We keep an inventory of kits in stock
Come pick up your kit or ready to fly plane.
Ready to fly planes built with your selection of options
Ready to fly planes have engines broken in and are test flowen.
Happy customer with his ready to fly plane built by Hayes Aero.
Another Ready to fly Aerolite built by Hayes Aero.
6" wheels with Hydralic brakes.
Grand Rapids engine monitor with Airspeed, Altimeter, and rate of climb.
Culver wood prop.
Hirth had a price increase . This engine was purchased before increase, so increase in price not charged on this aircraft.
Price as equipped. $23,800.00
Arrangements can be made to deliver to
Sun n Fun
This one can also be ready for delivery to
Sun n Fun.
Price depends on options
50 hp Hirth F23 going on this one, with Grand Rapids EIS.
Build Series Preview Video
Vertical Fin https://www.youtube.com/watch?v=RZ8FT0yrMOI
Horizontal Stabilizer https://youtu.be/9oKLavMfzqg
Elevators / Rudder https://youtu.be/bczwmXwNWcI
Aileron / Flap Covering https://youtu.be/n46V7_aw5qE
Wing Assembly https://youtu.be/Axv6fZsL4gI
Wing Covering https://www.youtube.com/watch?v=mI2TpkusLho&t=6s
Tail Assembly https://youtu.be/hujJmhC8NtY
Windscreen/Nose cone https://www.youtube.com/watch?v=OIMUiB9cTD0&t=11s
Starting at $11,900
Order your Sail colors and Engine options.
Check Option page for Engine and color selection.
In the U.S., flying an ultralight doesn't require a license or a medical certificate of any kind, providing the aircraft meets the Federal Aviation Regulation called Part 103. Part 103 defines an ultralight as an aircraft that meets the following criteria:
Max. Empty Weight (Powered Aircraft)
Max. Empty Weight (Unpowered Aircraft)
Max. Fuel Capacity
Max. Speed @ Full Power
55 knots (63 mph)
Max. Stall Speed (Power Off) 24 knots (27.6 mph)
If the aircraft has more than 1-seat or exceeds any of the above criteria, it's not an ultralight, and thus not eligible for operation under Part 103.
These are the legal rules by which we fly; they are the most lenient in the world. These privileges, however, carry responsibilities: while there are no specific legal requirements, ultralight pilots must be trained just like any other pilot.
The Aerolite 103 was designed by long-time aviation enthusiast Terry Raber, in 1996. Everyone in the Ultralight and Light sport industry knows Terry. The vast majority of the light aircraft flying use his Streamline Strut Fairings and Stainless Exhaust Brackets (both of which he designed back in 1993).
In the early 1990's, Terry was building and selling ultralights, but he always felt the perfect plane had not yet been designed. Not being one to settle for second best, he carefully studied the best features of each ultralight. Eventually, he put all the pieces together with his own refinements to produce the Aerolite 103. The first prototype Aerolite 103 flew on October 6, 1996. Testing continued while building the production prototype and the Aerolite 103 debuted at Oshkosh in 1997. The Aerolite 103 was appropriately awarded the ultimate prize of Grand Champion Ultralight. Since that day, the design has gone on to win multiple awards over the years.
Between 1997 and 2012, Terry produced hundreds of Aerolite 103's. The aircraft has always been extremely popular and highly regarded by both experienced and newer pilots alike.
In 2012, Terry made the difficult decision to pursue other non-aviation business interests and decided it was time for the Aerolite 103 design to have a new home. Terry contacted U-FLY-IT Light Sport Aircraft's owner, Dennis Carley to inquire if he had an interest in carrying on the manufacturing of the Aerolite. After a brief, yet very productive conversation, plans were implemented to facilitate the relocation of the Aerolite production facility to U-FLY-IT's base of operation in DeLand, Florida.
Dennis also has an extensive history of building and flying Ultralight/Light Sport Aircraft. He too has received Grand Champion and other awards for his craftsmanship that has been exhibited. Having built over 100 Ultralight and Experimental aircraft in the past 20 years, he was well suited and the perfect person to carry on with the production of the Aerolite 103. While working in the capacity as a DAR, Dennis issued hundreds of airworthiness certificates to all types of Ultralight, Experimental and homebuilt aircraft. He has consistently regarded the Aerolite as one of the best designed and most rugged light aircraft ever produced.
Production of the Aerolite 103 continues to adhere to the highest aviation standards, delivering years of safe pleasure flying to those who own or fly one. It is arguably the best value of any Ultralight Aircraft available!
