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5 U.S. gallons. The vehicle should not be able to
exceed 55 knots calibrated airspeed at full power
and level flight and cannot exceed a power-off stall
speed of 24 knots calibrated airspeed. The term also
includes two place ultralight training aircraft of 496
pounds or less operated under either the EAA or
USUA exemption to FAR Part 103.
a. Be aware that both single and dual seat
ultralights in this performance class are not restricted
only to FAR Part 103 operation. If they qualify, they
can be operated under FAR Part 91, if they meet
§ 21.191(g) amateur-built category or § 21.191(h)
operating kit built aircraft in primary category. Only
single seat ultralights of less than 254 pounds empty
weight, however, can operate legally under FAR Part
103.
b. Many in the general aviation community
view amateur-built and ultralights as one and the
same design category, therefore all flight testing
procedures should be identical. While in many cases
this assumption is true, there are several major differences
between the two designs.
(1) Most ultralights are assembled from
complete kits, unlike amateur-built aircraft of which
the major portion (51 percent) of the aircraft and
its component parts are manufactured by the builder.
Most of the kit/ultralight manufacturer’s pilot operating
handbooks/flight manuals are usually accurate
and address the majority of the information covered
68
AC 90-89A 5/24/95
in the first eight chapters of this AC. The FAA recommends
the pilot’s operating handbook always be
consulted by the new owner prior to flight.
(2) The changes in ultralight ownership are
more frequent than amateur-built and general aviation
aircraft ownership. Although the ultralight is
‘‘used,’’ the new owner is usually unfamiliar with
the its operating characteristics. A comprehensive
flight testing/training program should be a high priority
safety consideration of the new owner.
(3) New flying skills should be developed.
Each ultralight pilot/owner should address the effects
smaller size, lighter wing-loading, lower weight, and
higher drag designs have on low-speed flight.
c. Due to these differences, the FAA recommends
that each ‘‘new’’ ultralight owner design
a FLIGHT TEST PLAN regardless if the ultralight
was bought, used, and/or the ultralight has a Flight
Manual supplied by the manufacturer. The ultralight
FLIGHT TEST PLAN does not have to be as extensive
as the one recommended for amateur-built aircraft
but should address all flight conditions and
emergencies called out in the ultralight’s flight manual.
d. With these differences in mind, the next
three chapters will address problems associated with
both NEW and USED ultralight flight testing. Chapter
8 will address pre-test flight inspection, chapter
9 will cover engine and fuel system operation and
inspection, and chapter 10 will cover ultralight flight
testing.
e. In keeping with that professional approach
towards flight testing, it is suggested that a FLIGHT
TEST PLAN and other relevant safety recommendations
found in the chapters 1 through 7 be adopted
by the ultralight owner/operator prior to test flying
a new or used ultralight.
SECTION 2. THE TEST PILOT
‘‘There is always a harder way to flight test an aircraft, but that path does not need to be followed. ’’
George Kaseote, FAA Test Pilot
1. GENERAL. Whether the ultralight is brand
new or used, it needs to be properly evaluated. A
new owner should enlist the services of an experienced
ultralight flight instructor who is authorized
to give dual instruction under the EAA or the USUA
exemption.
a. The instructor should test fly the ultralight
only after it has been properly assembled, inspected,
engine run-in, and taxi tests have been performed.
It is not recommended that a ‘‘new’’ pilot and a
new/used ultralight ‘‘learn’’ to fly together.
b. The test pilot should be experienced and
competent. He/she should have made a minimum of
100 solo flights in similar make, model, and type
of ultralight and must follow the FLIGHT TEST
PLAN exactly. The FLIGHT TEST PLAN should
examine the ultralight and its performance capability,
beginning with the pre-flight inspection and ending
only after the test pilot has explored the ultralight’s
published flight envelope as described in the flight
manual.
SECTION 3. PRE-FLIGHT AIRFRAME INSPECTION
1. GENERAL.
　
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