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Ultralight aviation
Huntair Pathfinder Mark 1 ultralight.

The term "ultralight aviation" refers to light-weight, 1- or 2-person fixed-wing aircraft, also called microlight aircraft in the UK, India and New Zealand. Some countries differentiate between weight shift and 3-axis aircraft, calling the former "microlight" and the latter "ultralight".

During the late 1970s and early 1980s, mostly stimulated by the hang gliding movement, many people sought affordable powered flight. As a result, many aviation authorities set up definitions of lightweight, slow-flying aeroplanes that could be subject to minimum regulations. The resulting aeroplanes are commonly called "ultralight aircraft" or "microlights", although the weight and speed limits differ from country to country. In Europe the sporting (FAI) definition limits the maximum take off weight to 450 kg (992 lb) and a maximum stall speed of 65 km/h (40 mph). Such a definition forces the aircraft to be capable of a slow landing speed and short landing roll in the event of an engine failure.

There is also an allowance of a further 10% on Maximum Take Off Weight for seaplanes and amphibians, and some countries (such as Germany, Poland 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 in the United Kingdom, Italy, Sweden and Germany, while they are almost non-existent in France and the United States. The disparity between regulations can be a barrier to international trade and overflight in strict regions, 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 ultralight aircraft now account for a significant percentage of the global civilian-owned aircraft. For instance in Canada in October 2010, the ultralight aircraft fleet made up to 19% of the total civilian aircraft registered. In other countries that do not register ultralight aircraft, like the United States, it is unknown what proportion of the total fleet they make up.^[1]In countries where there is no specific extra regulation, ultralights are considered regular aircraft and subject to certification requirements for both aircraft and pilot.

Definitions[link]

Pegasus Quantum 145-912 ultralight trike

Flight Design CTSW

A US-made Pterodactyl Ascender ultralight on a camping flight

Canadian Lazair ultralight covered in clear Mylar

Aeroprakt A-22 Foxbat 3-axis ultralight

Ikarus C42, a German ultralight

A weight-shift ultralight, the Air Creation Tanarg

Phantom - MKI

FM250 Vampire

Quicksilver MXII

A foot-launched powered hang glider

Weight Shift Ultralight ("Trike")

P and M Aviation Quik GT450 ultralight

Pipistrel Sinus 912

Rans S-6 Coyote II, classified as an ultralight aircraft in Belgium

Australia[link]

In Australia Recreational Aircraft fall under many categories,^[2] but the most common category imposes:

• a maximum take off weight (MTOW) of 544 kg (1,199 lb) or less (614 kg (1,354 lb) for a seaplane);
• a stalling speed under 45 knots in landing configuration and
• a maximum of two seats.

A new certification category for Light Sport Aircraft came into effect on 7 January 2006.^[3] This category does not replace the previous categories, but creates a new category with the following characteristics:

• A maximum takeoff weight of 600 kg (1,323 lb) or 650 kg (1,433 lb) for an aircraft intended and configured for operation on water or 560 kg (1,235 lb) for a lighter-than-air aircraft.
• A maximum stall speed in the landing configuration (Vso) of 45 kn (83 km/h) CAS.
• Maximum of two occupants, including the pilot.
• A fixed landing gear. A glider may have retractable landing gear. (For an aircraft intended for operation on water, a fixed or repositionable landing gear)
• A single, non-turbine engine fitted with a propeller.
• A non-pressurised cabin.
• If the aircraft is a glider a maximum never exceed speed (Vne) of 135 kn (250 km/h) CAS

In either of the above categories, there are distinctions between factory manufactured and home built aircraft, as the latter have to undergo more vigorous tests of airworthiness.

In Australia, microlight aircraft are defined as one or two seat weight-shift aircraft, with a maximum takeoff weight of 450 kg (992 lb), 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)^[4] or Recreational Aviation Australia (RA Aus).^[5] In all cases, except for privately built single-place ultralight aeroplanes,^[6] microlight aircraft or trikes are regulated by the Civil Aviation Regulations.

