ultralight for spam-can pilot

[Bob from Alabama]

I've been flying a 172 for a long time and a Stinson before that, so at least I have tailwheel time. I've been thinking about a 103-legal UL for a long time, something to fly local when the winds are low. I like the mini-max for the conventional/tractor setup and the fact that so many are flying. I'm worried about the handling being so different than what I'm used to especially with sudden loss of power. Are there other models I should be looking at? I know an UL will not handle like a cessna, good thing, but I know some are less "conventional" than others. I'd also like to stay with fairly common models for parts/support. May elect to build but will probably buy a completed aircraft. And would consider registered/LSA model but trying to stay low-cost.

Bob

[steveinindy]

As a former UL pilot myself, I'll ask you the same first question one of my friends asks someone when they call him about getting started in ultralights: "How much do you weigh?" A lot of folks in modern day America are ill-suited to fly ultralights simply because of their own mass. That may be the biggest thing (no pun intended) that makes an LSA a better option.

[Racegunz]

(My opinion here) the biggest handling difference will be in the flare for landing, the typical UL is high drag with LOTS of parasitic drag so the flare must be made spot on or you must carry some power to let the craft settle, if you don't it will drop in and the construction being light will bend /break ect.

[malexander]

As a former UL pilot myself, I'll ask you the same first question one of my friends asks someone when they call him about getting started in ultralights: "How much do you weigh?" A lot of folks in modern day America are ill-suited to fly ultralights simply because of their own mass. That may be the biggest thing (no pun intended) that makes an LSA a better option.

Steve:
What is a "good/no more than" weight for a U/L pilot? Is 140 to 190ish an ok/average weight?

[steveinindy]

Steve:
What is a "good/no more than" weight for a U/L pilot? Is 140 to 190ish an ok/average weight?

I believe the point at which my friend strongly starts pushing someone towards an LSA is about 180 or 190 lbs. My weight started creeping up from the 155 lbs range to which it dropped after I left the military (from a peak of 188 lbs at which I personally grounded myself from ultralights despite being in the best shape of my life) and that's one reason I started looking to get into bigger planes (in case I couldn't arrest my weight gain).

Your mileage or opinions might vary but remember that you always want to have a little (10-15 lbs) of "wiggle room" when it comes to the MTOW. What's that old joke? "Just because you can doesn't mean you should nor does it mean you have a divine mandate".

[malexander]

I believe the point at which my friend strongly starts pushing someone towards an LSA is about 180 or 190 lbs. My weight started creeping up from the 155 lbs range to which it dropped after I left the military (from a peak of 188 lbs at which I personally grounded myself from ultralights despite being in the best shape of my life) and that's one reason I started looking to get into bigger planes (in case I couldn't arrest my weight gain).

Your mileage or opinions might vary but remember that you always want to have a little (10-15 lbs) of "wiggle room" when it comes to the MTOW. What's that old joke? "Just because you can doesn't mean you should nor does it mean you have a divine mandate".

I was just curious. I hover in the 165-170. I'd like to build something small, light, and single seat some day just to play with. At the moment, I'm getting ready to build a Rans S19.

[steveinindy]

I'm getting ready to build a Rans S19.

I've never flown in one, but I've heard good things about them. Fly safe.

[Bob from Alabama]

Getting pretty personal now aren't we?
200# on a diet and hoping for 180 by 12/1
The UL might be my incentive/reward if I can stay below 180 for 24 months.

As a former UL pilot myself, I'll ask you the same first question one of my friends asks someone when they call him about getting started in ultralights: "How much do you weigh?" A lot of folks in modern day America are ill-suited to fly ultralights simply because of their own mass. That may be the biggest thing (no pun intended) that makes an LSA a better option.

[Dan Grunloh]

I've been flying a 172 for a long time and a Stinson before that, so at least I have tailwheel time. I've been thinking about a 103-legal UL for a long time, something to fly local when the winds are low. I like the mini-max for the conventional/tractor setup and the fact that so many are flying. I'm worried about the handling being so different than what I'm used to especially with sudden loss of power. Are there other models I should be looking at? I know an UL will not handle like a cessna, good thing, but I know some are less "conventional" than others. I'd also like to stay with fairly common models for parts/support. May elect to build but will probably buy a completed aircraft. And would consider registered/LSA model but trying to stay low-cost.

Bob

Bob your last line says it all. If you are willing to go N-numbered instead of FAR103 then the answer for you is a Challenger. They are economical to buy used, fly more like a conventional airplane and can still get into the little private grass strips used by ultralighters. There are plenty of 2-seaters out there so you can easily get a ride and transition training. You would have to pay to have annual done as with any homebuilt you did not build.