Racing to be the first weight-shift S-LSA In early January, the FAA accepted the ASTM consensus standards for weight-shift control (WSC) aircraft, commonly known as trikes. The agency's action paved the way for trike manufacturers to certificate ready-to-fly machines as special light-sport aircraft (S-LSA). Now, the race is on to see which company will be the first to complete the steps necessary to show compliance with the newly approved standards. One company in the running is AirBorne Australia, and it is already accepting orders for its S-LSA model, the AirBorne XT 912. How can it be so confident this model will comply? Its machines already meet Australia's tough certification standards, so the effort is primarily one of paperwork. (Though preparing documents to the FAA's precise requirements is no trivial task, as anyone who has tried to correctly fill out the sport pilot certificate application knows.) Interestingly, Australia is one of two nations-Colombia is the other-that have accepted the sport pilot/light-sport aircraft (SP/LSA) rule as part of their national program. Welcome to the AirBorne S-LSA No one knows who will be first to certificate a trike as an S-LSA-Air Creation of France is another strong competitor as its aircraft already meet the demanding British Civil Airworthiness Requirements (BCAR) standards. But AirBorne's declaration that it has the process underway puts it at the lead of the parade, at least for now. And, this company has a solid track record of meeting its promises. In the 30 years I've been flying and writing flight reports, I believe I've flown all the AirBorne models; the company currently manufactures five-the XT 912, the XTC-582, the Classic, the Outback, and the Redback. In addition, it manufactures three different wings for its chassis-the Sting, Streak, and Wizard. I've watched the steady improvement through each generation of aircraft (and wing designs). In recent years, I've been impressed the company could further enhance an already well-built aircraft. This is especially true of the design of its wings, a component that has received intense focus over three decades. Still, AirBorne's designers constantly improve the product. In my experience, the XT 912 is clearly AirBorne's best model, although I also like the lighter, simpler, and lessexpensive Outback model with a single-surface Wizard wing. But it is the XT 912 model with its properly named Streak wing that has already earned an experimental light-sport aircraft (ELSA) airworthiness certificate-Terri Sipantzi's two-place trainer recently made the transition from ultralight trainer to E-LSA-and it may soon show compliance as a fully factorybuilt model that can be used commercially for training and rental. Once a company puts its aircraft through the compliance process-a tall stack of paperwork that must be completed precisely-and adds features such as the costly Rotax 912 engine, the aircraft's price rises significantly. Trikes, which once retailed for $15,000-$20,000, can now soar well beyond $30,000 (though lower-cost models remain available). In 2005, Air Creation's Tanarg set a new price point for trikes, selling in the United States for more than $50,000. In comparison to the Tanarg and to most fixed-wing S-LSA currently on the market, the AirBorne XT 912 in full regalia is a relative bargain in the high $30,000 range. Given the availability of financing, these prices are well within reach even for those pilots working on more modest budgets. A Whole New Design AirBorne's introduction of the XT 912 starting in early 2004 represents a new design for the Down Under manufacturer. The XT 912 may not look all new to AirBorne aficionados (its design shows some hints of previous models), but to strap on the potent 80-hp, four-cylinder, four-stroke Rotax 912, AirBorne's designers knew they needed a structure that could handle the additional thrust with confidence. So, XT's structure was designed around the powerplant, and the XT trike frame is a completely new chassis. On the day I flew the XT 912, I also had the opportunity to fly the simpler Outback with a Wizard wing. This lower-cost model felt nearly as powerful as the XT 912 even though it is equipped with the much less potent 65-hp Rotax 582 engine. The similar feel no doubt comes because the Outback's weight is significantly less than the XT 912, and its wing is a higher-lift design. To me the similarity of feel is a credit to designers who have correctly matched engine power to chassis and wing design. The airplane equivalent of a Honda Gold Wing motorcycle, the XT 912 is a deluxe model for AirBorne. One look at the instrument panel in the aircraft I flew made this point. Centrally located in the panel was the Skydat GX2 avionics package. To the right of this multi-function, large-screen instrument was an electronic switch panel that provided the master switch, starter button, and a circuit breaker. GPS users will appreciate the power source plug on the far right. To the left of the SkyDat screen was a large airspeed indicator (ASI). A label on this instrument gave information for three AirBorne trike wings: the Streak, Edge, and Wizard. Although the Edge wing is no longer in production at AirBorne, the company continues to have ASIs made showing speeds for that wing as many are still operating in the field. VNE markings also appear for each wing. While flying the XT 912, the round analog ASI, measuring in knots, agreed remarkably well with the information presented on the SkyDat engine information system. In a central T-panel below the SkyDat screen was a compact 2-inch round communications radio surrounded by switches and plugins for the intercom system. While it's certainly a