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no-wind conditions.
c. Even more so than America’s top fighter
pilots, ultralight pilots must manage airspeed. Due
to its small speed range between stall and full power;
high drag and low weight, airspeed should become
the single most important concern of the ultralight
pilot.
SECTION 2. AIRPORT SELECTION
1. OBJECTIVE. To choose an airport to test fly
the ultralight.
a. Most ultralights are flown out of unimproved
grass strips. Before test flying the ultralight
from one of these locations ensure that a wind sock
or even a flag is installed nearby to give some indication
of the wind direction and speed.
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AC 90-89A 5/24/95
b. Carefully examine each air strip. Note and
record in the FLIGHT TEST PLAN the surrounding
terrain, man-made structures, power lines, phone
wires, and trees. Record the probability of these factors
contributing toward or causing mechanical
turbulence during certain times of the day, or
presenting a hazard to flight in other ways.
c. Make sure that the strip is orientated
towards the prevailing winds. Before selecting a
strip, make certain emergency strips are located
close-by in case of engine failure.
SECTION 3. TAXIING
1. GENERAL. As explained in chapter 2, taxiing
should be designed and conducted to achieve
the FLIGHT TEST PLAN goals. In addition to
identifying the ultralight’s ground handing characteristics
at low and high taxi speeds, braking, monitoring
engine operation, and developing pilot proficiency,
the FLIGHT TEST PLAN should consider
developing the following:
a. Cross-wind handling characteristics during
taxi.
b. Addressing the ultralight’s response to
rapid changes in power (tractor design versus
pusher).
c. Practice the procedures for starting and
stopping the engine.
NOTE: When taxiing a nose-gear ultralight,
the input response on the rudder bar will
be positive, similar to a car. If operating a
tail dragger design, anticipate an initially
larger input with a decreasing amount of
pressure upon entering the turn. If the pilot
is slow in getting the pressure off, the larger
moment arm -- main gear to the tail versus
main gear to the nose wheel -- will set the
ultralight up for a ground loop.
SECTION 4. FIRST FLIGHT DIFFERENCES
‘‘Fly as if angels are watching you and taking notes.’’ Dr. Anthony Romanazzi, DMD and Ultralight pilot
(1994)
1. USE OF POWER. One of the biggest differences
between a general aviation aircraft and an
ultralight is the effect very quick changes in power
can have on aircraft speed. In a light-weight aircraft,
it is possible to go from cruise speed to a stall in
less than 4 seconds. This is due to the low mass,
high drag configuration, and smaller speed range
characteristic of the majority of ultralights. To avoid
unplanned stalls, make small power reductions over
a longer time period while always monitoring the
airspeed.
2. CONTROL FEEL. Due to the slow cruise
speed and lower weight of ultralights, their flight
controls feel light or sensitive. Once the flight control
input has been made, however, the rate of response
tends to be slower than inputs on faster and heavier
aircraft.
3. STALLS. Because of their high angle of dihedral,
most ultralight stalls tend to be straight forward,
particularly during a power-off stall. These
ultralights experience little airframe buffeting. The
only stall indications the pilot may recognize are the
ultralight’s slowed forward movement, a rapid
decrease in altitude, and controls that are suddenly
mushy and mostly ineffective.
4. STEEP TURNS. When performing steep
turns in an ultralight, the increasing weight (g load)
and high drag tends to bleed off energy very quickly.
The pilot must monitor the airspeed to avoid
inadvertently setting up a stall/spin scenario.
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5/24/95 AC 90-89A
SECTION 5. EMERGENCY PROCEDURES
1. ENGINE FAILURES. The single most common
emergency in ultralight and amateur-built aircraft
is engine failure. When an engine fails, FLY
THE ULTRALIGHT! Push the nose down to maintain
airspeed, pick the landing field, and try to land
into the wind.
a. If the pilot knows the cause of the engine
failure (e.g., failure to change tanks) and can easily
fix it in flight, they should do so. Do not focus all
attention on restarting the engine. If preoccupied
with the restart, the pilot may be distracted from flying
the ultralight, inadvertently allowing the airspeed
to bleed off and setting the ultralight up for a stall/
　
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