USUA: 20 Years Of Service

In these days of Sport Pilot, there seems to be renewed and growing interest by USUA members AND some manufacturers in - ULTRALIGHTS. Many who are choosing to not make the transition into Sport Pilot are rediscovering the simple, single-seat airplanes that were the springboard for the higher, further, faster Light Sport Aircraft. The reasons for this trend are varied, but are also as simple as the vehicles themselves: it is powered aviation in the purest form. Because many members are (and have always been) leaning in this direction, USUA headquarters has received many comments and inquiries concerning USUA's future support of the industry. USUA has unreservedly replied with a positive answer to all. We have never forgotten our roots. It is the love of ultralights that created USUA, and it's that same love that will provide the incentive for continued representation. As USUA has repeatedly stated - We never closed our Ultralight Division.

Organizational History

With this in mind, let's take a quick look at the history of ultralight organizational representation.

In the beginning (sounds biblical), most (if not all) ultralights were derived from hang gliders. The various designs that were most prominent were simply hang gliders with engines attached, with only the necessary modifications made to facilitate those engines. These engines were added for various reasons - either to simply assist in flight or to provide a means in which the pilot would not have to carry the kite up the mountain, and then jump off. These engines allowed for take off from flat areas, and thus provided the marvel of this type of flight to be experienced by those in non- mountainous regions. Because of this kindred relationship with hang gliders, the obvious representative organization was the United States Hang Gliding Association (USHGA). The USHGA Power Division was established in 1978, but because of the opposition to powered flight (and the specifics associated with that power) by many USHGA members, the division was dissolved in 1980. However, the love of the newly emerging sport of ultralighting had taken hold of many key individuals that were primary in the USHGA Power Division, and they took that love to the next organization that would help. One of those individuals was John Ballantyne. That next organization was the Experimental Aircraft Association (EAA).

EAA established its Ultralight Division in 1981. They, with the help of their newly acquired ultralight experts (including Ballantyne), represented the young industry until EAA decided to close the Ultralight Division in 1983 (consequently around the same time that Part 103 was appearing on the scene). It does no good to speculate about the reasons for this action; the fact is - EAA no longer had an Ultralight Division. Years later, another Ultralight Division was created by EAA, and it exists today.

The next organization to try their hand at representing ultralights was the Aircraft Owners and Pilots Association (AOPA). Then, working with the die-hard group of ultralighters who had been involved with the previous organizations, AOPA established their own Ultralight Division, and in that same year created the Air Safety Foundation for Ultralights. The Ultralight Team (including Ballantyne again) at AOPA (consisting of some of the same individuals that were principal at the beginning) created training programs that would safely train and register ultralight instructors, examiners and pilots, as well as assign registration numbers for the vehicles. Then, in 1984 AOPA decided to suspend its ultralight efforts. For many of the persons involved with those programs from the beginning, the course was clear. Since the future of safe ultralighting was not being represented effectively (or consistently) by any of the larger organizations, a new organization dedicated solely and wholeheartedly to ultralights was needed.

In 1985, the United States Ultralight Foundation (USUF) was created to carry on the safety and registration efforts begun by it's predecessors. It was quickly learned that not only was safety and training needed in the ultralight industry, but a representative and protective organization was necessary as well. The United States Ultralight Association (USUA) was developed to respond to that need. Its goals were simple: Promote, Protect and Represent the ultralighting in the United States. In 2005, 20 years later, both USUF and USUA are alive and well and living in the same office space in Frederick, Maryland. This is due in no small part to the dedication and perseverance of those same individuals that took the initiative to help the industry so many years ago.

Throughout the years, USUA has been instrumental in providing the tools in which ultralighting has flourished. This has not been without cost. As in any developing organization, growing pains were felt, and changes have been made. Leadership and programs have changed over the years, and today's USUA has endured as one of the major players in the country continuing to carry the ultralight banner to FAA, and to expose the sport to those who have not yet realized it's potential enjoyment. Throughout it all, USUA remains the oldest ultralight organization in the country. And we are not finished yet.

