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Evolution Trikes Revo

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A Threat? Yes, Possibly! Density Altitude Commands Your Respect

By Paul Hamilton || July 2, 2021 4 Comments

Since I also hear questions regarding techniques to fly in mountains, why not combine these two challenges? This information can be useful to anyone who flies any kind of aircraft anywhere in the world. To provide the best information, I went to an expert. I know a thing or two about airplanes but Paul Hamilton, founder of the Sport Aviation Center, is an expert trainer, not only writing and making videos on the subject for years but regularly providing flight instruction. Further demonstrating his versatility he does so in three-axis and weight shift. I asked Paul to compose a short lesson about density altitude and he quickly complied. —DJ

Hot days at high elevations with a full load means you need much more runway.

It was a hot day (80 degrees Fahrenheit) at Lake Tahoe Airport (6,268 feet MSL). The airplane was loaded with a big guy (who reported 250 pounds) and nearly full fuel. We had a light tailwind because the airport has rising terrain to the south and we needed to take off to the north over flat terrain towards the lake. Applying full throttle, we began moving down the runway …rolling, rolling, rolling. It felt like eternity to accelerate and finally lift off and we were going way faster over the ground while climbing sluggishly over the marshland to the lake. Three of the basic performance problems which have led many General Aviation aircraft accidents were present here:

High density altitude
Max gross weight
Tailwind

Mountains and high density altitude demand your attention.

The LSA we were using performed great, but revealed a big difference in performance compared to sea level flying. Let’s break this down into the components and look at why this Nevada attempt took so long to take off. FAA’s definition for density altitude:

“Pressure altitude corrected for temperature and humidity."
Common sense definition – “less air” (density) resulting in reduced engine power plus faster takeoff, stall and landing speeds — because true air speed goes up.

Starting with the FAA definition, pressure altitude is found by setting the altimeter to 29.92 inches of mercury (standard pressure) and reading the resulting “pressure altitude” on the altimeter. Low barometric pressure, less air above you, results in higher (less dense) pressure altitude. High barometric pressure, more air above you, results in a lower (more dense) pressure altitude.

Pressure Altitude Chart

From the well-known FAA diagram (pressure altitude) we can see that with higher barometric pressure you could lower your pressure altitude by by up to 1,000 feet or so, from 6,500 to 5,500. Falling pressure raises your density altitude by up to 2,000 feet 6,500 to 8,500. Typically, it would be less but for calculation expect atmospheric pressure could raise or lower your standard temperature altitude by 500 feet. Now let’s look at temperature. Standard temperature for 6,500 altitude is about 37 degrees F. If we have a hot day say 80 degrees F, the pressure altitude is 6,500 feet, but density altitude goes up to 9,500 feet. Note that variations in temperature can cause the density altitude to go up 3,500 feet altitude and pressure altitude only 500 feet variation. Temperature makes a much bigger difference in density altitude. You can use any app, the classic E6B computer, or an electronic E6B to find density altitude. You can also listen to the AWOS; you have various ways to determine density altitude. Now, how does density altitude affect performance? Let’s start with the rule of thumb I teach and use as a basic for density altitude performance. Take this with you.

At 8,000 feet density altitude, it takes about twice as long to lift off as it does from sea level.

This is derived from various performance parameters, and it could be 7,000 foot density altitude but 8,000 feet is a good round number for this rule of thumb.

Temperature and Density Altitude Chart

Why is this? First, for every 1,000 feet increase in density altitude, the engine loses about 3% power or thrust. So at 8,000 feet density the 100 horse engine is only producing 76% of the thrust, a 24% loss of thrust. Second, if you rotate at 60 knots indicated airspeed at sea level, then at 8,000 foot density altitude your true airspeed (ground speed in calm air), rotation speed would be 68 knots. Keep in mind your visual reference to the ground speed for takeoff and landing is going to go up 13%. This is why people tend to stall during takeoff and landing, because they feel they are going faster than they normally do. Indicated airspeed, not true airspeed, is what counts in stall. Therefore, at 8,000 foot density altitude you have 24% less thrust and must get going 13% faster to rotate. All that weight and mass has to gain that much more momentum with significantly less engine power. Loose/loose or bad/bad situation. Now look at climb rate, your ability to get away from the earth. A 1,000 foot density altitude decreases climb rate by 8%. An 8,000 foot density altitude reduces climb rate by over 60%.

The Koch Chart is the classic many use to determine performance and a well known standard. General aviation aircraft typically have great performance tables and graphs, but LSA and even more so, ultralights, may come with rather basic performance guidance so this Koch Chart is a great tool. Let’s go back to my original example and use the rule of thumb with the density altitude of 9,500 feet MSL, plus that tail wind of 10%. Takeoff speed will increase takeoff roll by 20% to the density altitude factor. Now you have just under three times the takeoff roll as you would at sea lever standard conditions. In such conditions, you will eat up a lot of runway to get off the ground.

Light-Sport Aircraft typically have good performance at high density altitudes because with the typical 100 horsepower and max gross weight or 1,320 pounds the power-to-weight ratio is better than larger, heavier aircraft.

