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 three-axis control aircraft with ailerons , elevator and rudder , calling the former "microlight" and the latter "ultralight".
22-435: The Bushcaddy R-80 is a Canadian ultralight and light-sport aircraft that was designed by Jean Eudes Potvin of Lac Saint-Jean , Quebec in 1994 and produced by his company Club Aeronautique Delisle Incorporated (CADI). It was later built by Canadian Light Aircraft Sales and Service (CLASS) of St. Lazare, Quebec and later Les Cedres, Quebec and now Bushcaddy of Lachute, Quebec . The R-80 designation indicates that
44-677: A category that was eventually renamed "Amateur-built aircraft", leaving Canada without an ultralight category. The basic ultralight category was established as a new category in 1982 to fill this gap. Regulation of ultralight aircraft in Canada is covered by the Canadian Aviation Regulations , which defines a "basic ultra-light aeroplane" as: an aeroplane having no more than two seats, designed and manufactured to have: According to Canadian Aviation Regulations, Part I, Subpart 1, an "advanced ultra-light aeroplane" means an aeroplane that has
66-679: 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 the specific energy of batteries improves, lighter batteries can be used. [REDACTED] Media related to Ultralight aircraft at Wikimedia Commons Ultralight aircraft (Canada) The Canadian Aviation Regulations define two types of ultralight aircraft : basic ultra-light aeroplane (BULA), and advanced ultra-light aeroplane (AULA). Regulation of ultra-light aircraft in Canada
88-542: A licence, provided its weight with a full fuel tank is not more than 75 kg (165 lb), but they must obey the rules of the air. For heavier microlights the current UK regulations are similar to the European ones, but helicopters and gyroplanes are not included. Other than the very earliest aircraft, all two-seat UK microlights (and until 2007 all single-seaters) have been required to meet an airworthiness standard; BCAR Section S. In 2007, Single Seat DeRegulated (SSDR),
110-1147: A significant percentage of the global civilian-owned aircraft. For instance, in Canada in February 2018, the ultralight aircraft fleet made up to 20.4% of the total civilian aircraft registered. In other countries that do not register ultralight aircraft, like in 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. 2 persons, 622.5 kg (1,372 lb) (600 kg (1,323 lb) without parachute) Stall speed 65 km/h (40 mph) (undefined in Civil Aeronautics Act) Passengers also need permission. Other minister's permissions: Flyable area: uncontrolled airspace over unpopulated areas, within 3 km (2 mi) from departure point and landing at another point forbidden. Aircraft: Must have fixed landing gear, and
132-563: A single engine in tractor configuration . The aircraft is made from 6061-T6 aluminum sheet over a cage of welded aluminum square 6061-T6 aluminum tube. The tail boom is conventional semi-monocoque construction. The non-tapered planform wings have 6061-T6 ribs and spars and employ a NACA 4413 (mod) airfoil . The airfoil modification removes the undercamber on the bottom of the wing, which makes construction easier, without giving up low speed performance. The aircraft's structure uses 2024-T3 aluminium for critical parts where extra strength
154-583: A single engine with fixed pitch propeller. 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. Pilots of a powered, fixed wing aircraft or paramotors do not need
176-630: A sub-category of single seat aircraft was introduced, allowing owners more freedom for modification and experiments. By 2017 the airworthiness of all single seat microlights became solely the responsibility of the user, but pilots must hold a microlight licence; currently NPPL(M) (National Private Pilots Licence). Ultralights in New Zealand are subject to NZCAA General Aviation regulations with microlight specific variations as described in Part 103 and AC103-1. The United States FAA 's definition of an ultralight
198-484: A type design that is in compliance with the standards specified in the manual entitled Design Standards for Advanced Ultra-light Aeroplanes (DS10141). An advanced ultra-light aeroplane is an aeroplane which: The advanced ultra-light aeroplane (AULA) category is similar, but not identical, to the American Light-Sport Aircraft (LSA) category. Many aircraft are available as AULAs in Canada and LSAs in