Brazil[link]

The Brazilian Aviation Regulation (RBHA 103A)^[7] defines an ultralight plane as: a very light manned experimental aircraft used mainly, or intended for, sports or recreation, during daylight, in visual conditions, with a maximum capacity of 2 people and with the following characteristics:

• Single internal combustion engine and one propeller;
• Maximum take-off weight equal or less than 750 kg (1,653 lb); and
• Calibrated stall speed (CAS), power off, in landing configuration (Vso) equal or less than 45 kn (83 km/h).

Canada[link]

The Canadian Aviation Regulations define two types of ultralight aeroplanes: basic ultra-light aeroplanes (BULA), and advanced ultra-light aeroplanes (AULA). The US light sport aircraft is similar to, and was based upon, the Canadian AULA. AULAs may operate at a controlled airport without prior arrangement.^[8] Operating either class of ultralight in Canada requires an Ultralight Pilot Permit which requires both ground school, dual and solo supervised flights. The ultralight may be operated from land or water, but may only carry a passenger if the pilot has an Ultralight Aeroplane Passenger Carrying Rating and the aircraft is an AULA.

Europe[link]

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 (V_S0) of 35 knots (65 km/h) CAS, and a maximum take-off mass of no more than:

• 300 kg (661 lb) for a landplane, single seater; or
• 450 kg (992 lb) for a landplane, two-seater; or
• 330 kg (728 lb) for an amphibian or floatplane, single seater; or
• 495 kg (1,091 lb) 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[link]

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 (992 lb) without parachute and 472 kg (1,041 lb) with parachute
• a stall speed of less than 80 km/h (43 kn)
• a maximum level speed of less than 220 km/h (119 kn)
• 1 or 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.^[9]

Italy[link]

In Italy, the category for this class of aircraft is Microlight ("Ultraleggero").

• Requires flying with a helmet (only for open cockpit aircraft).
• Maximum weight requirements excludes seat belts, parachute and instruments.
• Single-seat maximum weight of 300 kg (661 lb), and 330 kg (728 lb) for amphibious, stall speed must not exceed 65 km/h (35 kn).
• Two-seat maximum weight of 450 kg (992 lb), and 500 kg (1,102 lb) for amphibious, stall speed must not exceed 65 km/h (35 kn). Aircraft may be used for instruction or flown by pilots with a valid private license, and at least 30 hours flight time.
• Intended for use at private fields. Use at civil airports requires prior permission.
• Airspace restrictions - Must remain within the territory of the state (the flight limit of 4 km (2.2 nmi) from the border of another state was abolished by the law 24 April 1998, n. 128 "Disposizioni per l'adempimento di obblighi derivanti dall'appartenenza dell'Italia alle Comunità Europee" - communitary law 1995/97- art.22 comma 20-, published on the Gazzetta Ufficiale n.88/L of 7 May 1998).^[10] It is forbidden to fly over cities.^[11]
• All aircraft must have a metal plate with the identification number issued by the AeCI (Aero Club Italia). The same number must be fixed onto the underneath of the wing with letters that measure a minimum of 30×15 cm (12 X 6 inches), in contrasting colour.
• From 30 min before dawn till 30 min after sunset, flight must be below 500 ft (152 m)
• On Saturday and holidays flight must be below 1,000 ft (305 m) with 5 km (2.7 nmi) separation from airports not located within ATZ .
• Microlight operation requires a certificate exam, insurance and a medical examination.^[12]

New Zealand[link]

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.^{[citation needed]}

NZ Class 1

Single seat aircraft with a design gross weight of 544 kg (1,199 lb) (landplanes) or 579 kg (1,276 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.^{[citation needed]}

NZ Class 2

Two seat aircraft with a design gross weight of 544 kg (1,199 lb) (landplanes) or 614 kg (1,354 lb) (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.^{[citation needed]}

Microlights are subject to NZCAA General Aviation regulations ^[13] with Microlight specific variations as described in Part 103^[14] and AC103.^[15]

Philippines[link]

The Civil Aviation Regulations^[16][17] define "non-type certified aircraft", under which ultralights and microlights fall, as:

An aircraft that does not possess an aircraft type certificate issued by any country/state. It is, of simple design and constriction, either a homebuilt or a kit built variety and for recreational and sport use, day VFR condition only.

