By Paul Hamilton, EAA 694707
This piece originally ran in the June 2025 issue of EAA Sport Aviation magazine.
An ultralight is different things to different people. I will give you two scenarios that illustrate different perspectives of ultralights.
First Scenario
I’m flying in the pattern at a nontowered airport in my weight-shift control light-sport aircraft with ADS-B Out, and I report my position and intent: “Carson Traffic, light-sport trike, One Papa Hotel, midfield downwind, left traffic, two seven, full stop.”
I get a report back: “King Air, have a visual on the ultralight; will come in behind you with a wide pattern.”
Note I said “light-sport trike,” clearly indicating the aircraft as a light-sport aircraft, not an ultralight. With my ADS-B Out, I assume he could read on his ADS-B In that my aircraft has an N-number. Still, he reports it on the radio that I am an ultralight.
This happens frequently. Looks like an ultralight to him, just like his King Air looks like an airliner to others.
Second Scenario
I had a contract with the Air Force at Edwards Air Force Base with the Test Pilot School. The mission was to use an ultralight for specific tests, which would have to carry two people to accomplish this task. I explained that, per Part 103, an ultralight could only carry one person, and we would have to use a light-sport aircraft for our training to fly two people. This was finally understood and put into the agreement as a light-sport aircraft.
Upon arrival, getting checked in at the main gate of which we were expected, I said, “Have the light-sport aircraft in my trailer for the Test Pilot School.” No one knew anything about us. Confusion. Numerous calls. I finally said it was an ultralight, and the guard said, “Okay, we have the ultralight,” and waved me through the security gate. The appropriate officer came out to greet us into the base. As much as I said light-sport aircraft, no one could correlate what this was. I finally had to start calling it an ultralight, and everyone could relate.
The point here is that the ultralight was clearly defined by the FAA as a single-place vehicle in 1982, more than four decades ago, and highly educated aviators still do not recognize what an ultralight is. It is amazing how the FAA put out this Federal Regulation Part 103, and it has not been changed in all of that time. I will say the FAA did an amazing job at making this a simple federal regulation, specifically:
14 CFR Aeronautics and Space, Subchapter F — Air Traffic and General Operating Rules, Part 103 Ultralight Vehicles
There are only two pages that include two significant areas
- What is an ultralight vehicle.
- Limitations on the operation of ultralights so other people and property are not in danger.
Summarizing:
- An ultralight:
(a) Is used or intended to be used for manned operation in the air by a single occupant;
(b) Is used or intended to be used for recreation or sport purposes only;
(c) Does not have any United States or foreign airworthiness certificate; and
(d) If unpowered, weighs less than 155 pounds; or
(e) If powered:
(1) Weighs less than 254 pounds empty weight, excluding floats and safety devices which are intended for deployment in a potentially catastrophic situation;
(2) Has a fuel capacity not exceeding 5 U.S. gallons;
(3) Is not capable of more than 55 knots calibrated airspeed at full power in level flight; and
(4) Has a power-off stall speed which does not exceed 24 knots calibrated airspeed.
- There are various places an ultralight cannot operate in certain airspace and over congested areas, basically to provide safety to others.
Ultralight Regulations
It should also be noted that the FAA calls this a vehicle and not an aircraft. This is significant because it is not subject to all the Part 61 pilot and Part 91 operating rules governing “aircraft.” Additionally, there are no flight training requirements or maintenance/inspection requirements. Overall, ultralights give us a pretty reasonable nonregulatory ability to fly. However, there are specific federal regulations, minimal in comparison to aircraft, ultralights must follow to stay out of trouble.
From my experience with new ultralight pilots, not existing pilots transitioning to ultralights, most ultralight pilots think there are no regulations for ultralight vehicles/pilots. This is a big problem. The manufacturers, the general public, and those in the ultralight business promote “no regulations.” Generally, weight, one occupant, and a 5-gallon fuel limit is the typical extent of their ultralight knowledge. However, Part 103 has specifics as to where an ultralight pilot can fly the “vehicle,” just like an “aircraft.” There are federal regulations for ultralights, just like aircraft.
Specifically, the ultralight catchall — 103.9 Hazardous operations — is just like the aircraft 91.13 Careless or reckless operation. Both of these are the FAA fallback when other regulations do not apply and there is reason for some type of actions.
Then we get into the Part 103.11 Daylight operations; Part 103.13 Operation near aircraft, right-of-way rules; Part 103.15 Operations over congested areas; Part 103.17 Operations in certain airspace; Part 103.19 Operations in prohibited or restricted areas; Part 103.20 Flight restrictions in the proximity of certain areas designated by notice to airman; Part 103.21 Visual reference with the surface; and, finally, Part 103.23 Flight visibility and cloud clearance requirements.
In reality, these are significant regulations that require some time for ground school. First, look at and understand the regulations. Second, learn what airspaces these federal regulations refer to. For the message to the general public that there are no regulations for ultralights, this is clearly not true. Yes, with all the pilot training, maintenance, and equipment for aircraft being nonexistent, there are still federal regulations for ultralights.
In my days of ultralight flying in unpowered hang gliders, we had no concept of airspace, cloud clearances, congested areas, nothing. We were free with no regulations. Today, the feeling is the same among ultralight pilots with the “no regulations” ideology.
In addition, pilots operating under Part 103 have:
- No transponder or ADS-B requirement within the Class B 30 nautical mile requirement that aircraft have.
- No transponder or ADS-B requirement above 10,000 MSL that aircraft have.
- No oxygen requirements or altitude limitations.
So, how can we help ourselves and others? Recommend training for anyone who is thinking about flying an ultralight. The only viable way for an ultralight pilot to be trained is in a similar two-place light-sport aircraft with a CFI. A competent CFI should provide the ground school for the potential ultralight pilot, the basics of Part 103, and the airspace ground school for the ultralight pilot to stay out of trouble.
Another problem with ultralight pilots is that since there is no training required, some ultralight pilots will try and teach themselves. This is not good for anyone. This is a recipe for disaster. The general rule for anyone thinking of flying ultralights is to get flight training, which will hopefully include ground school.
Closing Thoughts
Even though it looks like an ultralight, smells like an ultralight, and flies like an ultralight, that does not mean it is an ultralight. A light-sport aircraft typically has two seats (but not always), an N-number, more than 5 gallons of fuel, and requires a pilot certificate to fly.
Ultralights do have some federal regulations of areas to fly so flight and ground training is an absolute must for all ultralight pilots.
Paul Hamilton, EAA 694707, has been flying ultralights for 40 years and is a private pilot, CFI-SP, and designated pilot examiner for 20 years in aircraft and weight-shift control. He teaches ultralight andlight- sport flight school at SportAviationCenter.com and online pilot flight/ground training at eLearning.SportAviationCenter.com with WINGS credits.