Microlights

There is genuine confusion around the terminology used for microlights, largely because different aviation authorities around the world use different names and apply different regulations. In the UK, the Civil Aviation Authority (CAA) defines microlights in two basic forms: three axis and weight shift. Both are regulated under UK national rules and remain a popular and accessible route into aviation.

Where Microlights Came From

Microlights evolved directly from hang gliders. The earliest designs were simple airframes controlled entirely by weight shift, and such machines are still built and flown today. They closely resemble a hang glider in construction, with the addition of a pod beneath the wing to carry the engine and occupants.

The hang gliding movement itself grew out of NASA research during the 1950s and 1960s. Engineers developed the delta wing shape as a potential method of returning space capsules safely to earth. The idea was eventually set aside by NASA, but others recognised the potential and the design found a very different future in recreational aviation.

Weight Shift Microlights

Because weight shift microlights offer no cabin protection, the pilot and any passenger must dress appropriately. A crash helmet with visor is essential, as there is no windscreen. These machines can be surprisingly capable, with a short take-off roll and a respectable rate of climb, though top speed and range are more modest than a three axis machine.

They are an excellent starting point for anyone who wants the most direct, open-air experience of flight. Running costs are low, maintenance is straightforward, and many pilots find the sensation of flying one closer to hang gliding than to conventional light aircraft flying.

Three Axis Microlights

Three axis microlights appeared in the 1980s and have developed considerably since then. They resemble conventional light aircraft far more closely than their weight shift predecessors, with enclosed or semi-enclosed cockpits, conventional control surfaces and, in many cases, performance that matches or exceeds a basic light aircraft. Cruise speeds of 90 to 120 knots are achievable in modern three axis designs, with fuel burns that make them significantly cheaper to operate than a typical general aviation aircraft.

This combination of performance and low running costs has brought three axis microlights to the attention of pilots across the general aviation community, not just those new to flying.

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Safety and Popularity

Microlights are sometimes assumed to have a poor safety record, but the statistics do not support that view. Modern airframes are well engineered and subject to proper maintenance requirements. The CAA register shows more microlights on the UK general aviation register than any other single category of aircraft, which reflects how popular they have become.

Microlight pilots tend to be genuinely enthusiastic about what they fly and take airworthiness seriously. Many experienced pilots who can no longer meet the Class 2 medical standard required for a full PPL choose to continue flying microlights, because the medical requirements are less demanding. Others are drawn simply by the lower costs involved.

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Licensing Requirements

To fly a microlight solo and unsupervised in the UK, you need a valid licence covering the microlight category. There are two main options depending on your ambitions and circumstances.

• The Light Aircraft Pilot Licence (LAPL) is the most accessible route. For microlights, you need a minimum of 30 hours total flight time, including at least 15 hours dual instruction and 6 hours supervised solo flying. The LAPL is UK-specific and does not permit flight outside the UK as pilot in command.
• The Private Pilot Licence (PPL) microlight rating requires a minimum of 25 hours total flight time, with at least 15 hours dual instruction and 10 hours solo. You must complete a general skills test and two qualifying cross-country flights.

Both routes require a practical skills test and a basic oral examination covering the aircraft type. The PPL route also requires you to pass written theory examinations, though fewer subjects are required than for a full PPL(A) covering conventional light aircraft. The full PPL(A) requires nine CAA theory examinations; the microlight pathway requires a smaller number of papers, focused on the disciplines most relevant to microlight operations.

Medical Requirements

For the LAPL, you need an LAPL medical certificate, issued by a CAA-approved Aeromedical Examiner (AME). This is a lighter standard than the Class 2 medical required for a full PPL. If you already hold a valid Class 2 or Class 1 medical, this covers you for microlight flying as well.

Pilots who cannot meet the Class 2 standard, perhaps due to a pre-existing health condition, will find that the LAPL medical is often achievable. Your GP cannot issue this certificate, but an AME appointment is straightforward to arrange and the examination itself is not lengthy.

Costs

Microlight flying is among the most affordable ways to become a licenced pilot in the UK. Dual instruction typically costs between £150 and £200 per hour depending on the school and aircraft type. Solo hire rates are generally lower. Training to LAPL standard can cost in the region of £4,000 to £7,000 in total, though this varies considerably between schools and how quickly you progress. Ongoing costs once licenced are modest, with many microlight owners spending less than £3,000 per year on fuel, maintenance and hangarage.

The Next Step

Now that you have read through the advice above, you might want to put it into practice. Our Pilot Training Cost Calculator lets you work out what learning to fly really costs: get a realistic UK estimate for your licence, broken down into flight hours, instruction, exams, medical and test fees, so there are no surprises. Try it now →