A class of non-type certificated aircraft is applicable to all classifications, including powered parachutes, gyrocopter, fixed wing aircraft and helicopters.

United Kingdom[link]

The UK regulations describe a microlight aeroplane as limited to two people, with a Maximum Total Weight Authorised (MTWA) not exceeding:^[18]

• 300 kg (661 lb) for a single seat landplane.
• 390 kg (860 lb) 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 (992 lb) for a two seat landplane
• 330 kg (728 lb) for a single seat amphibian or floatplane
• 495 kg (1,091 lb) 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 kn (65 km/h) calibrated speed. All UK registered aeroplanes (3-axis or flex-wing) falling within these parameters are microlight aircraft.

A sub-category of microlights (SSDR) was introduced which allows owners more freedom to modify and experiment with their aircraft. Single Seat De-Regulated microlights must weigh less than 115 kg (254 lb) without fuel and pilot and the wing loading must not be more than 10 kg per sq m. There is no airworthiness requirement or annual inspection regime for SSDR microlights although pilots who fly them must have a normal microlight licence, and must observe the rules of the air.^[19]

A license is required to fly a microlight in the UK.^[20]

United States[link]

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 Ultralight Vehicles, 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.^[21][22]

In 2004 the FAA introduced the "Light-sport aircraft" category, which resembles some other countries' microlight 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.

Ultralight aviation is represented by the United States Ultralight Association (USUA), which acts the US aeroclub representative to the Fédération Aéronautique Internationale.

Types of aircraft[link]

This unreferenced section requires citations to ensure verifiability.

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, to create powered hang gliders. The wings on these were flexible, 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 CGS Hawk, Kolb Ultrastar and Quad City Challenger.

There are several 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, below which is suspended a three-wheeled carriage which carries the engine and aviators. These aircraft are controlled by pushing against a horizontal control 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.

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

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

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

• Autogyro - rotary wing with cart mounted engine, 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 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. Two examples that do are the Mosquito Air and XEL designs from Innovator Technologies, Inc.

• 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[link]

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.^[23]

In 2007 ElectraFlyer began offering 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 USD $8285. to $11285. The company claims a flight recharge cost of 60 cents. ^[23][24]

Safety[link]

This unreferenced section requires citations to ensure verifiability.

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[link]

This unreferenced section requires citations to ensure verifiability.

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.

Notable microlight/ultralight manufacturers[link]

Notable national microlight/ultralight organizations[link]

• Experimental Aircraft Association
• Recreational Aviation Australia
• United States Ultralight Association
• United States Powered Paragliding Association

See also[link]

• Aerosport airshow, ultralight aviation show at the Igualada-Òdena aerodrome Barcelona Province, Spain
• Backpack helicopter
• Jetpack
• Nanolight

Notes[link]

External links[link]

Wikimedia Commons has media related to: Ultralight aircraft

• Ultralight regulations in various countries
• Type Acceptance information for New Zealand microlights

Bucky Lasek

Personal information
Full name	Charles Michael Lasek
Born	(1972-12-03) December 3, 1972 (age 39) Dundalk, Maryland, U.S.
Height	5 feet 10 inches (1.78 m)
Weight	155 pounds (70 kg)
Sport
Country	United States
Sport	Skateboarding
Medal record Summer X Games medal record Competitor for  United States Gold 1999 San Francisco Vert Gold 2000 San Francisco Vert Gold 2003 Los Angeles Vert Gold 2003 Los Angeles Vert Doubles Gold 2004 Los Angeles Vert Gold 2006 Los Angeles Vert Best Trick Silver 1998 San Diego Vert Doubles Silver 1999 San Francisco Vert Doubles Silver 2001 Philadelphia Vert Silver 2002 Philadelphia Vert Doubles Silver 2008 Los Angeles Vert Silver 2009 Los Angeles Vert Bronze 2006 Los Angeles Vert Bronze 2011 Los Angeles Vert