space saver, using this radio may require you to remove any gloves, as the switches are small and rather closely arranged. My test XT 912 trike had a trim wheel and cable linkages that trike builders generally call a "trimmer." XT's trimmer was easily operated. The large round knob has protrusions to help orient the trimmer's position and to provide a secure grip for manipulation. In contrast to the radio switches, the trimmer could easily be used while flying with gloves. I discovered it didn't take many twists to make the trimmer go stop-tostop. Yet this trim system didn't seem as effective as ones I've flown on some other trikes. At a level altitude with the engine set in the low 4000 rpm range, moving from one end of the trim range to the other made 6-7 mph of difference, whereas trimming some other brands has produced airspeed variances closer to 20 mph. Yet the device will reduce fatigue when you must hold the bar back or push it out to achieve your desired in-flight speed. In the open-air cockpit of XT 912, seat side rails provide a location for other controls. The choke is to the left and the throttle to the right, under the right knee of someone in the back seat. As with virtually all trikes, the primary throttle is a foot pedal on the right side of the nose wheel assembly. The front seat occupant's left foot works a brake equipped with a parking lock feature. The mast of the XT 912's chassis folds independently of the engine, allowing the bigger powerplant to remain well secured even when the trike is broken down for transport. Most trikes, including all of AirBorne's models, can be folded quite small for transport on a small trailer or in the rear of a larger pickup truck. A gas strut is used to help lift the beefy wing above the carriage, which facilitates re-assembly by one person. That's good, as the Streak wing by itself weighs more than 100 pounds and must be raised well above the chassis. High-quality Fournales oleo-pneumatic shock absorbers are used as rear suspension. At the aft of the carriage, XT 912's polyethylene fuel tank has been cleverly shaped to allow the pilot to check quantity while seated. Such a simple method is a fuel "gauge" that can never fail. The XT 912 uses a metal-framed seat back to keep the front-seat occupant from leaning heavily into the legs of the back-seat occupant. The seat back pivots forward to allow easier entry to the rear seat, and it can be adjusted to accommodate pilots of varying sizes. Optional instructor control bars allow a qualified student to fly from up front while an experienced teacher sits in the rear, able to make changes or demonstrate flight techniques as needed. The XT's nose wheel has a trailing link suspension with a shock absorber, making taxiing positive and comfortable. Though you still have to become accustomed to weight-shift aircraft and their push-right/turn-left steering, a tight turn radius is possible. Durable main gear suspension can absorb some rough fields or hard landings, and wide tires offer good traction. Aerodynamic fins built into the main wheelpants truly do aid directional stability (and in fact are rather necessary if the nose pod is as large as it is on the XT 912). AirBorne's speedy Streak wing, the standard on the XT 912, has been load tested to 5,432 pounds permitting a 992-pound maximum takeoff weight at a +6g ultimate load. Some underinformed observers think trikes look flimsy because of their free movement of wing to chassis, but those folks simply don't understand the design of these machines. Launching the XT 912 Stomp your foot on the XT 912's throttle, and you get an immediate and unmistakable response. Clearly the XT 912 has an excess of power, and it launches with boisterous enthusiasm. I anticipated this and took off my first time at around 75 percent power. It was still a fast launch. The XT combines an 80-hp engine with a Bolly carbon-fiber, three-blade prop to produce power aptly described as "awesome." As I've often found with 912-powered ultralights, careful application of the throttle is best. Despite swift acceleration down the runway, the Streak wing is built for speed, so we didn't break ground as quickly as with slower flying, high-lift wings. Still, you need to be ready for liftoff; taking an instructor along for your first liftoff is wise, even for experienced trike pilots. I measured climb at better than 1,000 fpm. In the XT 912, application of full power dramatically moves the carriage relative to the wing, yawing it by the P-factor. For my taste, the 80-hp Rotax is more power than you need, but no one is offering an ASTM-approved, 65 to 70-hp, four-stroke engine that might be a better fit. Too much power or not, in flight the Rotax 912 purred along in a comforting manner that sets a pilot's mind at ease. Plus, Rotax has built a service system for the United States and most other countries that assures owners can get any help they need. And the XT 912 can cruise quite comfortably at 75 mph, a pace that will keep up with most fixed-wing two-place ultralight trainers. It'll run over 85 mph if you want, with the never-exceed speed (VNE) set at 93 mph. For a trike, this definitely qualifies as swift. I'm only familiar with one production model trike that will sustain faster speeds, the Pegasus Quik, and only someone with considerable trike-flying experience should fly it. One downside to the power, given the XT 912/Streak's higher speeds: a fullface helmet is a requirement. Even the pull-down visor on my military helicopter helmet would not have been sufficient. Too much air would have come blasting up under the visor. Personally, I don't find the helmet requirement burdensome, but those who prefer headsetonly flying may