Paul's Experience with LSA

My 1,000 pound weight-shift control trike and Sling 2 at 1,320 pounds, both with the 100 horsepower Rotax 912iS fuel-injected engine are getting 300 FPM climb at 12,000 foot density altitude, which I typically fly in the mountains. No problem taking off at South Lake Tahoe airport but the increase in takeoff roll is noticeable. The carbureted engine performs almost as good with automatic mixture control.

Giving lessons in the Evolution Aircraft Revo over mountainous terrain.

I have had a number of people who are thinking about buying a LSA with a 100 horsepower engine who are worried about LSA and density altitude. We go flying and they are really impressed with the performance as we cross the mountains at 10,000 feet (12,000 foot density altitude) and land/takeoff at South Lake Tahoe airport (TVL). The high-drag Quicksilver with a Rotax 582 (65 horsepower at sea level) barely climbs at Carson Airport 4,700 pressure altitude with 7,000 foot density altitude; it has only 100 FPM climb, not enough to climb out depending on other conditions such as convective lift. Ultralights typically do not have that much power to begin with so they also do not climb the best at high density altitudes. You can look at performance at sea level for a guide to how an aircraft will perform at high density altitudes

Paul and Loretta Hamilton enjoy the beautiful area around their home base, flying in a The Airplane Factory Sling 2 LSA.

Overall, you need to take the performance at sea level standard conditions, which the manufacturer typically provides optimum pilot and light weight conditions, and look at the density altitude or Koch chart to determine the performance of your LSA or Ultralight. The recipe to disaster is the airplane that flies up from sea level to South Lake Tahoe in the cooler morning. Headed home by afternoon, they load family, luggage and fuel. In the heat of the afternoon the airplane easily stalls on takeoff or climbout. Remember, they were facing — high density altitude (high elevation plus heat), were likely near max gross weight, and had a tailwind. Don't be that pilot. Density Altitude is a condition to be considered seriously.

An accomplished photographer and videographer for years, Paul captures some marvelous views. In this striking image, a Sierra wave cloud is forming. For years, sailplane pilots have used wave formations to soar to amazing heights (flying the lifting leading edge of the wave).

Normally, this website focuses tightly on airplanes and the equipment and services needed to keep them flying. However, on regular occasions, I receive questions about density altitude and light aircraft. A surprising number believe LSA perform less well than legacy airplanes in these conditions. (They’re wrong.) Since I also hear questions regarding techniques to fly in mountains, why not combine these two challenges? This information can be useful to anyone who flies any kind of aircraft anywhere in the world. To provide the best information, I went to an expert. I know a thing or two about airplanes but Paul Hamilton, founder of the Sport Aviation Center, is an expert trainer, not only writing and making videos on the subject for years but regularly providing flight instruction. Further demonstrating his versatility he does so in three-axis and weight shift. I asked Paul to compose a short lesson about density altitude and he quickly complied.

All Revved Up — Succeeding Brilliantly in 2020; Flying for Fun Defies Covid-19

By Dan Johnson || October 13, 2020 9 Comments

You can see market numbers for the last quarter in this article — or review all LSA and Sport Pilot kit market info in this dedicated area. Get results for every American light aircraft on Tableau Public.

If you read the recent article closely, you saw that not only are single seat aircraft enjoying good sales but Part 103 ultralights may be going stronger than in many years …possibly the best ever. I wish we could report 103 ultralight market shares but as they do not have to register with (and get an N-number from) FAA, we have no third-party way to evaluate the numbers accurately. Add the U.S. experience of the last year or three to overseas sales activity and I think most aviators around the world might be amazed at the strength of this market. Certainly, this is an under-reported category. Germany has its 120-Kilogram class (very similar to Part 103 parameters). England has its SSDR (Single Seat DeRegulated) class plus Sub-70. The latter is for very light aircraft weighing less than 70 kilograms or about 154 pounds, essentially a self-launching hang glider. This not a big market in the USA but put all these classifications together and add them to relaxed regulations for the very lightest powered aircraft in many other countries and you can see this is a more active and diverse aircraft market than you probably knew.

Evolving "Rev"

First, Evolution Trikes introduced their super-deluxe Revo. Later came the Part 103 Rev, followed by a more potent RevX. Then came their Revolt, an open cockpit two seater. All the Revs carry a lower price tag than the sophisticated Revo. This surely accounts for some of the volume but clearly, as mentioned in the video below, it appears weight shift aircraft are enjoying some kind of revival.

In recent years, boss Larry Mednick observed that their "tube-trike" line has been growing in strength. In the video below you will hear him say, "We have officially built more Rev, RevX, and Revolts than we have ever built Revo (models)." The Ferrari of their line, Revo, has been out for 11 years, debuting in 2009. Rev was introduced only four years ago and Revolt only two years. For these "tube-trikes" to have eclipsed Revo in sales numbers is quite remarkable. Why is that? Lots of reasons explain purchase decisions even disregarding the lower purchase price of simpler aircraft: Single seaters are doing well. Evolution is selling many aircraft. And lots of younger participants have emerged.

