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Ultralight aviation is on the rise in Europe, providing flight enthusiasts with an accessible and exciting option. These lightweight aircraft are ideal for recreational and training flights, and their popularity has grown significantly due to their versatility and ease of use. In this article, we will explore the different types of ultralight aircraft in Europe, the specific regulations in various countries, and the basic technical characteristics that define them.

What Are Ultralight Aircraft?

As we have explored in our previous articles, Ultralight aircraft, commonly known as ULM (Ultra Léger Motorisé), are airplanes that must meet specific weight and design requirements set by the national and EU aviation authorities. They are lightweight and easy to handle, making them perfect for learning and recreational flying. In the USA, the ultralight spectrum is expected to be expanded under the MOSAIC regulations, nevertheless in Europe the ULM class remains essentially unchanged for decades.

Types of Ultralight Aircraft

Ultralight Airplanes

These are aircraft designed to comply with ULM regulations. In most European countries, the maximum weight should not exceed 600 kg (1320 lbs), although this may vary (more details below).

Trikes and Gyroplanes

Trikes combine a flexible wing with a three-wheeled chassis. Their design allows for short takeoffs and landings, making them popular among recreational pilots due to their stability and ease of handling. Gyroplanes often referred to as autogyros, are a distinctive type of ultralight aircraft that utilize a rotating rotor to generate lift, combined with a conventional aircraft engine for thrust.

Ultralight Gliders

These are motorless aircraft designed to soar using thermal currents. While they require an initial tow, they offer a unique, silent, and ecological flying experience, being highly appreciated by aviation enthusiasts, specially in central Europe, where some airfields and aeroclubs offer flying experiences on this type of aircrafts. You can find many of this airfields in our map database!

EASA Regulations and Country-Specific Differences

The European Union Aviation Safety Agency (EASA) regulates civil aviation in Europe, but each country may have its own specifications. Here are some of the most relevant regulations in several European countries:

France

• Maximum Weight: 525kg and 570kg for amphibious aircrafts (both including emergency parachute systems).
• Licenses: To fly ultralight aircraft in France, pilots must obtain a Brevet de Pilote ULM (BPL). The BPL is specifically tailored for ultralight aviation and requires both theoretical and practical training.
• Regulations: In France, ultralight aircraft, known as ULM (Ultra Léger Motorisé), are subject to specific regulations governed by the Direction Générale de l’Aviation Civile (DGAC). France offers a supportive regulatory environment for ultralight aviation, with a structured licensing process designed to ensure safety and competency among pilots. The focus on accessibility and minimal barriers to entry makes flying ultralight aircraft an attractive option for aviation enthusiasts in the country.

Germany

• Maximum Weight: 600 kg for both single and two seater configurations. The emergency parachute weight must comply with the 600kg limit. Amphibious aircraft can weigh up to 650kg.
• Licenses: To operate ultralight aircraft in Germany, pilots must obtain a UL-Pilotenschein (Ultralight Pilot License). This license is specifically designed for ultralight flying and requires both theoretical and practical training. Pilots must complete a minimum of 15 hours of flight training, including at least 10 solo flights. Training must be conducted with an approved flight instructor. The licensing process for ultralight pilots is designed to ensure that pilots are adequately trained and competent.
• Regulations: In Germany, ultralight aircraft, referred to as Leichtflugzeuge or ULM (Ultraleichtflugzeuge), are regulated by the Luftfahrt-Bundesamt (LBA), the Federal Aviation Office. Germany has a well-structured regulatory framework for ultralight aviation, balancing accessibility with safety.

United Kingdom

In the UK the european ultralight category is legally referred as microlight. A microlight is an aeroplane which meets the requirements of one of the following categories:

• Microlight Category 1

1. has a stalling speed, or maximum steady flight speed in the landing configuration, at the maximum take-off mass not exceeding 35 knots calibrated airspeed; and
2. has a maximum take-off mass not exceeding—
   • 450kg for a two-seat landplane;
   • 495kg for a two-seat amphibian or floatplane; or
   • 475kg for a two-seat landplane equipped with an airframe mounted total recovery parachute system.

• Microlight Category 2

1. is of an approved design;
2. either has, or has been subsequently modified to have, a stalling speed, or minimum steady flight speed in the landing configuration, at the maximum take-off mass not exceeding 45 knots calibrated airspeed; and
3. either has, or has been subsequently modified to have, a maximum take-off mass not exceeding—
   • 600kg for a landplane; or
   • 650kg for an amphibian or floatplane.

