103 Legal Ultralight

Several commentators suggest that ultra-light vehicles should be limited to sports or recreation only. The FAA`s position has repeatedly been that these vehicles can only be used for sports and recreational purposes. The rationale for authorizing the operation of these vehicles without the need for aircraft and pilot certification was that this activity is a “sport” generally practiced outside of population concentrations and aircraft operations. As with any sport, participants are considered personal risks that do not affect other people who are not involved in the activity. 24. CONTACTS WITH FAA INSPECTORS. Most ultralight operators are likely to meet with FAA field inspectors only when investigating accidents, incidents, or public complaints. On first contact, the inspector usually asks for your pilot certificate and the aircraft`s certificate of airworthiness. You must inform the examiner that you are operating your ultra-light aircraft in accordance with Part 103 and demonstrate that it complies with the applicability of section 103.1.

(2) Some powered ultralight aircraft were originally manufactured with a bench seat or “love seats” with a single seat belt, but were advertised in ultra-light magazines as two seats. They are not eligible for Part 103 projects. Although no maximum width standard has been set for the size of a “simple” seat at this time, most manufacturers offer seats with a width of 18 to 22 inches. Each seat, which is significantly wider than 22 inches, raises the question of whether the ultralight aircraft is intended for a single occupation. d. Airport district offices. These offices inspect farS Part 139 certified airports to determine if an airport is safe for public use. People who want to build new airports or airports, or operate ultralight vehicles from government-funded airports, can contact these offices for assistance.

While this rule does not require aviation or aircraft certification or vehicle registration at this time and is based on the absolute minimum regulations required to ensure safety in the public interest, the continued nascent growth of the ultralight population may require additional regulation. Best practices and methods to exclude the need for other federal regulations appear to include at least the following: self- and self-regulation, safety standards, membership in organizations and associations equipped for the operation and operation of FAA-approved programs, vehicle identification and identification, programs, including regulations that comply with the Federal Regulations of aviation with respect to aircraft (operation and airworthiness), etc. a. The justification for the approval of operation only for individuals, One aspect of the justification of the certification of ultralight vehicles for operation according to special rules that do not require pilot and aircraft certification, is the restriction to individual persons. It is assumed that a person who chooses to drive an uncertified vehicle alone is aware of the risks involved. This assumption does not necessarily apply to a passenger. Since pilot qualifications for the operation of ultralight vehicles are not controlled or supervised by the Crown, the requirement of a single occupant is a necessary element in the pursuit of guidelines and regulations that allow the operation of ultra-light vehicles that are exempt from many restrictions imposed on the operation of certified aircraft. This section prohibits any ULM driver from engaging in activities that endanger the safety of persons or property on the ground or in the air. Banning the flight or dropping of dangerous objects is common in civil aircraft regulations, and the FAA treats ulm operations with equivalent severity. Some commentators, especially state and local governments, recommend that these vehicles be registered and provide their license plates.

The reasons are focused on the identification of offenders. The FAA`s experience in identifying offenders and dealing with enforcement action confirms its recommendations. The FAA supports the efforts of the ultralight community to develop and maintain a national registration system that complies with FAA guidelines that would be immediately accessible to the FAA. However, the approval of ultralight vehicles is not required by federal regulations at this time. No person may drive an ultra-light vehicle in Class A, B, C or D airspace or within the lateral limits of the Class E airspace area designated for an airport, unless prior authorization is obtained from the ATC facility responsible for that airspace. [Amdt. 103–17, 56 FR 65662, 17 December 1991] There are currently regulations in Parts 91 and 101 that recognize the need for special allowances for operations in Alaska after extinction, and the FAA has determined that ultralight aircraft are entitled to the same consideration. Therefore, a provision has been added that allows ultralights to operate in Alaska at civil twilight. The requirement to have a functional anti-collision light during twilight operation applies to operation during this period in Alaska. 10. SCOPE AND CONTENT.

This section discusses the elements contained in section 103 l that constitute the definition of an “ultralight vehicle” and the correct way to ensure that Part 103 is applicable. (ii) No additional weight shall be granted for the components of the parachute system if the parachute has not been attached to the reinforced points or equipment provided for on the ultra-light aircraft at the time of its operation. To illustrate the potential for dangerous situations that can occur, the FAA has recorded data describing numerous cases of ultra-light vehicles in controlled airspace causing near misses with aircraft. The following examples illustrate the problem: b. Acceptable methods for determining the weight of an ultra-light aircraft. The fully assembled ultra-light aircraft was to be brought to a draught-free location and on: NPRM No. 81 – 6 suggested that ultralight operators should be required to maintain a visual relationship with the surface throughout flight operations. This would ensure that the operator of an ultra-light aircraft would still have the ability to descend and land safely without entering obscure weather phenomena. Many commentators support the proposal as reasonable and representative of the normal operation of ultralights. They recognize the possibility of being caught “on top” and the danger, both for themselves and for other airspace users, of trying to descend through a layer of clouds. Some commentators believe that a visual reference to the surface is only necessary when getting on or off and not during airplane flight. The maximum forward speed limit was chosen by the FAA because it is faster than almost all ultralight vehicles currently sold, but still places these vehicles in a significantly slower performance category than conventional aircraft.

The establishment and enforcement of this speed limit falls within the FAA`s capabilities and resources under the inspection requirements of the rule. 31, AIRCRAFT CERTIFICATION, A person who elects to operate an ultra-light aircraft as a certified aircraft has two options for certification of the airworthiness of the vehicle, which depend primarily on the configuration of the vehicle or kit at the time of purchase, as follows: (b) Notwithstanding other sections relating to aircraft certification, operators of ultralight vehicles are not required to: Acquire knowledge in aviation. Age or experience requirements to drive these vehicles or to have aviation or medical certificates.