CaroPam Corp: Aviation

WHY I FLY ULTRALIGHTS

by John F. Dyer

   Remember when the Vickers Viscount made the aviation scene? One would fly over my house every evening at 5:25 p.m. en route to Cleveland. The whine of its Rolls-Royce engines was very distinctive. Prior to that was the Martin 404 with its popping noise. You didn't have to see them to know what they were. There was a time that I knew the schedules of most north and east bound departures from Hartsfield Airport in Atlanta. The seed was planted at age nine. I wanted to fly.
    Ten years later on Aug. 2, 1969, I completed my initial solo in a Cessna 150 at Fulton County Airport. Thanks to Julius Alexander, my instructor, I experienced that thrill, that childhood dream. Some 7,000 hours later, an ultralight has recreated that same thrill. How do you explain it?
    Since the day I soloed, the goals were set and achieved; private pilot, college degree, commercial pilot, Air Force pilot, instrument pilot, multi engine pilot, Air Force flight instructor (T-38), certified flight instructor SEL/MEL, T-39 aircraft commander, masters degree, Saberliner type rating, flight engineer Boeing 727, ATP, real estate agent, aviation career consultant, hardware wholesaler, ultralight pilot. All because of the desire to solo. Do it all over again? You bet (with my wife's consent).
    On the one hand, ultralights represent the total cycle in aviation. We started with vehicles similar to these 80 years ago. From that first flight, we've traveled to the moon. It would appear that we are starting all over again. On the other hand, ultralights are a technological breakthrough in aviation. So simple the design, so technical the engineering. There are numbers applications for them, but we need competent, experienced aviators to provide direction to ensure their survival.
    Acceptance of ultralights into the aviation community is on a steady increase. Aviation concerns are taking the initiative to assist the ultralight industry in self regulation. The FAA decided not to impose restrictions on ultralights, partly because the manpower to physically enforce does not exist. By the time ultralights were discovered by the Feds, the movement was already out-of-control. Reaganomics forced the cutbacks throughout the federal bureaucracy, FAA included. These cutbacks, along with the PATCO strike demanded the FAA's full attention.
    Notwithstanding, the FAA deserves credit. The guidelines set forth in FAR Part 103, provide a basic foundation by which ultralights can be incorporated into the aviation community. The responsibility of making ultralights credible lies with us. This infant of the aviation community needs education. Who else has the ability to show this newcomer how to fly safe? Should we allow this opportunity to pass, our entire industry will suffer.
    The ultralight community, although an infant, must exhibit a responsible determination to succeed. We must actively seek the advice of the aviation community. We must educate the aviation community by accurately communicating our desires and intentions. We must realize that some 80 years of aviation development were required to get us this far. Ultralight designers have not created anything new... just another vehicle to do it. Realize that these very same designers are the aircraft engineers of tomorrow. They must learn the human constraints that make and keep our industry safe. How else are we to apply this breakthrough to the aviation community?
    Ultralights allow a lot of people to fly. But more important, the opportunity for many others to continue flying. They are inexpensive, easy to transport, simple to maintain, and safe when operated within design limits. Ultralights represent total freedom. No need to have a license, but don't fly one without training. The rules of the air still apply, just like always.
    Flying is inherently dangerous... but not unsafe. It builds character among those who participate. Sharing experiences is quite healthy. The next time you see an ultralight, stop and ask some questions, give some answers. I fly ultralights because they can be fun, easy, and safe. They recreate the pure joy of flying, just the way Orville and Wilbur intended it to be.

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© 1997 CaroPam Corp.

WHY I FLY ULTRALIGHTS
*by John F. Dyer*
Remember when the Vickers Viscount made the aviation scene? One would fly over my house every evening at 5:25 p.m. en route to Cleveland. The whine of its Rolls-Royce engines was very distinctive. Prior to that was the Martin 404 with its popping noise. You didn't have to see them to know what they were. There was a time that I knew the schedules of most north and east bound departures from Hartsfield Airport in Atlanta. The seed was planted at age nine. I wanted to fly. Ten years later on Aug. 2, 1969, I completed my initial solo in a Cessna 150 at Fulton County Airport. Thanks to Julius Alexander, my instructor, I experienced that thrill, that childhood dream. Some 7,000 hours later, an ultralight has recreated that same thrill. How do you explain it? Since the day I soloed, the goals were set and achieved; private pilot, college degree, commercial pilot, Air Force pilot, instrument pilot, multi engine pilot, Air Force flight instructor (T-38), certified flight instructor SEL/MEL, T-39 aircraft commander, masters degree, Saberliner type rating, flight engineer Boeing 727, ATP, real estate agent, aviation career consultant, hardware wholesaler, ultralight pilot. All because of the desire to solo. Do it all over again? You bet (with my wife's consent). On the one hand, ultralights represent the total cycle in aviation. We started with vehicles similar to these 80 years ago. From that first flight, we've traveled to the moon. It would appear that we are starting all over again. On the other hand, ultralights are a technological breakthrough in aviation. So simple the design, so technical the engineering. There are numbers applications for them, but we need competent, experienced aviators to provide direction to ensure their survival. Acceptance of ultralights into the aviation community is on a steady increase. Aviation concerns are taking the initiative to assist the ultralight industry in self regulation. The FAA decided not to impose restrictions on ultralights, partly because the manpower to physically enforce does not exist. By the time ultralights were discovered by the Feds, the movement was already out-of-control. Reaganomics forced the cutbacks throughout the federal bureaucracy, FAA included. These cutbacks, along with the PATCO strike demanded the FAA's full attention. Notwithstanding, the FAA deserves credit. The guidelines set forth in FAR Part 103, provide a basic foundation by which ultralights can be incorporated into the aviation community. The responsibility of making ultralights credible lies with us. This infant of the aviation community needs education. Who else has the ability to show this newcomer how to fly safe? Should we allow this opportunity to pass, our entire industry will suffer. The ultralight community, although an infant, must exhibit a responsible determination to succeed. We must actively seek the advice of the aviation community. We must educate the aviation community by accurately communicating our desires and intentions. We must realize that some 80 years of aviation development were required to get us this far. Ultralight designers have not created anything new... just another vehicle to do it. Realize that these very same designers are the aircraft engineers of tomorrow. They must learn the human constraints that make and keep our industry safe. How else are we to apply this breakthrough to the aviation community? Ultralights allow a lot of people to fly. But more important, the opportunity for many others to continue flying. They are inexpensive, easy to transport, simple to maintain, and safe when operated within design limits. Ultralights represent total freedom. No need to have a license, but don't fly one without training. The rules of the air still apply, just like always. Flying is inherently dangerous... but not unsafe. It builds character among those who participate. Sharing experiences is quite healthy. The next time you see an ultralight, stop and ask some questions, give some answers. I fly ultralights because they can be fun, easy, and safe. They recreate the pure joy of flying, just the way Orville and Wilbur intended it to be.