Type Legal Part-103 Ultralight
Configuration Single Place
Empty Weight 235 lbs
Gross Weight 600 lbs.
Length 16 ft. 3.25 in.
Wing Span 26 ft. 10.25 in.
Wing Area 121 sq. ft.
Wing Loading @ 450 Lbs. 3.72 lbs / sq. ft.
Wing Loading @ 500 Lbs. 4.13 lbs / sq. ft.
Wing Loading @ 550 Lbs. 4.54 lbs / sq. ft.
Wing Loading @ Max Gross Weight 4.96 lbs / sq. ft.
Design Load Limits @ Gross Weight +4 / -2
Engine Power Requirements 28 hp.-50 hp.
Propeller Max. Diameter 60 in
Stall Speed, Flaps Extended 26 mph
Stall Speed, Clean 28 mph
Cruise Speed (2) 45-63 mph
Top Speed 63 mph
Rate Of Climb 500 - 1000 fpm
Sink Rate 350-400 fpm.
Roll Rate 45° to 45° bank / 2.5 seconds
Take Off Distance 100-200 ft.
Landing Distance 100-200 ft.
Fuel Capacity 5 U.S. Gallons
Endurance 1.5-2.5 hours
Fuel Consumption 2-4.5 US Gallons / hour Range 80-120 miles
Limitations & V-Speeds
Vne (never exceed) 70 mph.
Va (design maneuvering speed) 50 mph.
Vfe (max flaps extended) 70 mph.
Vy (best rate of climb) 45 mph.
Vx (best angle of climb) 40 mph.
Vs (stall, flaps retracted) 28 mph
Vs (stall, flaps extended) 26 mph
Vr (rotation speed) 30 mph.
Max. Crosswind Component 15 mph
Max. Wind Speed 25 mph.
Max. Bank Angle 45°
Max. Pitch Angle 30°
F-33 2 cycle 28hp
One little powerhouse of an engine. At only 35 lbs. this is one of the lightest singles you'll find anywhere. With 25ft. lbs. of torque, this engine packs enough punch to spin up the large props on your backpack parachute, tryke or legal 103 ultralight. Factory recommended TBO is rated at 1000 Hrs. @ 75% power. Standard equipment includes fuel pump, spark plugs, air filter, recoil starter, complete exhaust system and dual CDI ignition for added reliability. When ordered with optional electric start the starter solenoid and voltage rectifier/regulator are included. Standard mounting is plate type from bottom of engine.
2 cycle, single cylinder
15hp @ 6000rpm
19ft.lbs @ 6000rpm
Free air cooled
F-23 2 cycle 50hp
If you prefer an opposed cylinder engine, then this one's for you. The F-23 puts out an amazing 50hp at only 6150 rpm and provides 42ft/lbs. of torque. All with a total weight of only 84 Lbs.. This engine can handle any part 103 ultralight and most single seat experimentals. Opposed pistons cancel out each others internal inertia forces resulting in an amazingly smooth running engine.
Engine Type:Opposed - 2 cycle, two cylinderHorsepower:50hp @ 6150rpmTorque:42ft.lbs @ 6150rpmCooling:
Free air Cooled by prop blast
2702 2 cycle 40hp
The 2702 is our small high torque low RPM engine. Like it's big brother, the 3202 it's a low RPM powerhouse, at an incredible 5500 rpm this little engine is producing 40hp and it's pumping out 39ft/lbs of torque at only 4500 rpm. The Hirth 2702 is ideal for single seat ultralight aircraft.
Engine Type:2 cycle, two cylinderHorsepower:40hp @ 5500rpmTorque:39ft.lbs @ 4500rpmCooling:
Optional, fan cooled or free air cooled by prop
By Dennis Carley
The only thing you can do to make sure it is as advertised is GO INSPECT IT, or hire someone to go inspect it for you. The aircraft you are looking at may be fine…but there is no way to tell for sure without seeing it.
I have lost track of the number of times guys have bought an aircraft sight-unseen, and ended up spending more on it than they would have if they had bought a new one. We have 2 big parts orders going out this week, both to guys who bought a used aircraft only to find that they needed to replace several airframe components before they would be safe to fly.
One other consideration when looking at used Aerolites is what year it was manufactured. The older models had a different wing panel, rear lift strut attachment, flap system, landing gear, etc., and have 100 pounds less maximum gross weight than the current version. There have also been many updates to the design since the original versions were produced. Additionally, the older design was never load tested. The updated (current) airframe has been (you can see the results and pics on our website). There is nothing inherently wrong with the older models, but they are not structurally the same as the current ones we produce. That is something a potential buyer should consider when choosing an older or new model, especially if the empty weight of the older aircraft is high due to a larger engine or other added accessories.
