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Ultralight aviation (called microlight aviation in some countries) is the flying of lightweight, 1 or 2 seat fixed-wing aircraft. Some countries differentiate between weight-shift control and conventional 3-axis control aircraft with ailerons, elevator and rudder, calling the former "microlight" and the latter "ultralight".
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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) (472.5 kg (1,042 lb) if a ballistic parachute is installed) and a maximum stalling speed of 65 km/h (40 mph). The definition means that the aircraft has a slow landing speed and short landing roll in the event of an engine failure.
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. 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
In Australia, ultralight aircraft and their pilots can either be registered with the Hang Gliding Federation of Australia (HGFA) or Recreational Aviation Australia (RA Aus). In all cases, except for privately built single seat ultralight aeroplanes, microlight aircraft or trikes are regulated by the Civil Aviation Regulations.
The current UK regulations match the European ones although earlier UK legal microlight definitions described an aeroplane with a maximum weight authorised of (finally) 390 kg, with a wing loading at the maximum weight authorised not exceeding 25 kg per square metre. Other than the very earliest aircraft, all two-seat UK microlights (and until 2007 all single-seaters) have been required to meet airworthiness standard BCAR Section S. In 2007 SSDR, a sub-category of single seat aircraft was introduced, allowing owners more freedom for modification and experiments. In 2015 the SSDR rules changed. The definition of a single seat microlight was adjusted to effectively de-regulate all single seat microlights for airworthiness purposes. 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. In the UK the microlight licence is currently called NPPL (National Private Pilots Licence). It can be upgraded to an LAPL licence with few hours training in Cat A aircraft (Allowing holders to fly any simple single engine aircraft up to 2 tons)
Ultralights in New Zealand are subject to NZCAA General Aviation regulations with microlight specific variations as described in Part 103 and AC103.
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. In 2004 the FAA introduced the "Light-sport aircraft" category, which resembles some other countries' microlight categories. Ultralight aviation is represented by the United States Ultralight Association (USUA), which acts as the US aeroclub representative to the Fédération Aéronautique Internationale.
Types of aircraft
There are several categories of aircraft which qualify as ultralights in some countries:
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.
In 2007 the Electric Aircraft Corporation 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 claimed a flight recharge cost of 60 cents in 2007.
A significant obstacle to the adoption of electric propulsion for ultralights in the U.S. is the weight of the battery, which is considered part of the empty weight of the aircraft despite efforts to have it considered as fuel. As battery energy density improves, this will be less of a problem. By mid-2015, progress is being made to construct an electric air vehicle that complies with Part 103 requirements.