feel differently. But, be advised; an insect strike in the face at 85 mph will ruin your day. Recoil shoulder belts are standard, and AirBorne has worked with BRS to make a bracket that facilitates mounting these emergency parachutes. Smooth In-Flight Controls When I flew the XT 912 with its Streak wing, I was fortunate. Earlier that day the air had been gusty and changeable, but as I prepared for takeoff, smoother wind conditions prevailed. It's always easier to tell how an aircraft flies when you don't need to filter out the effects of rowdy air. It was easy to tell that the XT is a stable flying machine; it flew hands off quite readily. Despite carrying a substantial carriage and heavier powerplant, the XT 912 was not particularly heavy in handling. AirBorne has achieved better handling compared to other 912-powered trikes. The secret is in the wing, naturally, but keeping the sturdy chassis as light as possible is still helpful. Yet compared to a single-place trike or a 582-powered single-surface wing/ two-place trike, I can't say the XT 912 Streak has "light" handling. However, the latest Streak wing - now in its third iteration-continues to display much-improved handling. Roll in and roll out pressures are much reduced from earlier higherspeed AirBorne wings such as the Edge. And the Streak wing has a much more predictable feel in higher-speed cruising. The wing felt solid at 75 mph, though the trimmer is useful to relieve pilot fatigue. The Streak wing is accurately named; I found it could reach 85 mph without much physical exertion. AirBorne cut its teeth making hang glider wings (and it still does), and hang glider pilots are demanding about sail cleanliness because any ripple in the wing surface can decay glide efficiency. The Streak revealed superb sail work. I noticed no flutter even when flying at the fastest speeds I could sustain. This, in turn, helps achieve greater speed. In addition, the Rotax 912 yields a quieter operation and gets better fuel economy than a 582, even though it has 15 extra hp. As I approached for landing, I was advised to make an attitude landing. This technique-practiced by Navy carrier pilots among others-recommends you set a pitch position and hold it until near touchdown. I'd also been told to use a 60-mph approach speed. These instructions stopped me from using older trike-flying techniques. If I'd pulled in, as I've done on many slower flying trikes, I would have ended up flying much too fast. Pull the nose down on the XT/Streak and you'll quickly exceed 80 mph, much too fast for a normal landing. Even at 60 mph I floated well down the runway. Later I found I could make approaches at 50 mph or even less, but the 60 mph number is a good starting figure. Thanks to the Australian government's certification program, the XT 912 with the Streak wing is tested as thoroughly as any trike you might buy. In flight, I found mild stalls despite the wing's speedy ways, and the Streak wing is pitch stable. Because it's a weight-shift machine, you'll find no adverse yaw. Purchase From Whom? Over the years, AirBorne has had a central distributor who handled customer orders directly. The company still uses what might be called its "legacy" dealers, but in the last couple of years, it has developed well-established East and West Coast representatives in the United States, each operating full time in their businesses. Both western-based Scott Johnson (US Airborne) and eastern-based Terri Sipantzi (Precision Windsports) are experienced trike pilots who understand the new sport pilot/light-sport aircraft rules and procedures. Each is well prepared to assist new customers and to establish and train new local area dealers. I believe this to be the best arrangement yet for the far-away manufacturer, especially as it also accommodates some longtime dealers in a two-tiered program. AirBorne is a professional company with many years of experience. AirBorne's principals regularly attend the major American air shows, even though doing so means a long airline flight. But they know customers ultimately like to meet the people behind the product. The XT 912 is a well-equipped aircraft. Naturally, the Rotax 912 comes with electric-starting, in-flight trim; remote choke; fuel shut-off; front and rear wheel suspension; front wheel drum brake; and an 18.5-gallon polyethylene fuel tank with built-in quantity indicator. The XT 912 breaks down easily for transport/ storage, and is ready to fly with minimal assembly after removal from its shipping crate. The base selling price for this model in early 2006 is $38,463. Only a few options are offered, or needed, because even optional carb heat is standard on the XT. The most popular options are instructor bars, a BRS chute, a Lynx intercom system (with helmets), and a radio. Shipping by air adds $2,659 to the price. Shipping insurance is 1 percent of the invoice value and covers loss or damage to the destination port. You can save a little money if you handle customs clearance yourself, but if you prefer, your dealer can manage this for you. Local taxes vary by state and are handled by the customer as part of his or her state registration. However you choose to configure your AirBorne XT 912 Streak S-LSA, I predict you'll become a satisfied customer. Those who haven't tried weightshift control aircraft ought to contact Terri or Scott and take an introductory flight. Flying a trike is simple and enjoyable, and when it's an AirBorne XT 912 Streak, you're in for a treat. AirBorne's trikes live up to the Aussie cowboy heritage; they're built tough for hard use. Even if you never see the Great Australian Outback, you'll love the sturdy construction of these aircraft for a long life of flying.