USUA has always known the need for regulatory change. Soon after Part 103 became operational, USUA petitioned FAA for change. Safety concerns for the ultralight pilot have always been at the forefront of USUA's efforts, and these concerns translate into the development of a safer machine. Not stifled by FAA's refusal to consider the suggested changes to Part 103, USUA supported and endorsed other petitions that were presented to FAA. These labors of love resulted in FAA creating an Aviation Rulemaking Advisory Committee (ARAC) which was tasked with recommending changes to FAA that would help solve the ultralight situation. At some point this initial concept grew into what we know as Sport Pilot and Light Sport Aircraft. USUA supports this FAA program, and realizes that many members will be happy to embrace the provisions that it offers. Nevertheless, it does not address the ongoing issue of ultralight safety. USUA, in its capacity of representing the interest of ultralights, continues to support efforts that will provide a safer ultralight vehicle.

The Carrier Petition

It is this type of representation that led to USUA's support of the recent petition to FAA that was submitted by Dick Carrier in October of 2004. If accepted by FAA, this proposal will allow additional weight for safety items to be allowed for otherwise Part 103 compliant vehicles. The entire petition can be downloaded here.

In this proposal, Carrier describes the history of ultralights, and focuses on the safety issues concerned with the evolutionary changes that have resulted since the first powered vehicles were foot launched so many years ago. Since that time, Part 103, which (among other things) sets the weight speed and fuel parameters of ultralights, was introduced and implemented. However the vehicles that were created and described in that rule cannot be duplicated in today's world. The light engines that powered these historic airplanes are no longer in production, and are no longer available. Manufacturing techniques that have resulted in a safer vehicle, have added weight to the finished product. Additional safety items that are commonly used today, were not envisioned as necessary at that time, but are extremely important in today's aviation environment. Additionally, persons with disabilities that would require certain equipment modifications in order to pilot an ultralight would need additional provisions also. A summary of these items (taken from the petition), and the proposed weight allowance for each is as follows:

These provisions would be granted in the form of an exemption issued to the organizations who have signed the petition (USUA, NAPPF and ASC), and would be extended to members of those organizations who operate otherwise legal Part 103 vehicles. This exemption would provide the FAA with a basis to perform a safety study concerning the use of these items. If successful, these provisions could find their way permanently into an Advisory Circular, much the same as the existing provisions for floats and emergency parachute systems have. At that time, these additional safety items (and their weight allowances) would be available for all ultralights as authorized under Part 103. Please notice and remember: this proposed action would affect only otherwise LEGAL PART 103 ULTRALIGHT VEHICLES. Two seaters and single seaters that do not initially meet that definition will be expected to be registered with FAA as Light Sport Aircraft.

The Carrier petition was issued docket #FAA-2004-19350-1. The petition, and submitted comments can be viewed here.

The New Breed Of Ultralights

Since the early 1980's, ultralight manufacturers have struggled to maintain a balance of legal vehicles and the types of aircraft that were commercially successful. The initial safety concerns (and concerns of manufacturer liability) have evolved the single-seat ultralight into a heavier, faster and more complex aircraft. This is what the public wanted - it was evidenced in their buying habits. It also created the two-seat trainer. While originally envisioned as THE safe productive way in which to train potential ultralight pilots, the two seater soon gained in popularity. The thrill of ultralight flight was so exciting, that the natural inclination was to be able to share that excitement with others. Since single-seat vehicles could not provide one with the personal contact and intimacy that the trainers provided, many decided to make the switch to a two seater. This is evidenced by the extreme popularity of this type of aircraft. To be able to capture the thrill of ultralight type aviation, and to be able to take a passenger along as well - provided pilots with the best of both worlds. Unfortunately this was not legal according to the FAA rule. However, the training exemptions already in place made this possible. Soon, pilots seeking the use of the training exemption bought thousands of two seat ultralight trainers. Then, thousands of exemptions were issued to these pilots. Some say that because of this action, the expedition of the Sport Pilot rule was inevitable. FAA was never comfortable with the idea of passengers in ultralights, and when the normal Part 103 operation became one under an exemption, action was taken. We must now live with it. It is unfortunate, because that has not only created new regulations, but it has also done away with the proven safe system in which true, dedicated ultralight Instructors will soon lose their ability to practice their craft as in the past. FAA Certified Flight Instructors (CFI) will soon provide all ultralight instruction.