Lastly, it is worth every penny a buyer spends on having their aircraft transported properly. Again, I can tell you countless stores of guys buying light aircraft (an Aerolite and virtually every other model) and hiring someone to move it that either had no experience moving light aircraft, or did not have the proper equipment to move it. I have had customers send movers to our factory to pick up their brand new Aerolite, and we knew the moment the aircraft left here that it was going to be damaged before it made it 100 miles down the road. I have had customers call me up virtually in tears when their new plane arrived, only to see it damaged from being improperly transported. We can make a recommendation for transport if you need it, or give you info on how to set your trailer up to move it if you are going to move it yourself.
INTRODUCING our NEW
Ultralight Series 2 Blade S-Prop!
Complete Propeller Assembly
Weighing in at only 4.8lbs!
More Power, Better Economy, Less weight, Low Mass Moment of Inertia, Abrasion Resistant Leading Edge
STANDARD 3 BLADE...$1,200.00
73.0 INCH 3 BLADE...$1,200.00
STANDARD 5 BLADE...$1,935.00
73.0 INCH 5 BLADE...$2,035.00
63.3 INCH 2 BLADE...$789.00
Back in the 70's after playing around with hang gliders for awhile ultralights attracted my attention. The Glider Rider publication started having stories about the Easy Riser and Quicksilver weight shift hang gliders. They were adding go cart engines to become the first ultralights. Many other manufactures were soon to follow. This quickly got my attention as I saw it as an affordable way to get into aviation with my minimum wage salary as an EMT. Reading all that I could find about ultralights and watching the classified ads I found an Easy Riser ultralight with a 10 hp engine for sale nearby. I purchased the ultralight and started looking for some advice on how to fly it.
I found a local ultralight club at Almont Airport, The Almont Flyers and joined the group. I was quickly talked out of trying to fly the Easy Riser and purchased a damaged SR1 Hornet biplane ultralight to rebuild. Thus began the start of my aircraft building bug that I haven't been able to shake!
The Almont Flyers club disbanded and many of the members joined The Michigan Ultralight Association (MULA) as I did. I also wanted to expand my options by getting my private pilots license which I did at Big Beaver Airport in Troy. Michigan. Making many new friends and attending local and national ultralight fly-ins was a lot of fun in my low and slow ultralights.
After owning, building and repairing many ultralights, I became a Basic Flight Instructor (BFI) for ultralights when the Part 103 training exemption came out. I trained many pilots to fly in my Quicksilver and Rans S-12 ultralight trainers, always enjoying the look on there faces when they mastered another task.
The 103 exemption went away along with the ability to train new students in a two place ultralight.
The new affordable (???) way to fly and get training had arrived with the new Light Sport Aircraft and Sport Pilot's license. Other opportunities came with the Light Sport rules; receiving my Light Sport Repairman certificate, getting all of the Rotax ratings that I could, and becoming a Light Sport CFI. I then started Hayes Aero LLC.
I went to Rans Aircraft in Hays Kansas to see about building ELSA Rans S-19's. I purchased a kit and built the first Rans ELSA S-19. Thus becoming a Rans dealer and builder. The flight school at the airport I was working out of had two of my Rans trainers in it, a Rans S-6 and S-7. Students and instructors were looking for something with a little more general aviation look to train in. With that in mind I purchased a Sling 2 from The Airplane Factory. Along with two of the instructors we started Midwest Sky Sports. The business took off quickly! We were soon building SLSA aircraft and doing builder assist.
Looking to slow down and spend more time with family and grandkids I sold my portion of the business to my partners.
The comeback of interest in affordable ultralights reignited my passion for the experience of the low and slow flight. It didn't take long to see all of the attention that the Aerolite 103 was getting. After doing my research I discovered a reputable company (Aerolite 103, LLC) with a quality product. I contacted the manufacturer Dennis Carly about becoming a dealer. After purchasing a display trailer full of kits I am now an Aerolite 103 dealer!
Coming back to my aviation roots... I look forward to being a part of the comeback and interest of affordable fun low and slow flying of ultralight aircraft!
Hayes Aero LLCLLC
Michigan Ultralight Association
Unites States Ultralight Association
Aero Sports Connection
Aerolite 103 Facebook
Vertical Stabilizer Assembly
Rans Wing Assembly