"I don't know what's in the water… I don't know what's going on this year, but the phone has not stopped ringing about these [aircraft] and we are certainly having a record-breaking year," Larry said. He added, "We have three times as many orders this year compared to last year and double our best year since we started in business." Of particular note: "We are seeing a lot of younger buyers. I've never seen so many buyers under 50 [years old] getting involved. We're seeing a lot of buyers in their 30s and 40s; it's very encouraging," Larry enthused. Maybe you don't care about weight shift or other alternative aircraft like powered parachutes, gyroplanes, and motorgliders, but these all bring new pilots into aviation and new pilots often eventually upgrade to faster aircraft so the one you just bought might sell to one of these pilots in the future. I urge you to watch the video below and hear from Larry yourself. Thanks to great work by Videoman Dave of the Light Sport and Ultralight Flyer YouTube channel.

New Model Coming: RevXS

I will let Larry tell you himself about this newest entry in his "tube-trike" line. However, I remind you that you read and heard it here first.

https://youtu.be/v5XxJaVC4J8

You can see market numbers for the last quarter in this article — or review all LSA and Sport Pilot kit market info in this dedicated area. Get results for every American light aircraft on Tableau Public. If you read the recent article closely, you saw that not only are single seat aircraft enjoying good sales but Part 103 ultralights may be going stronger than in many years …possibly the best ever. I wish we could report 103 ultralight market shares but as they do not have to register with (and get an N-number from) FAA, we have no third-party way to evaluate the numbers accurately. Add the U.S. experience of the last year or three to overseas sales activity and I think most aviators around the world might be amazed at the strength of this market. Certainly, this is an under-reported category.

Newest SLSA (#145) Is Evolution Trikes’ Revolt

By Dan Johnson || March 31, 2018 8 Comments

Evolution's Revolt two-seat trike. The newest model from the Florida builder fits between Revo and Rev.

The newest SLSA on our List is a weight-shift control aircraft from Evolution Trikes, the folks who put the trike world on a pedestal with their remarkably deluxe and superbly finished Revo (see our Video Pilot Report of Revo and Part 2). Following that BMW of trikes (Revo) Evolution released Rev, a Part 103-capable single seat trike. A year ago, the company debuted a new model, called Revolt. In less than a year, this model went from pre-flying debut to a fully ASTM-compliant aircraft. Evolution, lead by Larry Mednick, started ASTM work in June 2017. Testing was completed by December 15, 2017 and they felt ready for an FAA inspector but it took time to arrange a visit from an agency. In the case of any new model, FAA in Washington, DC can choose to require an official, full-blown audit, meaning three or four full days' work by three or four FAA staffers. Illustrating that (1) the industry has matured and now does ASTM compliance work well, and (2) that Evolution has done their job well, FAA decided no full audit was needed. Instead they sent someone from FAA's Orlando, Florida MIDO* office.

(L-R) Amy Saunders, Larry Mednick, FAA's Tom Hayden, and Dan Saunders.

FAA sent Tom Hayden from Orlando's MIDO. Experienced FAA auditors Terry Chasteen and Bob Franklin gave Tom the go-ahead to do this himself. Hayden spent about five hours at Evolution, said Larry. He looked at required documentation (maintenance manuals, quality program, and more) to find everything in order thanks partly to Evolution's successful FAA audit of Revo two years ago. This is a great example how good, dedicated work by LSA builders pays off when they introduce new models. Remarkably, FAA had no findings and therefore no corrections were needed. This is admirable. Normally, any company will slip up on some minor point or two (perhaps easily corrected) but it's fairly rare for a company to get a clean bill of health immediately. Amy Saunders, a key member of the Evolution team explained, "We prepared for a full audit." That kind of good preparation clearly paid off.

Not Their First (Audit) Rodeo

Evolution was not only prepared but had qualified help. Dan Saunders aided Larry and Amy as they got ready for the inspection. Dan has already earned his credentials as he worked with Abid Farooqui of SilverLight when Progressive Aerodyne underwent a full audit for their Searey amphibious LSA. They had some minor findings but all were addressed before FAA left so Searey was accepted that day. FAA big shots still refer to this achievement as a first proving that Dan and Abid know their stuff. It further shows an industry that now well understands how ASTM compliance works. Dan was involved with using Solid Works engineering software to prepare Revolt. He was also brought in for the audit of Revo but has been involved since the beginning of Revolt. "He set up all the testing (drop tests, etc.) and certifications plus he reviewed all our documents," said Larry.

Larry Mednick debuted the Revolt at last year's (2017) Sun 'n Fun to a crowd of news reporters and interested persons.

Evolution was so sure they had this nailed — correctly as it turned out — that the Zephyr Hills airport-based Evolution has already built 10 Revolt aircraft. "We were certain we had done it correctly," observed Larry. "From debut to test flying to FAA approval took only about one year," added Larry. "We had remarkably few changes to the aircraft though we've added a few options that were not shown at 2017 Sun 'n Fun." Amy did the production test flight as required, flying in winds gusting 16 knots. For a weight shift aircraft, this can demand good skills yet Amy rose to the task. Read more about Revolt here, priced beginning at $45,900. Even better, come to Sun 'n Fun 2018 and see the fully approved model, as shown in the nearby photos. Hearty congratulations to Team Evolution for a job well done!