• Licenses: For the holder of a NPPL(A) with a valid Simple Single Engine Aeroplane (SSEA) Class Rating, they must complete the required training and testing and obtain a Microlight Class Rating prior to flying as a pilot in command of a microlight aeroplane. This includes three axis microlights up to 600kg/650kg as well as weightshift microlights.
• Regulations: The UK has a certification system that allows pilots to operate aircraft with a degree of flexibility.

Spain

• Maximum Weight: In Spain, ultralight aircraft must adhere to a maximum weight limit of 600 kg, with the allowance for amphibious aircraft reaching up to 650 kg. This weight limit is inclusive of all necessary equipment, such as emergency parachute systems, ensuring that the aircraft remains within the specified operational parameters.
• Licenses: To pilot ultralight aircraft in Spain, pilots must obtain a specific ultralight pilot license known as the “Licencia de Piloto de Ultraligero” (LAPL). This license requires both theoretical knowledge and practical flight training, which must be conducted by an approved instructor. The training typically includes a minimum of 15 hours of flight time, which consists of both dual instruction and solo flights. Candidates must pass a written exam covering regulatory knowledge, aerodynamics, navigation, and safety procedures, as well as a practical flight test.
• Regulations: The operation of ultralight aircraft in Spain is regulated by the “Agencia Española de Seguridad Aérea” (AESA), which operates under the framework of EASA regulations. Ultralight aircraft must comply with maintenance standards that ensure airworthiness and safety. These standards include regular inspections and adherence to specific operational guidelines, promoting a culture of safety within the ultralight flying community. Spain offers a relatively accessible environment for ultralight aviation enthusiasts, with regulations designed to foster participation while maintaining safety standards.

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Ultralight aviation in Europe offers an exciting and accessible way to explore the skies. With a variety of aircraft types and specific regulations in each country, pilots can find options that suit their needs and desires. As the demand for sustainable and recreational transport grows, ultralight aviation is likely to continue expanding and evolving. If you’re interested in flying, ultralight aircraft may be your gateway to an unforgettable adventure in the air.

MOSAIC (Modernization of Special Airworthiness Certification) is an iniciative that aims to adapt the regulations of the LSA category to pilots and professionals. This new reforms have been in development through the collaboration between the most important American Associations, the EAA (Experimental Aircraft Association), GAMA (General Aviation Manufacturers Association) and AOPA (Aircraft Owners and Pilots Association). Together, they’ve been working with the authorities at the FAA (Federal Aviation Administration) to provide legal ground in order to relax the operational limitations of this type of aircrafts and to even allow some comercial operations limited to certified ones.

This new environment will divide the light aviation spectrum into three categories:

• FAR 103: This aircraft category includes mainly tube and fabric aircraft, with very low weight, and typically single-seaters. They are extremely simple, lightweight aircraft that don’t even require a license for operation.
• LSA: The same category as of nowadays but “on steroids”. Among the main proposed changes is the elimination of the current limitation on maximum weight, based on parameters related to stall speed, which will be 54 knots with the aircraft clean or with fixed or automatic high-lift devices (instead of the previous 45 knots). This will allow for larger aircraft (around 3,000 lbs maximum weight, approximately 1,350 kg), enabling increased safety margins, durability, and comfort for new aircraft certified under this new standard.
• Legacy: In this category older aircraft like the legendary Cessna 152 and 172 will be included so an LSA pilot could also be at the controls.

Sport pilots would still be limited to taking no more than one passenger at a time even if the airplane has more seats than that like the Cessna 172.

This changes will allow Flight Schools to offer much heavier and reliable airplanes like the Piper PA-28 to be part of their training program.

Another important change is the elimination of the restriction that LSAs must have a traditional fuel engine, which will allow for future developments in electric, hybrid, turboprop, etc. Furthermore, the category will be expanded to include helicopters or electric propulsion vertical take-off and landing (VTOL) aircraft. The certification “rules” will be based on the international ASTM standard, which greatly facilitates the certification of new aircraft worldwide, as the standard is international.

This new paradigm, will enable manufacturers to introduce in the American market high performance aircraft developed in Europe that will exceed speeds never seen before in the LSA space.

The prior work between the FAA and major associations in MOSAIC has resulted in the standard already being “well-polished”. A good example of previous collaboration in drafting new regulations among the associations.

In summary, MOSAIC presents a bright future ahead. The American new regulations will have a massive impact worldwide and surely more agencies around the globe will follow suit the United States example. If MOSAIC succeeds, pilots will have a great foundation to keep learning and enjoy aviation in a way that fits the modern times we live in.

