In the UK a microlight is currently defined as an aircraft which has a maximum weight of 450Kg or less, and which meets certain other qualifying conditions. There are two basic types; weight-shift and 3-axis microlights.

Weight Shift Microlights

These aircraft, which are also known as flexwings, were originally developed by attaching a seat to a suitable hanging frame containing an engine and propeller, under a hang glider wing. They are controlled by moving the parts below the wing relative to the wing, which causes the wing to move in the required direction hence weight-shift. Although this may sound a bit strange it is the control method used successfully for hang gliders for many years, and has the great merit of being simple with virtually no moving parts. Flexwings are very strong and can fly very slowly which means they very easy and safe to fly, and they are a superb camera and observation platform.

In recent years much design effort has gone into improving the aerodynamic efficiency of the wing and the efficiency and reliability of the engine such that the latest hot ships cruise at 80 mph with a range greater than the capacity of most pilots' bladders.

3-Axis Microlights

These are conventional small aircraft with 3-axis control by virtue of a control stick and rudder pedals connected to control surfaces on the wings and tail. Most but not all have an enclosed or semi-enclosed cabin which makes them a little warmer to fly in the winter and due to better streamlining, faster than a flexwing with the same engine.

Again, much development has been focussed on 3-axis microlights and they have evolved from the most basic of aircraft into some of the most sophisticated designs currently flying, with modern electronic instruments, and the capacity to function as comfortable touring machines.

3-axis microlights will cruise at anything from 60mph to well over 100mph depending on their size, shape, and the engine fitted and are usually the choice of those who want to fly further and faster. While they are generally more waterproof and less draughty than a flexwing, visibility from the cabin is not quite as stunning as it is from a flexwing, and they do tend to cost a little more.

Which to Choose?

Which is best for you? Well, this depends on the type of flying you want to do. I started on flexwings because they were cheaper and easier to fly, and for 3 years Jill and I had a great time exploring within 70 miles or so of our home base.

We then found that we got bored going to the same places again and again, and as neither of us were into camping under the wing, we wanted something that would go faster and take us further in a day.

For that we choose the 3-axis Jabiru UL; the best in its class 10 years ago and still a strong contender today. It cruises at over 100mph and makes day-trips to Cornwall and North Wales a realistic option from our base in Wiltshire.

The slight downside compared to a flexwing is that sitting in a nice warm cabin you are a little more detached from what is going on around you than sat out in the draught in a flexwing, and the view isn't quite as spectacular, but on balance I think we made the right choice for us.

If after your first flight you decide you are going to learn to fly then I would strongly advise you that regardless of whether you chose to fly in a flexwing or a 3-axis aircraft, to go and fly the other type before you decide which to train on.

The training courses are about 90% the same but you will be training for either a flexwing or a 3-axis license, and you will be restricted to flying that type of aircraft until you undergo about 5 hours of 'difference training' and do a second skills test to demonstrate your competence to fly the other type of aircraft.

By way of example here is a typical flight training syllabus.

Ex. 1    Aircraft familiarisation
Ex. 2    Preparation for flight and action after
Ex. 3    Air experience
Ex. 4    Effects of Controls
Ex. 5    Taxying
Ex. 6    Straight & Level
Ex. 7    Climbing
Ex. 8    Descending
Ex. 9a    Medium Level-turns (up to 30o bank angle)
Ex. 9b    Climbing and descending turns
Ex. 10a    Slow flight
Ex. 10b    Stalling
Ex. 11    Spin Awareness (does not involve spinning the aircraft)
Ex. 12    Takeoff and climb to downwind
Ex. 13    The circuit, approach and landing/overshoot
Ex. 14    Advance turning (up to 60o bank angle)
Ex. 15    Unusual and dangerous attitudes/conditions
Ex. 16a    Forced landings, with/without power
Ex. 16b    Operation at minimum level
Ex. 17a    First Solo
Ex. 17b    Solo circuit, local area and general flying consolidation
Ex. 17c    Dual revision for GFT
Ex. 18     Pilot Navigation

Written Exam Subjects

Aviation Law
Air Navigation
Aviation Meteorology
Human Performance Limitations
Aircraft Technical

Microlight Safety

When I told my mum-in-law I was going to learn to fly microlights she was horrified. It was only when we talked about it I discovered that she had a vision of some primitive steel tube and rag structure with something akin to a push-chair strapped underneath. I had to send her a photo of my chosen mount - the Quantum 15 opposite - before she conceded that it wasn't necessarily a suicidal endeavour.

It is this lasting perception - that microlights are dangerous - that has limited the growth of the sport around the world.

To put this into context microlight flying has been acknowledged as being statistically the safest form of general aviation because of the low landing speeds involved and the inherent strength of microlight aircraft. If I have to crash in something I would rather it was my microlight than my car, because I know my chances of escaping without injury are much better in the microlight. The most dangerous bit of private flying truly is the drive to and from the airfield!

As final proof of the truth of these statements I can only offer a photo of the grand arbiter herself, who became an avid microlight passenger at the age of 76, and logged many hours with me over the next few years.

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