FAQ

A FAA Part 103 Vehicle. An Ultralight is defined by the US Department of Transportation Federal Aviation Administration under Federal Aviation Regulation (FAR) Part 103. For full information, please view the PDF at the link below: https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_103-7.pdf

Landing Gear can Withstand 4GS

Official pricing sheet will be made available soon. In the meantime, here's what to expect: 103SOLO - without engine / avionics / propeller = $15,500 - with engine / avionics / propeller = $22,000 - Option: Ballistic Chute = $3,000 RUCKUS - without engine / avionics / propeller = $19,000 - with engine / avionics / propeller = $30,500 RUCKUS OPTIONS: - Beringer Brakes - Locking Tail Wheel - Upgraded Windshield - Oratex Aircraft Fabric - Ballistic Chute - Second Fuel Tank - Aero Classic Bush Style Tires (or upgrade to 26" Airstreak Bush Wheels = +$2,418) Options Coming Soon: - MTOW Upgrade Components - Floats

The first round of Kits are expected to be shipped: March 2021

The RUCKUS is an experimental-amatuer built aircraft. The RUCKUS can be flown by a sport pilot so long as the build “meets the performance definition of a light-sport aircraft as defined in 14 CFR 1.1”. https://www.aopa.org/advocacy/advocacy-briefs/frequently-asked-questions-about-sport-pilot Excerpts from link above (copied 12/3/2020): “What is a light-sport aircraft? A light-sport aircraft is defined as: 1,320 pounds maximum takeoff weight for aircraft not intended for operation on water; or 1,430 pounds maximum takeoff weight for aircraft intended for operation on water. A maximum airspeed in level flight with maximum continuous power (V H) of not more than 120 knots CAS under standard atmospheric conditions at sea level. A maximum seating capacity of no more than two persons, including the pilot. A single, reciprocating engine. A fixed or ground-adjustable propeller if a powered aircraft other than a powered glider. A nonpressurized cabin, if equipped with a cabin. Maximum airspeed of 120 knots. Fixed landing gear, except for an aircraft intended for operation on water or a glider. Fixed or repositionable landing gear, or a hull, for an aircraft intended for operation on water. A maximum stalling speed or minimum steady flight speed without the use of lift-enhancing devices (V S1) of not more than 45 knots CAS at the aircraft's maximum certificated takeoff weight and most critical center of gravity.” … “Experimental Amateur-Builts Can I fly an experimental amateur-built (homebuilt) aircraft as a sport pilot? Yes, as long as the aircraft meets the performance definition of a light-sport aircraft as defined in 14 CFR 1.1. I have built or plan on building an experimental amateur-built aircraft that meets the definition of light-sport aircraft (LSA). How does the sport pilot rule affect me? The aircraft remains an experimental amateur-built aircraft. You cannot change the aircraft airworthiness certificate to S-LSA or E-LSA. You can modify your aircraft (if you're the manufacturer) to meet the definition of LSA. You may operate as pilot in command of the aircraft as a light-sport aircraft if you hold a sport pilot certificate or are exercising sport pilot privileges. I built the aircraft that I'm currently flying. Can I certificate it as experimental amateur-built or does it have to be an experimental light-sport aircraft (E-LSA)? If you built 51 percent of your aircraft, the aircraft meets the requirements to apply for certification as an experimental amateur-built aircraft. Keep in mind, however, that once the aircraft is certificated as an experimental amateur built it cannot be certificated later as an experimental (E-LSA) or special light-sport aircraft (S-LSA). The aircraft remains an experimental amateur-built aircraft. Additionally, in order for an aircraft to be registered as a light-sport aircraft, it must meet the LSA criteria (i.e., two seats, one engine, 1,320 pounds maximum gross weight, etc.). An experimental amateur-built is not subject to these limitations.”

The 103SOLO retains its Ultralight Vehicle status with the addition of a parachute because the FAA included an exception of 24 pounds for the additional weight of a parachute. In other words, a powered ultralight cannot have an empty weight exceeding 254 pounds; but a powered ultralight with a parachute can have an empty weight of 278 pounds. Therefore, Section 2. Background b. of the same document (AC 103-7) still applies to the operator of a 103SOLO with parachute installed. This information is available at the following FAA link, under Section 2. b. and Section18. a. (i): https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_103-7.pdf 18. POWERED VEHICLE WEIGHT. a. Items Excluded From the Computation of the Empty Weight of a Powered Ultralight Vehicle. (i) Up to 24 pounds of weight associated with the parachute system may be excluded by the FAA without requiring a separate weighing of the system components." “2. BACKGROUND. b. On October 4, 1982, a new regulation (Part 103) applicable to the operation of ultralight vehicles became effective. This regulation defines those vehicles which may be operated as "ultralight vehicles" and provides operating rules which parallel those applicable to certificated aircraft. The Federal Aviation Regulations regarding aircraft registration, pilot certification, and aircraft registration are not applicable to ultralight vehicles or their operators.”