* MIDO is Manufacturing Inspections District Office

The newest SLSA on our List is a weight-shift control aircraft from Evolution Trikes, the folks who put the trike world on a pedestal with their remarkably deluxe and superbly finished Revo (see our Video Pilot Report of Revo and Part 2). Following that BMW of trikes (Revo) Evolution released Rev, a Part 103-capable single seat trike. A year ago, the company debuted a new model, called Revolt. In less than a year, this model went from pre-flying debut to a fully ASTM-compliant aircraft. Evolution, lead by Larry Mednick, started ASTM work in June 2017. Testing was completed by December 15, 2017 and they felt ready for an FAA inspector but it took time to arrange a visit from an agency. In the case of any new model, FAA in Washington, DC can choose to require an official, full-blown audit, meaning three or four full days’ work by three or four FAA staffers.

Women in Aviation — Amy Saunders

By Dan Johnson || August 19, 2016 1 Comment

Videoman Dave and I decided we need to do several videos in support of increasing the number of women involved with flying. Amy is a darn impressive pilot. Her background included fixed wings but she made the jump to trikes flying the spectacular Evolution Trikes Revo. Join us as we start to interview more women pilots. You'll find Amy a fun interview and she's got both the enthusiasm and knowledge to be the good pilot she is.

Videoman Dave and I decided we need to do several videos in support of increasing the number of women involved with flying. Amy is a darn impressive pilot. Her background included fixed wings but she made the jump to trikes flying the spectacular Evolution Trikes Revo. Join us as we start to interview more women pilots. You’ll find Amy a fun interview and she’s got both the enthusiasm and knowledge to be the good pilot she is.

Evolution Trikes — Revo VPR (Part 1 – in flight)

By Dan Johnson || August 19, 2016 2 Comments

Come on along as we fly the most deluxe trike you can buy. This is the Evolution Trikes Revo and it is really something. Aloft with designer and trike pilot extraordinare, Larry Mednick, he offers instruction -- as we prefer so you experience what it might be like to fly an aircraft you may never have flown. "Trike" is a generic abbreviation for weight shift aircraft. This one is a Special LSA version and it can blaze along faster than 100 mph. Don't believe that? Join us as we prove the point. TRT: 29 minutes (Part 1 of 2)

Come on along as we fly the most deluxe trike you can buy. This is the Evolution Trikes Revo and it is really something. Aloft with designer and trike pilot extraordinare, Larry Mednick, he offers instruction — as we prefer so you experience what it might be like to fly an aircraft you may never have flown. “Trike” is a generic abbreviation for weight shift aircraft. This one is a Special LSA version and it can blaze along faster than 100 mph. Don’t believe that? Join us as we prove the point. TRT: 29 minutes (Part 1 of 2)

Evolution Trikes — Revo VPR (Part 2 – details)

By Dan Johnson || August 19, 2016 Leave a Comment

In this somewhat shorter video, Part 2 of 2 for our Evolution Trikes Revo Video Pilot Report (VPR), Dan shows you many of the well-considered details for their most deluxe trike. Evolution also makes a far lower cost, simpler trike called Rev (video also available here on ByDanJohnson.com). Besides Dan's comment we bring in developer Larry Mednick to explain Revo's very sophisticated in-flight pitch trim. We also review costs and various ways you can buy Revo. TRT: 16 minutes

In this somewhat shorter video, Part 2 of 2 for our Evolution Trikes Revo Video Pilot Report (VPR), Dan shows you many of the well-considered details for their most deluxe trike. Evolution also makes a far lower cost, simpler trike called Rev (video also available here on ByDanJohnson.com). Besides Dan’s comment we bring in developer Larry Mednick to explain Revo’s very sophisticated in-flight pitch trim. We also review costs and various ways you can buy Revo. TRT: 16 minutes

Evolution Trikes — Revo (2013)

By Dan Johnson || August 19, 2016 Leave a Comment

We have looked at the Revo trike before and I've come to love this handsome hotrod weight shift LSA. Yet developer Larry Mednick keeps on changing this aircraft, so much so that we have to keep taking another look. At Sebring 2013, we spoke with Larry to hear about the newest refinements to this deluxe rig that may be the most evolved trike in the world (not to say some others aren't great, but few update and upgrade as often as Evolution).

We have looked at the Revo trike before and I’ve come to love this handsome hotrod weight shift LSA. Yet developer Larry Mednick keeps on changing this aircraft, so much so that we have to keep taking another look. At Sebring 2013, we spoke with Larry to hear about the newest refinements to this deluxe rig that may be the most evolved trike in the world (not to say some others aren’t great, but few update and upgrade as often as Evolution).

Evolution Trikes — Revo

By Dan Johnson || August 19, 2016 Leave a Comment

Among many of the world's deluxe trikes, Evolution Trikes' Revo rises to the top of the stack. The all-American-made hot rod is loaded with custom-designed features that should attract the closest examination. Revo also performs like a winner with blazing top speed yet reassuring landing approach speeds. The sophisticated carriage handles rough fields with ease.

Among many of the world’s deluxe trikes, Evolution Trikes’ Revo rises to the top of the stack. The all-American-made hot rod is loaded with custom-designed features that should attract the closest examination. Revo also performs like a winner with blazing top speed yet reassuring landing approach speeds. The sophisticated carriage handles rough fields with ease.

