Ultralights, microlights, and LSAs, oh my!

There are ultralight, microlight, and light sport categories, plus those for CS-23- and CS-VLA types (the “CS” stands for certification specifications; the “VLA” for very light aircraft). Some airplanes can be certified for IFR flight, but not for flight in actual IMC. Some can be flown only during daytime. And the rules just mentioned only apply to German certification. Other nations may impose other restrictions. Who can keep all this straight?

By the way, the United States has reciprocity with EASA’s CS-23 certification. Earn CS-23 approval, and 14 CFR Part 23 status will be granted as a mere procedural matter. So, manufacturers in Europe aim for CS-23 if they want to gain wider acceptance in the United States, the biggest aircraft market in the world.

The term ultralight can be misleading. You or I may tend to think of the term as akin to ultralight aircraft in the United States. But German rules are surprisingly lenient. An ultralight must weigh no more than 450 kilograms (992 pounds)—or 472.5 kilograms (1042 pounds) if it’s equipped with a ballistic parachute. Its stall speed can be no more than 35 knots. Beyond that, it’s pretty much anything goes, design-wise. There’s no limit on engine power or airspeed. There can even be retractable gear or constant-speed propellers. A CS-23 VLA-certified airplane can have a takeoff weight as high as 650 kilograms (1,433 pounds) and also have a constant-speed prop, retractable gear, and a high V_NE and engine power rating.

Just recently, though, that 450-kilogram weight limit on microlights was replaced by a 600-kilogram (1,320 pounds) max takeoff weight option. This allows for more strength, payload, and range. The first airplane certified under the heavier rule was announced at Aero: Pipistrel’s Virus SW 600D.

Baker visits Aero

AOPA President Mark Baker visited Aero for the first time, arriving after a stop at the Pilatus factory in Switzerland. Baker toured Aero exhibitors including Tecnam, Vulcanair, Magnus, Continental Aerospace Technologies, Siemens, Bye Aerospace, and Daher, followed by an open-house event at the International Council of Aircraft Owner and Pilot Associations booth. Several members of an IAOPA delegation met with Baker later to strategize about various international issues. Baker also spread the word about AOPA’s You Can Fly initiatives to grow the pilot population and emphasized bringing more reasonably priced aircraft to market.