Although the government has spent much time and effort trying to regulate almost everything we do, Ultralights are still easy to build, easy to fly, and require very little interaction with the rule makers and policy builders. The cost of a used Ultralight is about the same as a boat, motorcycle, snowmobile or ATV. The most basic, called a weight-shift, can be purchased for about $1,000 or less. Expect to pay between 3,000 and 7,000 dollars for a well maintained used Ultralight. New models run from about 4,000 to nearly 20,000 dollars, but you get what you pay for.

A weight-shift model has a sling-type seat suspended from the top. As the pilot shifts his position from center, the aircraft turns, climbs or descends. A two-axis model uses the rudder and elevator at the tail (two-direction movement). Most two-axis models use spoilers on top of the wings to increase drag (slow that side of the wing down) to make tighter turns. If both spoilers are deployed, the aircraft will come down quicker without an increase in air speed. A three-axis uses ailerons at the trailing edge of the wings to help make smoother turns and to reduce the effects of crosswinds (winds that are blowing from one side or the other that can make landings more difficult).

Unlike most flying machines, you can work on your own Ultralight. Owners of traditional aircraft (excluding experimental models that were constructed by the current owner) are not allowed to do much more than put oil and gas in their plane. A certified mechanic (read big bucks) must complete all work, modifications, or other adjustments. With the help of dealers such as Mark Smith of Mt.Vernon, Indiana, anyone can complete repairs or modifications that they are comfortable doing. Let me stress that you should never modify an Ultralight from its original design unless you get some expert advice first! A simple thing like drilling too many holes in the wrong place can weaken the aircraft and cause a failure.