VIDEO — Video Pilot Report: Evolution Revo

By Dan Johnson || January 7, 2016 4 Comments

Sometimes I am pretty darn sure I may have the best job in the world, or at least one of the best jobs. Other times, it seems like work, as does any job. However, when it's good, it can be ecstatically great, no question about it. One time I know this is the case is when I get to go aloft in a truly great flying machine with an excellent instructor or demo pilot to explain their aircraft and show me how to optimize the machine. Such was the situation when I got to fly the Evolution Trikes Revo with Larry Mednick at the Arizona Copperstate show in October 2015. We hadn't been to this event for some time and mid-fall in Casa Grande demonstrated why they hold it then.

I grew up in the desert and to this day, I find that landscape beautiful. I love green trees covering granite mountains, or ocean views, but the Arizona desert is simply stunning to my eyes. To see it so perfectly well as you can in an open cockpit aircraft like Revo is very special. You see desert charm in the photos accompanying this article, but I think the video conveys it even better. So, come on along ... let's go for a flight. As I've said in previous writing and earlier videos, Revo is one of those aircraft that gets better looking the closer you examine it. Larry and his team — including the delightful Amy Saunders, and dad, Phil — have not overlooked a single, even minor, item. The hardware detail is absolutely exquisite in every knurled knob, sweeping sculpture of fiberglass, or shiny, anodized aluminum component. If you don't believe my enthusiasm, I encourage you to scrutinize Revo with a magnifying glass. In Revo, you can have digital glass instrumentation. Radios and intercom work well through helmet headsets. Controls are available front and back seat and that applies to the hand and foot controls needed to fly a trike. Seats are comfortable and the rear seat has excellent forward visibility.

A one-piece curved mast — the massive strut connecting carriage to wing — provides added comfort for the passenger. The front seat offers quick-adjust foot pedals for even the tallest of pilots. An airframe parachute is available and installed — like everything else — in a most sanitary manner. All carriages are available in brilliant colors and many hardware parts are color coordinated to the overall color scheme. Our Revo videos — you see both below or find more on our LSA Videos page with hundreds more — reveal the equivalent of a half-hour flight lesson. During the flight you can quite clearly hear Larry's instruction to me as I worked to refine my technique for this evolved trike. Over the years, I've accumulated quite a few hours flying a wide range of trikes (dating back further than I care to admit). I've enjoyed most of those hours but handling a few trikes were more like working out on a Nautilus machine. Revo is nothing like that. On the video you'll hear us talk about control bar pressures and you'll see each of us execute steeply banked roll reversals. Revo is pushed aloft with great vigor by a 100-horsepower Rotax 912iS engine. The wing, called Rival S is a 12.4 meter wing, meaning it has 133 square feet of area. Evolution has worked equally hard on the wing as they have on the carriage. In the old days, sturdy trikes like Revo were very difficult to fly, certainly so if they were also fast. I once admitted doubt that Revo would be different, but somehow the magic of sail sewing — itself something of an artform — has risen to the challenge. To relieve the pilot's effort — just as in any three-axis airplane — Revo offers electric in-flight adjustable speed trim. This isn't the trim of yesteryear on trikes; this is done as well as any airplane trim system. They say it "Gives effortless cruise up to 100mph." I can confirm this and video proves it. Below, you see both videos comprising our two-part Video Pilot Report (VPR) on the Evolution Revo. First is the in-flight portions (29 minutes) followed by a cockpit and details review (16 minutes). Enjoy! Watch more than 1,000 videos ... on Videoman Dave's YouTube channel publishing as SportAviationMagazine.com. Your support of Dave's YouTube channel allows him to do his work. Please consider subscribing annually or Lifetime.

Sometimes I am pretty darn sure I may have the best job in the world, or at least one of the best jobs. Other times, it seems like work, as does any job. However, when it’s good, it can be ecstatically great, no question about it. One time I know this is the case is when I get to go aloft in a truly great flying machine with an excellent instructor or demo pilot to explain their aircraft and show me how to optimize the machine. Such was the situation when I got to fly the Evolution Trikes Revo with Larry Mednick at the Arizona Copperstate show in October 2015. We hadn’t been to this event for some time and mid-fall in Casa Grande demonstrated why they hold it then. I grew up in the desert and to this day, I find that landscape beautiful. I love green trees covering granite mountains, or ocean views, but the Arizona desert is simply stunning to my eyes.

VPRs & More at Copperstate 2015 (Part 1)

By Dan Johnson || November 7, 2015 Leave a Comment

The main view above was taken toward the end of the day. On Friday and Saturday the ramp was packed with show planes and a large number of aircraft that flew in for the day.

Videoman Dave takes his camera aloft in the AirCam with Phil Lockwood.

A couple members of Videoman Dave's fan club wanted to pose for a photo in front of the Bumblebee Revo that we fly for a Video Pilot Report. Amy Saunders (L) and Nicole DeLuca both fly the Revo. Nicole is in training and Amy has flown from Florida to Oshkosh and to the West Coast and back. The Bumblebee-themed Revo belongs to Henry TrikeLife.

