Originally Posted by
IO540
I hope this is not too off topic, but could someone explain the difference between microlights and Permit planes?
For the comparison, tet's take a reasonably high performance microlight, not a bottom-end machine which is basically a hang glider with an engine.
I know (I think I know) that in the UK microlights are limited to 450kg.
All of the above are limited to VFR, and I believe they can't fly at night, well not in the UK where night=IFR, perhaps...
But (as an aircraft owner myself and thus knowing pretty well which bits cost money) I don't see an obvious difference between operating costs of the two (assuming, as I say above the ML is not a bottom-end type).
One curious difference is that one can fly a ML on an NPPL and take it to France, but one can't do that with a Permit or a CofA type without permission.
Factory built microlights operate on a BMAA Permit to Fly which is issue by the BMAA as part of their delegated responsibility to the CAA. Home built microlights 'generally' operate on a PFA Permit to Fly which is also issued via delegated responsibility. The PFA are also responsible for Permits on larger aircraft such as Jodels, Luscombe's, Vans, Europa - more traditionally recognised Permit aircraft.
A microlight is defined by a legal weight limitation as opposed to a physical one and aside from adhering to an airworthiness standard called section S a microlight must have a MTOW of no more than 450Kg for a two seater allowing for for 2 x 86kg human cargo and one hours worth of fuel ax max rpm. This means that many 'hot' BMAA factory built microlights have legal weight issues as opposed to physical ones because exactly the same aircraft with exactly the same engine can be made via the PFA as a kit and have a much higher MTOW and operate as a VLA.
Take the CTSW mentioned earlier in the thread although it can't be home built as a kit anywhere in the world (
AFAIK) the exact same airframe engine combination is certified at MTOW ranging from 450Kg (UK) right up to 600Kg (US).
It is all a bit of a nonsense really and there is hope that a more rational certification policy will come out of the EASA debate notwithstanding the fact that depending on who you talk to microlights will either be in it - or out of it - who knows??................................
The Permit operating costs between the BMAA and PFA are broadly the same with the PFA possibly being marginally more expensive, or the BMAA being a tad more depending on who has most recently changed their fee structure. Certainly in the greater scheme of things there ain't much difference on that side.