Ultralight aircraft have evolved tremendously in recent years, and in Spain, they have a specific legal framework that defines what can be flown, how they are operated, and what requirements must be met. If you are interested in recreational aviation and want to fully understand types, licenses, limitations, costs and safetyHere's a complete guide based on current regulations and official resources.
In addition to the purely technical aspects, we'll also cover the process before the State Aviation Safety Agency (AESA), the school's obligations, and how ULM licenses fit with other licenses such as LAPL, PPL, CPL, and ATPL. The idea is that you have a clear and practical vision, with key regulatory references and without losing sight of which options are more affordable to start with.
What is an ultralight aircraft today in Spain?
In our country, ultralight aircraft (ULM) are motorized aerodynes with a maximum of two seats, regulated by national regulations and outside the scope of Regulation (EU) 2018/1139 when they meet certain conditions. This allows for a frame adapted to modern light aircraft., including the high-performance ones we usually call “third generation”.
The classification by categories and maximum authorized take-off masses (MTOM) is as follows: Categories A, B and C with limits of 600 and 650 kg depending on their configuration.
- Category A (airplanes): land, water or amphibious, with no more than 2 seats and stall speed in landing configuration ≤ 45 kt. MTOM: 600 kg (land) and 650 kg (water or amphibious).
- Category B (helicopters): terrestrial, aquatic or amphibious, with no more than 2 seats. MTOM: 600 kg (terrestrial) and 650 kg (aquatic or amphibious).
- Category C (gyroplanes): up to 2 seats, MTOM ≤ 600 kg.
If an airplane or helicopter can operate alternating between land and water configurations with non-permanent modifications, it must comply with the MTOM limit for each mode when flying in that mode. That is, the cap varies depending on the mode in which you are operating., and so the takeoff weight should be planned.
An essential point is the empty weight: it cannot exceed the mass resulting from subtracting the MTOM from the greater of these two calculations: a) 85 kg per authorized occupant plus the fuel required for two hours at maximum continuous power; or b) 85 kg plus all the usable fuel that fits in the tanks. This cap effectively ensures that certified MTOM is operational with realistic people and fuel..
Which aircraft are excluded and which are not considered ULMs?
Excluded from the scope of the ULM Royal Decree are state-owned aircraft; aerostats (with or without engines); and powered aerodynes with a certificate or declaration of conformity under European regulations. This means that certain devices and activities follow a different regime., even if they are light.
Furthermore, for the purposes of ULMs, the following are not considered ultralight aircraft: non-motorized aerodynes (gliders, including powered ones or motorized ones if they have glider characteristics when the engine is inactive), hang gliders, paragliders; paramotors; aircraft that require direct physical force from the occupant to take off or land, even if they have auxiliary propulsion; wingsuits; and any aircraft with a takeoff weight, excluding the pilot, of less than 70 kg. These forms of flight may have their own rules and, where appropriate, application of minimum operational requirements..
For these non-ULM modalities, certain operating regime requirements apply (harness/belt, helmet if applicable, altitudes and daytime VFR, among others), with the exception that wingsuits are not required to have a harness/belt and that gliders follow their specific European and national regulations. It is always a good idea to check which part of the operational limitations affect you according to your aircraft..
How to operate a ULM: altitudes, airspace and VFR
Operations with ULMs must take off and land from aeronautical infrastructure that complies with applicable regulations and adhere to clear requirements: harness or seatbelt, helmet if there is no occupant protection, and daytime visual flight rules (VFR) in VMC conditions, with flights prohibited in turbulence or marginal conditions. Basic safety starts with securing equipment and avoiding dangerous weather conditions..
In terms of height, a maximum pressure altitude of 3.000 m (10.000 ft) is set, with altitudes between 3.000 and 4.000 m (10.000-13.000 ft) permitted for cumulative periods of less than 30 minutes throughout the flight. This opens the envelope to higher altitudes, with a time limit for the 3.000-4.000 m segment..
Regarding airspace, you must operate outside controlled, restricted, or prohibited areas; do not fly over activated danger zones, urban areas, or crowded areas. Typical operation is in uncontrolled space and with separation from sensitive areas.
As a historic first, the old limit of 300 m above ground level, which was in force until its abolition by the new regulation (with a transitional provision that maintained this limit for 3 months after its entry into force), was eliminated. Today, altitudes are aligned with more modern criteria, within the rules of daytime VFR and VMC..
