When researching data for USUA's comment to FAA, USUA EVP Dale Hooper contacted USUA Flying Club 1 in Northern Virginia (whose operational area is directly affected by the ADIZ), for input. With much thanks to Club 1 president Len Alt, USUA submitted the following comment:
To All Concerned,
While most submissions and comments to the NPRM will most likely come from General Aviation pilots and representatives, I speak to the issue from an ultralighter's perspective.
The Washington DC ADIZ has proven to be effective. It has been effective in reducing the privileges of the ultralight pilot, it has been effective in reducing the sales of and instruction in ultralight vehicles, and it has been effective in curbing the growth of sport aviation in the Washington DC/Maryland /Virginia areas. The only thing that has proven to be ineffective is the amount of increased security created by the ADIZ.
Ultralights, as you know, are defined and regulated under FAA FAR Part 103, which limits their weight to under 254 pounds, and their fuel capacity to no greater than 5 gallons. Simply put, ultralights typically fly low and slow, and are limited in their scope of operation. While cross-country flights have grown in popularity, you won't go far on 5 gallons of fuel...
A typical safe ultralight is configured with only a minimum of avionics, with usually no available flexibility to include transponders (which are not required under Part 103). These vehicles cannot operate in the ADIZ. When an ultralight pilot with the required instrumentation DOES contact Flight Services to file an advance flight plan (as required), he or she is routinely denied access.
USUA
**Bold Text added to stress point(s) only**
To All Concerned,
While most submissions and comments to the NPRM will most likely come from General Aviation pilots and representatives, I speak to the issue from an ultralighter's perspective.
The Washington DC ADIZ has proven to be effective. It has been effective in reducing the privileges of the ultralight pilot, it has been effective in reducing the sales of and instruction in ultralight vehicles, and it has been effective in curbing the growth of sport aviation in the Washington DC/Maryland /Virginia areas. The only thing that has proven to be ineffective is the amount of increased security created by the ADIZ.
Ultralights, as you know, are defined and regulated under FAA FAR Part 103, which limits their weight to under 254 pounds, and their fuel capacity to no greater than 5 gallons. Simply put, ultralights typically fly low and slow, and are limited in their scope of operation. While cross-country flights have grown in popularity, you won't go far on 5 gallons of fuel...
A typical safe ultralight is configured with only a minimum of avionics, with usually no available flexibility to include transponders (which are not required under Part 103). These vehicles cannot operate in the ADIZ. When an ultralight pilot with the required instrumentation DOES contact Flight Services to file an advance flight plan (as required), he or she is routinely denied access.
USUA
**Bold Text added to stress point(s) only**
