An ultralight is a lightweight aircraft subject to minimal regulation by the FAA (Federal Aviation Administration), the U.S. government's aviation regulatory agency.  The FAA defines an ultralight primarily by defining limits on weight, top speed, and fuel capacity.   The spirit of the definition requires that an ultralight be a low speed, short range, lightweight aircraft.   This makes ultralights impractical for commercial purposes but well-suited for recreation.  (Back to the top)

Legally, you don't need any kind of license to fly an ultralight.  The ultralight flying community is self-regulated by a number of organizations, including Aero Sports Connection (ASC), the Experimental Aircraft Association (EAA), and the U.S. Ultralight Association (USUA).  These agencies have similar training guidelines, each of which results in a pilot certificate with that agency.  Any responsible airpark operator, aircraft seller, or pilot will require that you have a pilot certificate with one of these organizations before allowing you to fly at his airpark or in his aircraft.  The FAA doesn't require you to hold any type certification, but common sense does call for proper training.  (Back to the top)

Ultralights typically fly below 5,000' AGL (above ground level), but they can climb higher. The FAA requires ultralights to stay below 18,000' MSL (above sea level), but a pilot needs supplemental oxygen to breathe at altitudes above ~12,000' MSL, anyway. Most ultralights don't have in-flight mixture or propeller pitch controls, so as the air thins with altitude the aircraft's ability to climb decreases. Ideal performance is typically in the 0-3,000' AGL range, and that's where ultralights typically fly. For most, it isn't worth the extra engine strain to climb to higher altitudes.  (Back to the top)

A typical ultralight has a range of about 100 miles. This assumes a five-gallon fuel capacity (the maximum allowed by the FAA), a cruise speed of 50 mph, and a cruise fuel consumption rate of about 2.5 gallons per hour. The FAA allows an exemption for two-place trainer aircraft flown by certified ultralight flight instructors, allowing a ten-gallon fuel capacity. Thus, a trainer aircraft may have as much as a 200 mile range.  (Back to the top)

An average single-place, ready-to-fly ultralight will cost $10-15K.  A "Cadillac" ultralight can cost closer to $20K new, while a "no frills" model may only cost $8K new.  Many come in kit form, requiring a few hundred man-hours' assembly, for a few thousand dollars less than the fully assembled model.  There are plenty of used ultralights for sale, some at a significant savings off the new price, but use extreme caution buying a used aircraft from an individual seller.  If you simply can't afford a safe, dependable aircraft, save your money until you can.  BEWARE: With automobiles, a cheap old "junker" will eventually cost you a stranding, but with aircraft, a cheap old "junker" may cost you your life.  Buy the best equipment you can afford, and if you decide to buy used, be sure to have someone you trust check out the aircraft before making a deal.  We highly recommend the use of emergency parachute systems, so try to budget a ~$2K parachute system into your aircraft purchase.  Also, whatever you buy, get the proper flight instruction BEFORE flying it, and have your flight instructor present for your first solo flight in your aircraft.  Check out our new and used aircraft for sale.  (Back to the top)

Generally, ultralights are not readily avialable for rental.  The ultralight flying community is too sparse in most locations for rental operations to be practical.  We're considering making ultralights available to you for rental, though, so contact us if you're interested.  If we know you're interested, we'll do what we can to help you get airborne.  (Back to the top)

An ultralight is only as safe as its pilot. Because there's less regulation of aircraft safety standards and pilot proficiency standards for ultralights, the burden of safety lies squarely on the pilot's shoulders. A pilot should exercise good safety by maintaining his aircraft in good operating condition, by choosing to fly only in safe conditions, by being constantly aware of his situation while flying, by flying with a helmet and an emergency parachute, and by exercising simple common sense about his flying. Ultralight aircraft themselves have excellent safety records. The element of an imperfect (human) pilot is by far the most common factor in all aviation-related accidents.  (Back to the top)

The following are summaries of FAA-imposed regulations on ultralight activity.  For unabbreviated FAA regulations, see Federal Aviation Regulation (FAR) 103.  Single-place ultralights can carry a maximum of five gallons of fuel.  Two-place ultralights can carry up to ten gallons.  A single-place ultralight can have a maximum empty (no pilot, fuel, floats, or parachute) weight of 254 pounds.  For a two-place ultralight, the weight limit is increased to 496 pounds.  A single-place ultralight's top speed in level flight can't exceed 55 knots (63 mph), and its stall speed can't exceed 24 knots (28 mph).  A two-place ultralight's top speed in level flight can be as high as 75 knots (86 mph), and its stall speed can be as high as 35 knots (40 mph).  Ultralights aren't allowed to fly over crowded areas, over open-air assemblies of people, in certain controlled airspace, or outside daylight hours, and they must yield the right of way to all other air traffic.  Lastly, ultralights can only be used for recreational purposes.  (Back to the top)

A rare few design and build their own aircraft.  Most purchase an aircraft in "kit" (anywhere from a crate of parts to a mostly assembled aircraft) form or purchase a new or used fully assembled aircraft.  If your passion is building, you might want to buy one in kit form.  If your passion is flying (not building), then you may prefer to pay a little extra for an assembled aircraft rather than invest several hundred hours building your own.  In my estimate, your time is more valuable sacking groceries for a supermarket than building your own aircraft, except for the joy and increased understanding of your aircraft the process of building gives you.  (Back to the top)