During the flight, the pilot must carry a valid license with ratings, and if the ULM is to leave Spanish airspace, it must comply with the requirements of the state it is flying over. Always carry your license with you and check the rules of the country you are going to..
In exceptional situations, AESA may authorize the suspension of an operational restriction upon a reasoned request. The Agency Director makes a decision within a maximum of three months; failure to act will result in dismissal, and an appeal for reconsideration or administrative litigation may be filed. If you really have a solid justification, there is a way to ask for flexibility on a one-off basis..
ULM License: Requirements, Training, and How to Apply
To obtain a ULM license, you must meet the age requirements (at least 17 years old), pass a medical examination, and complete the established theoretical and practical training. It is the most direct gateway to recreational flying..
The theoretical part is accessible, and the practical part requires a minimum of 15 flight hours before taking the practical test, although the actual number may vary depending on your progress, as is the case in a driving school. Think of 15 hours as a statutory minimum, not as a fixed goal for everyone..
Keep in mind that the ULM license is regulated by national AESA regulations, while higher-level licenses are governed by European regulations; therefore, the hours you accumulate in a ULM do not count toward higher-level licenses (although they do add personal driving and decision-making experience). If you are applying for PPL, CPL or ATPL, plan on not counting those hours for formal purposes..
Once you complete your training, you can request the issuance of your ULM license; notification is made electronically in accordance with the AESA resolution on electronic licenses for civil aviation personnel. Your title will arrive in electronic format, in accordance with current administrative practice..
How do I submit the documentation? AESA suggests two ways: a) through its Electronic Office, in the Licensing and Aeronautical Medicine sections, with identification via Cl@ve, a digital certificate, DNIe, Cl@ve PIN, permanent Cl@ve, or EU citizen credentials; b) at a registration office, submitting the "Application for procedures associated with the ULM license" form with the required documentation. Important: What is sent by email is not processed..
For administrative or general operational questions, AESA has the following email address: aviaciongeneral.aesa@seguridadaerea.es, especially for non-commercial aircraft/helicopter operations and other general aviation activities. If you have any questions, ask at the official mailbox and avoid assumptions..
You can consult regulations and guides in official resources: the Royal Decree and AESA's ULM documentation, as well as informative documents such as the "Operational Risk Brochure for New Flight Altitudes. General Aviation, ULM, and Free Flight." It is always a good idea to have updated texts on hand.. For example: uterine AESA electronic headquarters and the ULM regulations available for download in PDF: Regulations applicable to ULM (PDF) y Related technical document (PDF).
ULM Schools: authorization, resources, functions and introductory flights
To train ULM pilots, schools must be authorized by AESA (Association of Aeronautical Engineers) before beginning operations, providing accreditation of facilities, personnel, and equipment. The application must be submitted (preferably online for those who are obliged) and the deadline for a decision is three months. Failure to do so will result in rejection, with the possibility of an appeal and, if applicable, subsequent appeals. Without prior authorization from AESA, ULM training cannot be provided..
The school must operate at an aerodrome that meets operational safety requirements and have, at a minimum, the following: a pilot with a valid ULM license and instructor rating; a dual-command ULM; a training leader (who may be present at the same time as the instructor if workload permits); a radio communications or signaling system; and an emergency first-aid kit. These media are the basis for safe and regulated training..
The chief instructor signs the timing sheets at the end of flights and may perform (or delegate) test flights related to the maintenance and safety of the school's ultralights. Its role is technical supervision and control of flight activity..
Regarding documentation, the school must keep a flight log (timesheets) and submit a monthly activity report, using an official form, within the first 15 days of the following month. Furthermore, the AESA authorization must be posted in a visible location. Document traceability is mandatory and is sent monthly to the authority..
Authorized schools may conduct introductory flights to promote air sports if: they represent a marginal portion (≤ 10% of annual flight time), they do not constitute regular commercial activity, they are carried out with aircraft from the school's fleet, with origin and destination at the same aerodrome, and they are piloted by a current instructor. They are limited flight baptisms with very clear conditions..
How ULM fits with LAPL, PPL, CPL and ATPL (and the military route)
If you're looking for something in between a ULM and a private license, the LAPL allows you to fly aircraft up to 2.000 kg and carry up to four people, ideal for recreational trips with more cargo and distance. It requires theory and a minimum of 30 hours of flight time. It's a stepping stone option if you're looking to expand your capabilities without going to PPL yet..