Updated 11/5/15 with video at end ... We went. We flew (and flew). We shot video ... lots of video. Videoman Dave's dual hand held cameras got a workout as did our six Garmin VIRB cameras. We did more of our popular interviews but we also captured multiple angles on several aircraft as we continue to build our expanding library of VPRs or Video Pilot Reports. Nearly always hard at work on terra firma, Dave went aloft (photo) to get some air and to capture aerial images. Dave took a seat in the twin-engined AirCam with company designer and boss, Phil Lockwood so you can see Copperstate 2016 from the air. Honestly, I can hardly imagine how Dave keeps track of those hours and hours of video much less organize them into the productions you enjoy to the tune of 1.5 million minutes a month of viewing. Quite a number of you came up and offered Dave and I appreciation for this effort and we most assuredly like the encouragement this represents. Don't worry. We'll keep making more! Started 43 years ago in 1973 Copperstate Fly-In has been a stalwart of western shows supporting a large pilot population in Arizona and surrounding states. Copperstate is a volunteer run, non-profit organization, which they describe as "dedicated to promoting recreational and general aviation through events, scholarships, and public education." Copperstate's leadership added, "Proceeds from the Copperstate Fly-In help support scholarship programs for youth seeking careers in the aerospace industry." Between 5,000 and 7,000 people come out to view aircraft and more, this year including (on Saturday) a large collection of gorgeous vintage automobiles. Late October in Arizona is a beautiful time of year with abundant sunshine but lacking the scorching heat of summer. AIR CAM — This constant flying of airplanes for Video Pilot Reports ... it's hard work but somebody has to be willing to do it. OK, that was a tongue-in-cheek comment as I take very little encouragement to climb into the front seat of an AirCam. Doing so over the beautiful landscape (to my eyes, anyway) surrounding Copperstate was pure pleasure. That this is also my job just proves the right kind of work can be a joy. Before the event started, I went aloft with Lockwood Aircraft main man, Phil Lockwood. This was our first VPR since the Midwest LSA Expo in early September and we had to fiddle with our flock of VIRB cameras to get everything set. Phil and his sales manager, Robert Meyer were very patient but we finally went airborne with all cameras recording both video and our audio conversations while aloft. We hope you'll enjoy this when it is posted. (Please be patient; video editing is very time consuming work.) AirCam is such a pleasure to fly. Of course, it performs extraordinarily well with 200 horsepower pushing it enthusiastically into the sky. However, I learned from Phil that in modest cruise, he can reduce fuel consumption to 3.5 gph ... and that's for BOTH engines. AirCam can also fly slowly with full authority thanks in part to its huge vertical fin. It looks right-sized on this aircraft but in my opinion looks aren't what matter. Flying qualities are superb on this aircraft and that big tail is a major reason why. I look forward to tell you more on the VPR. REVO — Speaking of powerful machines with good performance, how about Revo? Hoo yah! I've described Revo as the most deluxe weight shift trike built by anyone and I stand by that comment after experiencing not one but two Revos at Copperstate. Revo is also one of the best performing trikes I've flown. This rig will blaze along faster than 100 mph, the virtual sound barrier for weight shift aircraft. Now in talking to other trike enthusiasts at the event, some said more than $100,000 for a tricked out Revo is too much and that it's too fast. That's fair. If you want something more modestly priced, you have many choices including some desirable aircraft from North Wing and others ... but also from Revo maker, Evolution Trikes. Their single seater Rev, which I have yet to fly, can be had for much less than $20,000 ready-to-fly as a Part 103; many options are available, which will increase cost and move it out of 103 but the point is you have several choices from Evolution. Price aside, even after six years of observing Revo, I remain amazed at the level of detail Larry Mednick and his team have engineered into their top-of-the-line aircraft. The trike carriage is a brilliant melding of art and function but I want to mention the wing. Also their own configuration, some believe a trike this heavy cannot handle well. Indeed, that's been true with several other trikes, but Revo handles with remarkable ease and it's trim systems (pitch and yaw) work beautifully. If you never tried a weight shift, here's one to consider early although it may spoil you for any other model. See more in the VPR when it's ready. In Copperstate Part 2, I'll cover our work on the Kitfox STi, a pair of Slings, and more women in aviation as we look at a special SuperSTOL. Click back soon! Catch one of our first Women-in-Aviation videos with Amy Saunders of Evolution Trikes below ...

Updated 11/5/15 with video at end … We went. We flew (and flew). We shot video … lots of video. Videoman Dave’s dual hand held cameras got a workout as did our six Garmin VIRB cameras. We did more of our popular interviews but we also captured multiple angles on several aircraft as we continue to build our expanding library of VPRs or Video Pilot Reports. Nearly always hard at work on terra firma, Dave went aloft (photo) to get some air and to capture aerial images. Dave took a seat in the twin-engined AirCam with company designer and boss, Phil Lockwood so you can see Copperstate 2016 from the air. Honestly, I can hardly imagine how Dave keeps track of those hours and hours of video much less organize them into the productions you enjoy to the tune of 1.5 million minutes a month of viewing.

DemoVenture 2015 — Flying at Oshkosh

By Dan Johnson || August 21, 2015 Leave a Comment

Your author finally got a chance to fly the Icon A5 at AirVenture Oshkosh 2015. Watch for an upcoming Video Pilot Report on this warmly-received LSA seaplane.

