Modern avionics enter the UL class
The ultralight class has undergone a remarkable technological development in recent years. While UL aircraft used to be equipped with comparatively simple instrumentation, many modern models now have glass cockpits, moving map navigation, integrated transponder solutions and digital engine monitoring systems.
Manufacturers such as Dynon, Garmin and Kanardia offer avionics systems specially developed for light aircraft, some of which are functionally on a par with larger Echo class aircraft. These systems often have a modular design and technically enable the integration of an autopilot that can automatically maintain course, altitude or climb, for example.
Internationally, the use of such systems has long been a reality. In many countries, two-axis autopilots are now a common feature of modern UL aircraft. They can significantly reduce the pilot's workload and help to stabilise the flight, especially on longer cross-country flights.
In Germany, however, this technical development faces a restrictive legal framework.
National regulations for aerial sports equipment
One of the main reasons for this situation is the special legal status of aerial sports equipment. In Germany, microlight aircraft are largely subject to national law and are not covered by the European EASA regulations to the same extent as many other aircraft.
Although European regulations exist, for example on the recognition of flight times or licence renewal, construction, equipment and certification regulations are still regulated at national level. The German associations in particular are responsible for this, as well as the legal basis of the Aviation Licensing Regulations.
This clearly distinguishes the UL class from the so-called Echo class, i.e. typical certified aircraft such as Cessna, Piper or Diamond. There are detailed international certification regulations for almost every technical component - including autopilots.
No such specific regulation has yet been introduced in the UL sector.
Building regulations have so far excluded autopilots
The technical requirements for aerial sports equipment result from national construction regulations, which are defined across several legal levels. The basis for this is the Second Implementing Ordinance to the LuftGerPV, which in turn refers to detailed technical regulations in the form of notices to airmen.
These construction regulations define requirements for structure, flight behaviour, systems, instrumentation and safety, among other things. Each amendment to these regulations requires a formal procedure and can take several years.
The discussion surrounding the increase in the maximum take-off weight from 472.5 to 600 kilograms has shown how lengthy such adjustments can be. While some manufacturers were able to adapt their models to the new weight limit relatively quickly, others had to provide extensive evidence or even redesign their aircraft.
In the case of autopilots, a special situation exists to date: the construction regulations do not explicitly mention this technology as either permitted or prohibited. In practice, however, this lack of regulation means that autopilots do not currently fit into the existing authorisation scheme.
Why autopilots are currently mostly not eligible for approval
During the type test of an aircraft, it must be demonstrated that the aircraft complies with the applicable construction regulations and has no characteristics that could impair safe operation. This test is carried out as part of a defined certification procedure.
As no specific technical requirements have yet been defined for autopilots in the UL sector, inspectors are hardly able to legally assess such equipment. There are no clear criteria according to which safety, redundancy, misbehaviour or system integration could be checked.
In practice, this means that an ultralight aircraft with an autopilot does not fit into the existing test regulations. Therefore, such equipment is usually not considered eligible for certification.
A UL with autopilot is therefore not normally granted a regular licence in Germany.
Retrofitting can lead to the cancellation of the approval
The situation is particularly problematic for owners who wish to retrofit an autopilot to an already certified UL aircraft. From a legal point of view, such a modification is considered a significant interference with the authorised type.
This means that the aircraft loses its original licence to fly. The aircraft is legally deemed to have been modified and no longer corresponds to the certified type.
In such a case, an inspection certificate or routine inspection certificate may no longer be issued. Inspectors who would nevertheless issue a corresponding certificate risk losing their inspection licence.
The consequences for owners and pilots can also be considerable. In addition to possible breaches of aviation law, insurance cover can also be jeopardised if an aircraft is operated outside of its licence.
Foreign authorisation usually offers no way out
Some owners therefore consider registering an UL aircraft abroad, where autopilots are sometimes permitted. In practice, however, this approach rarely leads to the desired result.
If you are resident in Germany, you cannot simply operate an aircraft registered abroad permanently in Germany. National regulations apply here, in particular the provisions of the Air Traffic Licensing Regulations, which in many cases prevent such operation.
This means that the use of an autopilot is currently legally excluded for German UL owners in most cases.
Initial trial programmes could prepare for changes
At the same time, there are initial signs of a possible future opening. In the meantime, isolated test programmes are underway in which selected UL models may be operated with autopilots under strictly controlled conditions.
Such programmes serve to gather practical experience. In particular, authorities and associations want to investigate how autopilots behave in UL operations, what risks can arise and what technical requirements would be useful in the future.
The results of such tests could form the basis for new building regulations in the long term.
Prospects for the future
In order for autopilots to be regularly authorised in the UL class in future, appropriate technical standards would first have to be defined. The existing construction regulations would then need to be adapted.
Such a process requires not only technical expertise, but also a formal legislative process and the approval of the relevant authorities. In Germany, the Federal Ministry of Digital and Transport and the Federal Aviation Office play a key role in this process.
Until such a change is made, however, the situation remains clear: even though many modern microlight aircraft are already technically prepared for autopilots, these systems are not currently permitted to be operated in Germany as a rule.
For owners and pilots, this means that existing autopilots must remain removed or deactivated - at least until a clear legal basis for their use is created.
Source references:
Aviation magazine