1920s-1930s: The Pioneering Decades

In the 1920s and 1930s, aviation pioneers were experimenting with various aircraft designs. While ultralights, as we know them today, did not exist, this period laid the foundation for innovation. The ERCO Ercoupe, designed by Fred Weick in the late 1930s, featured a fully enclosed cabin and tricycle landing gear—a departure from the open-cockpit designs of the time. Although not classified as an ultralight, it set a precedent for unconventional aircraft configurations.

Additionally, notable developments during this period include the Klemm KL 105, a German light sports aircraft, which showcased advancements in lightweight construction and design principles.

1940s: Turbulent Times and Technological Progress

The 1940s were marked by the challenges of World War II, diverting attention away from civilian aviation. However, surplus military aircraft became available post-war, influencing the private flying sector. The Taylorcraft Model A, introduced in the late 1930s, was one such aircraft, known for its versatility and adaptability. This era set the stage for the post-war surge in recreational flying.

Further, the post-war surplus saw the emergence of iconic aircraft like the Piper J-3 Cub, repurposed for civilian use, becoming a symbol of accessible and affordable flying.

1950s-1960s: The Rise of Homebuilt Aircraft

The 1950s and 1960s witnessed a surge in interest in homebuilt aircraft. Inspired by a desire for cost-effective flying, aviation enthusiasts explored innovative models like the Aeronca Champ and Culver Cadet. These aircraft, while not technically ultralights, were variants of earlier models and represented a shift towards smaller, more accessible planes.

The Aeronca Champ, a notable aircraft of this period, was a variant of the pre-World War II Aeronca Chief, which had its first flight in the 1930s.

Similarly, the Culver Cadet, though originally designed in the 1940s, gained popularity as a homebuilt aircraft in the 1950s and 1960s.

1970s: Birth of the Ultralight Movement 

The 1970s marked the birth of the ultralight movement, fueled by regulatory changes and a growing desire for affordable aviation. The Weedhopper, a simple and lightweight design by John Chotia, became a symbol of this movement. Its affordability and ease of assembly attracted a new wave of aviation enthusiasts, democratizing the joy of flight.

During this era, the introduction of hang glider wings to powered ultralights brought a new dimension to the flying experience, giving pilots greater control and maneuverability.

1980s: Regulatory Changes and the Quicksilver Revolution 

Regulatory changes in the 1980s officially recognized ultralights as a distinct category. The Quicksilver MX, featuring a tube-and-fabric construction, became a hallmark of this era. Its affordability and ease of handling made it a popular choice for beginners.

The Pterodactyl Ascender, developed between 1979 and 1984, with its high-wing design and innovative materials, played a significant role in this period, showcasing advancements in ultralight technology. The 1980s also saw the emergence of the Rans S-4 Coyote, a kit-built ultralight known for its versatility and reliability.

1990s: Technological Advancements and Record-Breakers

The 1990s witnessed continued technological advancements in ultralight design. The Quicksilver GT 400, first introduced in 1993, became a notable model of this era. It set speed records, emphasizing that ultralights were not just about simplicity but could also achieve remarkable performance. Its speed record highlighted the potential for these lightweight aircraft to compete with conventional planes in certain aspects.

Moreover, the 1990s saw the advent of more sophisticated ultralights like the Flightstar series, incorporating advanced avionics and materials for enhanced safety and performance.

2000s: Composite and Electric Innovations 

The 2000s saw a surge in experimentation with electric propulsion systems within the ultralight community. Innovations in composite materials led to the development of lightweight yet robust aircraft. The Pipistrel Virus, a composite ultralight, not only showcased advanced materials but also marked a shift towards more sustainable aviation practices. This decade laid the groundwork for a future where environmental considerations would play a significant role in aircraft design.

Additionally, advancements in aerodynamics, such as the use of laminar flow airfoils, contributed to improved efficiency and performance in ultralight designs during the 2000s.

2010s Technological Advancements and Safety Innovations:

In the 2010s, the landscape of ultralight aviation witnessed remarkable advancements, marking a significant evolution in the design and safety features of these lightweight aircraft. The ICON A5 (despite having the LSA certification) was designed with a focus on ultralights. This plane became a symbol of this transformative era. Its sleek aesthetics and advanced safety features exemplified the growing sophistication of ultralight aircraft.

During this period, there was a notable progression in avionics and technology, enhancing the user-friendliness of ultralights and expanding their appeal to a wider range of pilots. These technological innovations contributed to making ultralights more accessible and attractive as flying machines.

Moreover, the 2010s saw a pivotal development with the integration of ballistic parachute systems into ultralight designs. This safety enhancement played a crucial role in furthering the protection of both pilots and passengers, underlining the commitment to safety within the ultralight aviation community.