220-500: Is another pilot. Student pilots undergoing training may be carried in basic ultralights. Canadian Basic and Advanced Ultralights may be flown in the USA if the pilot holds a Recreational Pilot Permit or higher designation. Pilots holding an Ultralight Pilot Permit with instructor rating and who have at least 2 hours of cross country experience may also fly to the US. Any Canadian Ultralight flying to
242-460: Is covered by the Canadian Aviation Regulations . An earlier definition of "ultra-light aeroplane", effective October 10, 1996, meant: On June 1, 2003, the definition was amended to state that an "ultra-light aeroplane" means either an advanced ultra-light aeroplane or a basic ultra-light aeroplane. On July 6, 1956 the Department of Transport first issued new requirements for ultralight aircraft,
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#1732876876372264-411: Is required in order for a person to operate an ultra-light aeroplane in Canada. Pilots holding a Recreational or higher license may carry a passenger in a two-seat advanced ultra-light aeroplane. Pilots with only an ultra-light permit may not carry a passenger in an advanced ultralight unless they have received a passenger carrying endorsement. Basic ultralights cannot carry passengers unless the passenger
286-632: Is required, such as the spar, float and strut attachments as well as other critical components like the rudder horns. The R-80's structure is covered with 6061-T6 sheet of varying thicknesses; wing bottom skins are 0.016 in (0.41 mm) inches thick while the top is 0.020 in (0.51 mm) inches. The wings are supported by conventional "V" struts. 6061-T6 is predominantly used for its lower cost and also its better corrosion resistance, since many R-80s are flown on floats. Its 32 ft (9.8 m) span wing has an area of 168 sq ft (15.6 m) and does not fit flaps . Standard engines used on
308-611: 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
330-552: The R-80 include the 80 hp (60 kW) Rotax 912UL and the 100 hp (75 kW) Rotax 912ULS four-stroke powerplants. The 115 hp (86 kW) turbocharged Rotax 914 has also been fitted. The aircraft can also be mounted on floats and skis. Controls include a central "Y" control stick . Construction time for the R-80 from the factory kit is 1,200 hours. Data from Bayerl and Bushcaddy General characteristics Performance Ultralight aircraft During
352-598: The US aeroclub representative to the Fédération Aéronautique Internationale . There are several categories of aircraft which qualify as ultralights in some countries: Advancements in batteries, motors, and motor controllers has led to some practical production electric propulsion systems for some ultralight applications. 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,
374-442: The United States. Advanced ultra-light aeroplanes shall have a minimum useful load, M U or W U computed as follows: The maximum empty mass, M E max , ( W E max ) includes all operational equipment that is actually installed in the aeroplane. It includes the mass (weight) of the airframe, powerplant, required equipment, optional and specific equipment, fixed ballast, full engine coolant, hydraulic fluid, and
396-543: The aircraft was originally designed for a Rotax engine of 80 hp (60 kW). The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft. The aircraft was designed to comply with the Canadian advanced ultralight rules and is also an approved US light-sport aircraft . It features a strut-braced high-wing , a two-seats-in- side-by-side configuration enclosed cockpit, fixed tricycle landing gear or conventional landing gear and
418-499: The first pioneering company in this field, 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 company claimed
440-435: 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,
462-422: The residual fuel and oil. Hence, the maximum empty mass (weight) = maximum take-off mass (weight) - minimum useful load. The registration marks for an advanced ultra-light aeroplane after 1997 begin with "C-Ixxx". Prior to that date they were C-Fxxx or C-Gxxx. An ultra-light pilot permit , recreational pilot permit , private , commercial or airline transport aeroplane licence issued by Transport Canada ,
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#1732876876372484-433: The sporting (FAI) definition limits the maximum stalling speed to 65 km/h (40 mph) and the maximum take-off weight to 450 kg (992 lb), or 472.5 kg (1,042 lb) if a ballistic parachute is installed. 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
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