M-Squared's Breese 2 powered by a Rotax 912 flew many demo flights and drew the vice mayor from the Chinese city of Anyang who visited AirVenture with a delegation.

The ultra-deluxe Revo trike flew an impressive number of demo missions. The Chinese group see interest in weight shift aircraft in their country and paid a visit to Evolution Trikes' display. See plenty of activity on a fun video found on Evolution's Facebook page (August 17, 2015 post).

Shows like Sebring and Midwest LSA Expo are known for being great places to demo fly a Light-Sport or light kit you may be considering to buy. They earned that reputation because it is typically much easier to fly at those lower-key, less crowded events than at giant shows like AirVenture. However, some companies make demo flying a mission at Oshkosh and this article covers three that delivered an exceptional number of demo flights. Icon reported doing around 150 demonstration flights in the first public outing of the long-awaited LSA seaplane. Writers for aviation's largest magazines got their private crack at the new bird beforehand ... since returning from Oshkosh, I've seen A5 on the covers of Flying, AOPA Pilot, Sport Aviation, and Plane & Pilot. That's an enormous splash. I can't recall any single aircraft capturing all four titles in the same month, quite a credit to Team Icon for deftly executing such a major marketing push. Once arriving in Wisconsin, Icon made sure many their owners-in-waiting got a chance to fly the bird they hope to own before long. Interspersed among them, more aviation journalists got their chance. I had to bide my time until near the end of the week due to an intense schedule and a couple days of less than ideal weather, but I finally got my shot at the much-talked-about LSA. Icon staffers were very accommodating, even mounting four GoPro cameras on the A5 in which I flew with ex-military jock and now Icon's vice president of sales and marketing, Craig Bowers. Look for our coming Video Pilot Report as soon as the video editing can be completed. Icon did their demo flying off-site where they could better control the experience. A group of perhaps 15 personnel moved people in and up in a pair of A5s with some staffers first briefing each pilot while others took care of fueling, taking photos, assisting the water docking and more in the expert fashion we've come to expect from the California company. Next we move to a man I anointed as the "Demo King" of AirVenture in previous years thanks to his amazing performance at getting people aloft from the Ultralight Area runway at Oshkosh. Compared to Paul Mather of M-Squared Aircraft, Icon is a Johnny-come-lately to this activity. Beyond making SLSA and kit versions of his Breese line, Paul is also a DAR (Designated Airworthiness Representative) who assists others with getting approval for their Light-Sport Aircraft. He is very knowledgeable and very experienced. Paul reported, "We flew 98 fights, about ten of which were to area volunteers; through these flights, we put 9.8 hours on our 912-powered aircraft." Paul has always been gracious about getting hard-working volunteers a chance to see their area as a form of reward for their hours of unpaid work. He added, "We also did two photo shoots for EAA." He explained that the photography missions were done with an automatic camera that captured more than 3,000 pictures, at least one of which EAA used in giant size in the main area of the event. "The automatic camera was operated by a subcontractor from National Geographic magazine." He was a very large fellow further proving the strength of Paul's open cockpit airplane. "His fisheye lens took in almost the entire field at Oshkosh," Paul added. Paul was member of our travel delegation to China, where he found sales for his M-Squared models. Of our group, he was one who had earlier experience in this part of the world. His flying machines may fit an emerging aviation market due to very reasonable prices (less than $40,000 for a ready-to-fly SLSA) and being simple to fly. As seen in the inset photo, Anyang vice mayor Zhang Manru visited Paul's display along with other associates from China. Evolution Trikes made another airshow splash. Although they set a blazing pace for demo flying — more on that below — what may distinguish the company the most was their trek from central Florida in four Revo weight shift aircraft, a 17-hour journey. Anyone who says trikes can't fly long distances evidently never examined one from Evolution. Evolution's Larry Mednick reported that AirVenture 2015 was "one of the busiest shows I can remember. The flight pattern in the 'Fun Fly Zone' was so full it was difficult to get a chance to land at times." He added, "The flight line was packed with smiling faces watching the takeoffs and landings that were happening every few seconds." He observed that more people than ever evidently wanted to experience the fun instead of just sitting on the side lines." "We flew two Revo aircraft almost every minute we were allowed to fly and we had a line of folks holding onto yellow waivers waiting for their opportunity to go up next." The Revo demo pilots kept very active — a fact many in the Ultralight Area noticed. Larry reported more than 120 demo flights given. "One of my fondest memories is of a young boy who was next in line to fly when the field shut down operations," recalled Larry, who promised the lad he could fly the next day. "Sure enough the youngster walked up to our booth with his yellow waiver in his right hand while waving with his left. His time was limited as his dad and grandfather wanted to depart soon. Concerned he might miss his chance, he trudged away with his head a bit down. Ten minutes later he came running back with the biggest smile on his face. He'd convinced Dad to wait a bit longer later so we strapped him in and off we went. He took the controls and flew better than most of the adults that had their hand at piloting a Revo earlier that week." So, three Light-Sport companies flew more than 360 demos with five aircraft. I have no way to know, but my bet is that is more than nearly all the other companies all over the sprawling grounds of Oshkosh ... combined. Bravo!