What can be done to help? The ultralight industry has had almost thirty years to develop structurally sound and efficient vehicles. This technology has been put into practice creating the type of aircraft that are now called Light Sport Aircraft. With this new name comes quite a bit of responsibility, and cost to the manufacturers. Certificated aircraft cannot be designed and produced without incurring some expense. Many manufacturers, who have had a difficult time financially thus far, might find it impossible to provide Light Sport Aircraft in the future. By using some of the knowledge gained from their past years of manufacturing, and channeling it into the creation of a SAFE, legal ultralight using materials and engines currently available, there could soon be a new breed of vehicle developed. Not just a stripped down existing single seater, but a safe, reliable Part 103 compliant design.

This makes it sound very simple, and any manufacturers will be quick to point out the difficulties of such a project, but there already have been steps taken by some in this direction. USUA has never endorsed any airplane, product or manufacturer, nor will it ever. We will, however, provide an avenue for any and all manufacturers of Part 103 compliant vehicles to showcase that product. In response, USUA will not forsake it's task of petitioning FAA until the description of an ultralight makes it possible for this project to become not only reality, but for it to develop into a situation in which true growth within the industry is possible. We will not give up.

The Next 20 Years

At the recent USUA Annual Meeting held in Springfield, Illinois, we made it clear that the promotion of ultralighting to the non-aviation public, the representation of ultralight pilots to FAA, and the protection of existing and yet-to-come ultralight regulations is of prime importance. Nothing can compromise this task. Ultralights gave birth to USUA, and they will always be the priority.

But what about Light Sport Aircraft (LSA)? USUA has always known that many members want to fly two seaters, or the higher further, faster single-seat aircraft that evolved from ultralights. And, because of the basic similarities and operational characteristics of these two types of aircraft, the needs of the pilots are similar. These pilots are our brethren. Members who fly LSA require representation to FAA, and USUA is dedicated to the protection of their rights as well. There is room within USUA for equal representation for both ultralights AND Light Sport Aircraft. There are other organizations that are dedicated to representing General Aviation interests. USUA will continue to represent Air Sport interests.

In order for USUA to perform these tasks, member support is necessary. Please take the time to renew your membership, and make sure that anyone in your club or airport who will benefit from USUA's efforts becomes part of the team as well. Your membership makes it all happen. We couldn't can't do it without you.

Sport Pilot News

From left to right: Jim Leon, Powered Parachute, Illinois; Jim MacLeay, Powered Parachute, Tennessee; Sean Curry, Airplane, Wisconsin; Charles Burgoon, Weight Shift Control, Texas; Earl Downs, Airplane, Oklahoma; Ben Methvin, Airplane, Georgia; and John Ballantyne, Weight Shift Control, Maryland.

The Light Sport Aviation Branch is happy to announce the completion of the second Sport Pilot Examiner Initial course on March 26th in Sebring, FL. From left to right are Jim Leon, Powered Parachute, Illinois, USUA A69919; Jim MacLeay, Powered Parachute, Tennessee, USUA A9532; Sean Curry, Airplane, Wisconsin, USUA A3284; Charles Burgoon, Weight Shift Control, Texas, USUA A14057; Earl Downs, Airplane, Oklahoma; Ben Methvin, Airplane, Georgia, USUA A31333; and John Ballantyne, Weight Shift Control, Maryland, USUA Founder. The next initial course will begin in Sebring, FL on April 4th.