ultralight pilots; however, experienced ultralighters are nearly unanimous in recommending that no one flight alone before receiving dual training.

Instruction may be given in two-place light-sport variations of the ultralight. An instructor must be licensed by the Federal Aviation Agency to give dual instruction in a light-sport aircraft.

Flying ultralights is an exciting and thrilling sport when done safely. Please take the time and learn the rules of flight before your feet leave the ground.

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