The PPL is the usual starting point if you're considering a professional career: it doesn't allow for remuneration, but it opens the door to accumulating hours and progressing through qualifications, with a mass threshold of up to 5.700 kg. The guide consulted indicates theory in two subjects and a minimum of 45 flight hours for the practical part. With PPL you will begin to build the path towards the CPL/ATPL.
The CPL will depend on whether you already have an instrument and multi-engine rating: if you have one, the practical course can be 15 hours; if not, it increases to 25, including both flights and simulator training, along with the corresponding theoretical part. The more PPL qualifications you bring, the shorter and more direct the CPL is..
For ATPL, the theory consists of 14 subjects, and the license is obtained in two stages: "frozen ATPL" (approved theory, via integrated or modular training) and then the accumulation of experience and hours (1.500 in total, with at least 500 as a commander, 250 in navigation, and 250 in night flying). This progression takes you to full ATPL and airline positions.
From zero to frozen ATPL? The typical itinerary includes: passing the 14 theoretical subjects; obtaining the PPL (practical training with an instructor); advancing to CPL with additional theoretical and practical training; and finally, accumulating real-life flight experience until meeting the minimum hours. It is a demanding path that combines intense study with real flight..
The military route is different: it provides unique experience and can be validated for civilian flying, but it usually requires a minimum period of service (e.g., 12 years). It costs "zero euros" in tuition, but your investment is in time and commitment. If you're looking exclusively to become a commercial pilot, it's not the most direct route; if you're drawn to the military, it's a unique experience..
If you want civil training geared toward a career or leisure activity, there are specialized centers. For example, some resources mention training as a pilot at EAS BCN: www.easbcn.com/formate-como-piloto/ and check out his blog: www.easbcn.com/blog/.
Transitional regime, certificates and key changes in the regulation
ULM type certificates issued before the new regulation and which do not comply with the current curb weight limit remain valid with one condition: the curb weight cannot exceed MTOM minus 145 kg (two-seater) or minus 75 kg (single-seater). What has already been certified is respected, but with a clear limit on empty mass..
Aircraft with pre-existing restricted airworthiness certificates and conforming to those type certificates are excluded from the new empty mass limitation of the corresponding article. It is a safeguard for fleets certified under previous rules.
Non-compliant restricted certificates remain valid temporarily until the new airworthiness regulations that will replace the Order of November 14, 1988, are approved. There will be an adaptation period until the publication of the new technical framework..
Type certification procedures in progress upon the entry into force of the standard are governed by the previous regime, with temporary empty mass limitations. This avoids leaving advanced files in the air..
The regulation revised and updated key chapters, repealing Royal Decree 2876/1982 and the Order of April 24, 1986, eliminating the obsolete position of "flight manager," and allowing takeoff and landing on infrastructure that complies with regulations (not just restricted-use aerodromes). It also raised the maximum pressure altitude and equated the limitations to those of non-complex aircraft. A major change that modernizes the ULM operation in Spain.
The regulations came into force the day after their publication, except for the new maximum pressure altitudes (which began to be applied three months later). That period was the one that kept the old 300 m limit alive as a transitional rule..
Practical safety: equipment, environment, and useful documentation
Beyond the legal requirements, there are practices that make a difference: always adjust your harness/seatbelt, wear a helmet if your aircraft doesn't protect the occupants, and avoid taking off if the weather forecast indicates turbulence or marginal conditions. Applying these three ideas significantly reduces exposure to risks..
AESA has published materials such as the brochure on operational risks associated with the new flight altitudes for General Aviation, Ultra Low Aircraft (ULM), and free flight. Consult these documents and the operating guides on the website. A short read now prevents a scare on the least expected day..
If you're processing your ULM license or permits, complete everything online and remember to identify yourself with Cl@ve, a digital certificate, or DNIe (e-ID). If you prefer in-person registration, use the "Procedures associated with the ULM license" form. And don't forget: applications are not accepted by email..
For inquiries regarding non-commercial operations and general aviation, please use the email address aviaciongeneral.aesa@seguridadaerea.es. Official channels are the fastest way to resolve regulatory questions..
Ultralight aviation allows you to fly at affordable costs and with clear rules, now better aligned with the reality of modern light aircraft: categories with MTOM of 600/650 kg, daytime VFR operation, pressure altitudes of up to 3.000 m (and up to 4.000 m for short periods), schools with defined requirements, and an affordable ULM license with theoretical and practical training and electronic processing. If you're into flying for fun, the ULM is the most economical option; if you're aiming higher, plan your upgrade to LAPL or PPL knowing that ULM hours don't count toward European licenses..