Charles Michael 'Bucky' Lasek ( /ˈleɪsɨk/ LAY-sək; born December 3, 1972 in Dundalk, Maryland) is a professional skateboarder and rallycross driver.

Biography[link]

Lasek started skateboarding at the age of twelve, shortly after his bike was stolen. After entering amateur contests, he was quickly noticed by Powell Peralta talent scouts in 1987. Powell sponsored Lasek, and he made his video debut in the 4th Bones Brigade video, Public Domain (1988).

Lasek turned pro for Powell in 1990—but by this time, skateboarding and vert skating particularly began to lose popularity, and Lasek's career waned. When ESPN took vert skating under its wing as part of the X Games in the mid 1990s, Lasek's career made a comeback and he soon became one of the most recognizable skateboarders.

Today, Lasek is regarded as one of the most consistent vert skateboarders in the sport. He frequently masters tricks that are considered too gimmicky and technical by most riders to do in a contest, and lands them with stunning regularity. Some of his signature contest tricks include the Heelflip Frontside Twist and Switch Frontside 540. He is one of only two skaters to flip his board in to an invert (Heelflip Frontside Invert), and the only one to do a 720 on the vert and land backwards (forward-to-fakie Indy 720, known as a "MacKenzie").

As of 2006, Bucky Lasek has won ten medals at the X Games, including six gold medals. He currently has the highest score in X Games Skateboarding Vert history with a 98.50.^[1] He has also earned 2004 titles in the Vans Triple Crown, Gravity Games, and the Slam City Jam.

Lasek made a cameo in the low-budget 2003 movie Haggard, in which he gave a skateboard to Bam Margera while he was running from the villain Hellboy. He has also made an appearance in MTV's Viva La Bam. Lasek also appears in P!nk's music video for her single "Raise Your Glass".

As of May 2009, Bucky, through the generous backing of his various sponsors and design team, completed the construction of one of the world's most unique backyard concrete bowls in his own backyard. Bucky refers to it as "Heaven".^{[citation needed]}

In May of 2012, Lasek was one of three drivers selected by Subaru Rally Team USA to compete in the 2012 Global Rallycross Championship. ^[2]

Contest highlights[link]

• 3rd in 2011 X Games: Vert
• 1st in 2010 Vans Pro-Tec Pool Party: Pro Division
• 1st in 2009 Dew Action Sports Tour: Vert
• 1st in 2009 Vans Pro-Tec Pool Party: Pro Division
• 1st in 2008 Dew Action Sports Tour: Vert
• 1st in 2006 Dew Action Sports Tour: Vert
• 1st in 2006 X Games: vert best trick
• 1st in 2005 Dew Action Sports Tour: Vert
• 1st in 2003 X Games: vert
• 1st in 2003 X Games: vert doubles (with Bob Burnquist)
• 1st in 2002 Slam City Jam: vert.
• 2nd in 2002 X Games VIII: vert doubles (with Bob Burnquist)
• 2nd in 2001 X Games: vert.
• 1st in 2000 X Games: vert.
• 1st in 1999 xgames vert

Tony Hawk games[link]

Lasek was a playable character in the first seven games in the Tony Hawk series (Tony Hawk's Pro Skater-Tony Hawk's American Wasteland).

Personal life[link]

Lasek currently resides in Encinitas, California with his wife, Jenn, and their three daughters: Devin, Paris, and Tenzin.^[3]

References[link]

External links[link]

• Official skateboarding website
• Official racing website
• Bucky Lasek at the Internet Movie Database