The following attempts to answer the questions most frequently asked by people dropping by to visit the airpark:

An ultralight is termed a ‘vehicle' by the Federal Aviation Administration (F.A.A.) to distinguish it from an airplane. An ultralight is an extremely light (less than 254 lbs.) machine designed to be flown by one person strictly for fun. If it holds two people it is not an ultralight! It is an airplane subject to all F.A.A. regulations and a pilots license is required to fly it. There is no license required to fly an Ultralight.

In general ultralights are "tube, and fabric" constructions and are available in many configurations and colors. There are fixed wing, powered parachutes, trikes, gyro-copters, gliders, and even balloons that qualify as Ultralights. Unlike airplanes, ultralights are not encumbered with annual inspections, air worthiness certifications, or many other rules that apply to airplanes. This freedom from regulation has the effect of making the owner of an ultralight personally responsible for his or her own safety.

Ultralights fly slow (63 mph max. 27 mph stall, as specified by the FAA) and have a lot of ‘drag’ (wind resistance) built into them. The tubes used to make the airframe are A/N (army/navy) grade aluminum (6061-T6) and the cables are stainless steel The nuts and bolts are also A/N grade, the same as used on conventional airplanes for shear resistance (they will bend but usually won't break). Chromolly steel is used to protect the pilot. Ultralights are so strong and well designed that many owners tend to overlook the fact that the airframe needs some periodic attention given to it, especially after it has accumulated several hundred hours of flying time. Manufacturers provide a checklist and a recommended inspection schedule for the airframe. These inspections should be performed as recommended. This is above and beyond the normal preflight done before each flight.

The fabric used to make the sails (a rip resistant Dacron is widely used) is weakened by exposure to the ultraviolet (UV) component of sunlight. If the ultralight is left outside constantly exposed to sunlight the fabric (sails) will only last about three to nine months. If hangared they will last about 10 years, assuming 100 hours flying per year. The fabric should be punch tested every year to be sure it is still air worthy. Fabric may be replaced in any increment desired. That is, for instance, the fabric for just one wing, or aileron, may be ordered and replaced if damaged. The sails, a common term used to describe the Dacron covering an ultralight, are also the fabric used to make sails for boats. Sails on boats are like wings on airplanes, placed vertically, instead of horizontally.

Most, but not all, ultralights have the propeller in the back of the machine. This is called a "pusher" configuration. When the propeller is mounted at the front of the machine, it is referred to as a "tractor" configuration. The power plants vary from 28 hp to 50 hp and are two cycle engines similar to those used on snowmobiles and jet skis. Two cycle engines are employed due to the high power to weight ratio of the two cycles as opposed to four cycle engines, which are heavy. Two cycle engines weigh less than 60 lb. and produce up to 75 hp. Two cycles has a unique feature. The two cycle engines require oil to be mixed with the gas for internal lubrication.

It is true that two cycle engines require more attention than the four cycle engines. Not long ago in the world of ultralights there was a saying, "It is not IF your engine would fail, it is just WHEN!" The technology of modern two stroke engines used in ultralights, snowmobiles, and jet skies is much better than it was in the ‘olden’ days. However, it is still a smart ultralight pilot that learns to monitor and understand his power plant. Engine monitoring gauges considered necessary are EGT (Exhaust Gas Temperature) CHT (Cylinder Head Temperature), Tachometer (for engine speed) and an hour meter to know when to perform maintenance. The EGT gauge shows when the air/gas mixture is too rich, too lean or just right and, indirectly, what is going on inside the engine. The CHT gauge shows how well the fan is removing hot air and handling the temperature under the cowling. The tachometer/propeller combination is used to tune the engine for maximum horsepower. The engines need periodic maintenance, usually at 50 or 100 hours, as per the manufactures recommendations.

Most ultralight pilots fly relatively close to the ground (around 1000 feet above the ground) in class "G" airspace. They avoid controlled airports and populated areas when they fly, as per F.A.R. 103. This is to avoid safety related problems. Not the ultralight pilots safety, but the safety of others, both on the ground and in the air. Remember that ultralights fly slow! This makes ultralights a hazard to general aviation at a controlled airport. We don't carry radios (mostly) so they don't know where we are or what we are doing, and we are difficult for them to see. Ultralights can fly as high as 10,000 (ten thousand) feet, but usually they don't. If they are flying and have to pass over an area that presents a problem for an emergency landing, they will climb up to about 3000 feet to compensate. Compensate in this case means to have more time and distance available in the form of altitude to find a suitable landing spot in the event of engine failure.

Ultralights may carry no more than 5 gallons (US) of fuel. Most engines burn fuel at the rate of 3 gallons per hour, and fly at 55 mph (average). Using those figures, which are generalizations only, we find they can fly close to 75 miles on one tank (till its dry). However the wind must be considered. An ultralight is after all just a powered feather in the wind, so strength of the wind and the direction it is blowing will determine how far any one flight may travel without stopping to refuel.

Most ultralights are flown well within a 25 mi1e radius of their home airport and have one-to-five places they fly to and visit within that radius. An ultralight pilot who wants to make a cross-country flight must know how much the engine consumes in fuel, and determine his average speed in order to plan the flight. He should also call the small and private airports along the way well before the flight, and make arrangements for landing and fuel. There will be many small and private airports shown on the sectional chart and by prearranging the trip ultralights have been flown from coast to coast.

Buying or building an ultralight, that is the question! Whether it is nobler to build and fly than to buy and fly. Building your own ultralight is a thrill and delight to some people. They rightfully claim to know every nut and bolt, cable and pulley, Velcro strap and tie wrap on the airframe. There is a lot to be said for that, however, the time spent assembling/building varies greatly and may be more than some want to invest in the project.

The manufacturers specify whether the kit is an assembly or a build kit. They are very, very different! In an assembly kit the manufacturer has made and cut all the parts. The holes are pre drilled and the cables are pre-cut. The assembler just has to bolt it together and fly it. Sounds easy and it is compared to building.
A build kit means that the builder will have to manufacture and build the parts. He is also called on to make his own jigs, and things. Sometimes all they get are a set of plans and a 'How To' manual. There exists a surprisingly large number of people that truly enjoy building their plane from ground up, so to speak.

The manufactures lists a build/assemble time in the sales brochure. This is the time it would take the experienced factory engineers, having all the necessary tools at hand, to assemble/build the kit. This does not mean it could be built by anyone else in this amount of time. At least, not the first time.

Buying a used ultralight avoids having to build one, but introduces different factors. The most critical of which is how to determine its true condition? You may have to partially disassemble the craft to perform an inspection. However, re-assembling is much easier and quicker than first assembly is. Some ultralights have been sold that had serious problems. Problems which may not have been mentioned before the sale as the seller may not be aware of a problem. (Hard to believe, isn't it!) If you buy a used ultralight, be safe and assume this is the case. Disassemble it and inspect it all closely. You probably won’t find any major problems, but then again, you might. And if nothing else the result would be more familiarity with the aircraft you purchase. Dealers will often be glad to do this for you for a small fee, but even then, it is up to you to determine if it is safe to fly.

Ultralight flying has proven itself to be safe and more fun than the law should allow as we dance with the air.
This overview is meant to educate, not intimidate. After all, flying is a wonderful experience, and ultralight flying is the greatest flying experience available, as well as, the most affordable today!