2020s: Sustainable Aviation and Autonomous Flight

The current decade is characterized by a strong emphasis on sustainability and autonomous capabilities. Electric and hybrid propulsion systems are gaining traction, promising cleaner and quieter flight. The Pipistrel Alpha Electro, an electric ultralight, exemplifies the industry’s commitment to environmentally friendly aviation. Moreover, experiments with autonomous flight, coupled with advancements in eVTOL concepts, are pushing the boundaries of personal flight, showcasing an industry at the forefront of innovation and technological exploration. The 2020s represent a culmination of a rich history and a leap into a future where ultralight aircraft continue to evolve in response to changing technological landscapes and societal needs.

Conclusion: A Boundless Horizon Beckons

As we reflect on the rich tapestry of ultralight aviation history, it’s evident that each decade has woven a unique thread into the narrative of innovation and exploration. From the pioneering spirit of the 1920s to the sustainability drive of the 2020s, ultralights have transcended boundaries, making the skies more accessible and thrilling.

The collaborative efforts of passionate aviators, coupled with advancements in materials, technology, and regulation, have propelled ultralights from humble beginnings to the forefront of personal flight. The future holds the promise of even greater heights—where sustainable practices, autonomous capabilities, and continuous innovation will shape the next chapters in the remarkable story of ultralight aviation.

As we stand on the cusp of a new era, the horizon remains boundless, inviting dreamers and visionaries to join hands in shaping the destiny of ultralight flight. May the wings of these light and nimble aircraft continue to carry the spirit of freedom and adventure into the vast expanse of the skies, inspiring generations to come. The journey has been extraordinary, and the best is yet to unfold in the ever-expanding realm of ultralight aviation.

Ultralight aircraft, known as ULM (Ultra Léger Motorisé) in Europe, are small, lightweight aircraft designed for recreational flying. These aircraft are subject to specific regulations in different European countries, and the term “ULM” is commonly used in French-speaking regions. Here’s a general overview of ultralight aircraft features and their common use cases:

Main Features of Ultralight Aircraft (ULM)

Weight and Size

• Ultralights are characterized by their low weight, typically not exceeding a certain limit set by aviation authorities. In Europe, this weight limit is often around 450/600kg for two-seat ultralights.

Engine Type

• Ultralights are powered by small engines, commonly two-stroke or four-stroke, depending on the design. The engine power is generally modest, suitable for the light structure of the aircraft.

Simplicity of Design

• Ultralight aircraft are designed with simplicity in mind, both in terms of structure and operation. They often have a fixed-wing design, tricycle landing gear, and minimal avionics.

Open Cockpit

• Many ultralights have an open cockpit design, providing a more immersive flying experience. However, enclosed cockpits are also found in some models.

Slow Flight Speed

• Ultralights typically have lower cruising speeds compared to traditional aircraft. This allows for more leisurely flights and makes them suitable for sightseeing.

Short Takeoff and Landing (STOL)

• Many ultralights are designed for short takeoff and landing distances, enabling operation from smaller airfields and grass strips.

Foldable Wings

• Some ultralights feature foldable wings, facilitating storage and transportation.

Best Use Cases

Recreational Flying

• Ultralight aircraft are primarily used for recreational flying and leisure activities. They provide an accessible and affordable entry point into aviation.

Training

• Ultralights are often used for basic flight training due to their simplicity and ease of operation. Training schools may offer ultralight pilot courses.

Sightseeing and Tourism

• The open cockpit design and slower speeds make ultralights suitable for sightseeing and tourism, allowing passengers to enjoy scenic flights.

Aerial Photography

• Due to their slow speeds and maneuverability, ultralights are sometimes used for aerial photography and surveying.

Sport Aviation

• Ultralights contribute to the vibrant community of sport aviation, with enthusiasts participating in events and airshows.

Short-Distance Travel

• While not designed for long-distance travel, some ultralights may be used for short-distance flights, especially in regions with suitable airfields.

Important Considerations

Regulations

• Adherence to national aviation regulations is crucial. Ultralight pilots should be aware of the specific rules and requirements in their country.

Training

• Proper training is essential for safe ultralight flying. Pilots should undergo training programs provided by certified instructors.

Maintenance

• Regular maintenance is crucial to ensure the safety and reliability of ultralight aircraft. Owners should follow manufacturer guidelines and regulatory requirements.

Important note

As regulations and classifications may vary between European countries, individuals interested in flying ultralight aircraft in Europe should consult with their national aviation authority for specific guidelines and requirements.