Fixed wing or Flexwing; Take Your Pick

By Dan Johnson || July 4, 2011 Leave a Comment

I am only aware of one company* in the USA that offers you a choice of a conventional three-axis fixed wing or a weight-shift control (WSC) flexwing. Why do this? Simple. Not all pilots want the same kind of aircraft and some of us like both kinds of flying. It happens that the boys from Zephyr Hills airport have two interesting machines and you ought to know about them. "Boys" in this case refers to Abid Farooqui, Larry Mednick, and Phil Mednick; the latter are a son and father combo. Abid and Larry are trike guys while Phil is the fixed wing fellow and they display not only expertise, but as the impressive Revo development shows, they bring genuine creativity to the aircraft. This trio of talent operates several businesses, including a flight school.

One company, Apollo Aircraft, offers the Columbian-designed Ibis Magic as well as the Apollo LSA (formerly Apollo Fox). This Florida company started by representing — indeed takes its name from — the Hungarian trike and fixed wing producer by that name; their representation of the European manufacturer started Tampa Bay Aerosports in the sales business. Along the way, Apollo Aircraft got more involved with aiding the manufacturer, an action they now apply to the Ibis Magic as they push the all-metal high wing through ASTM certification.

Another company, Evolution Trikes, offers the Revo, the latter being THE most stunning example of a weight shift among the many I've flown; and I don't say that lightly as some other WSC machines are superb. Many attributes of the Revo are surprising, such as this open-air cockpit providing cabin heat... and it works! The highly engineered Revo carriage (gear, cockpit, engine... that attaches to the wing) is closer to a Honda Goldwing touring motorcycle than the basic weight-shift trikes of the 1990s. Evolution designed the rig and has components built in the USA by contractors near their home base. Formerly, Evolution worked with Powrachute, but they've since shifted to local resources to enhance quality control.

The Tampa Bay Aerosports operation offers trike instruction and handles maintenance plus customer support at Zephyr Hills Airport, located to the northeast of the Florida metropolis on the Gulf of Mexico. As proof of their effort, "Revo won the Grand Champion Light Sport Aircraft at the 2011 Sun 'n Fun airshow," boasted Larry. Now adding the Ibis fixed wing, this Florida enterprise can supply what American pilots may seek, and at prices most can afford. * Though you probably didn't realize, Pipistrel — maker of sleek machines like Virus, Sinus, and Taurus fame — also makes a weight shift design.

I am only aware of one company* in the USA that offers you a choice of a conventional three-axis fixed wing or a weight-shift control (WSC) flexwing. Why do this? Simple. Not all pilots want the same kind of aircraft and some of us like both kinds of flying. It happens that the boys from Zephyr Hills airport have two interesting machines and you ought to know about them. “Boys” in this case refers to Abid Farooqui, Larry Mednick, and Phil Mednick; the latter are a son and father combo. Abid and Larry are trike guys while Phil is the fixed wing fellow and they display not only expertise, but as the impressive Revo development shows, they bring genuine creativity to the aircraft. This trio of talent operates several businesses, including a flight school. One company, Apollo Aircraft, offers the Columbian-designed Ibis Magic as well as the Apollo LSA (formerly Apollo Fox).

The Evolution of Revolution

By Dan Johnson || May 12, 2011 Leave a Comment

Like other start-up success stories, this tale has a familiar beginning. "It all started with two guys, Abid Farooqui and Larry Mednick," begins the history lesson. The two started flying trikes a decade ago after discovering they preferred weight-shift control to conventional aircraft where each had started. They didn't start out as partners.Farooqui wanted to run a flight school and Mednick, who'd given up freestyle jet skiing and street bike riding, just wanted to fly trikes. Giving instruction hour after hour to a variety of students, Farooqui began to discover limitations in the trikes he could buy for his school. Mednick was finding something similar himself. They loved their trikes, but they could envision a machine that would better serve their interests. Their learning experiences left each of them upside- down hanging by their seatbelts after a mishap that slowly but surely shaped the design that was evolving in their minds. Meanwhile, as their association grew, Mednick chose to come on board with Tampabay Aerosport, joining his earlier trike dealership to Farooqui's. The interest in a fresh trike design continued. Farooqui proposed creating a trike from scratch. Mednick, the hands-on guy, was unsure. He knew how much was involved, especially if they wanted to create the ultimate trike. As the duo researched trikes, Farooqui discovered the Apollo Delta Jet. "It was the most amazing trike I'd ever seen," remembers Farooqui. After contacting the company that made it in Hungary, they were stunned to find out it was discontinued because the company had replaced it with something newer. However, Apollo said it was possible to still make the trike if there was a market for it. The company did restart production. And the trike looked great. It appeared Farooqui and Mednick had found a machine they could truly call the ultimate. But Delta Jet proved to have problems, so the duo kept working on it. By the time they were satisfied, they had made 62 changes to the original machine. Even the manufacturer was impressed. It was clear they needed to get more involved with the manufacturing. Farooqui started a second shop that took the bare frame Delta Jet chassis from Hungary and completed the construction in the USA. His timing was good. He became involved with the Light-Sport ASTM standards committee, which finally resulted in Farooqui certifying the Delta Jet as the third-ever SLSA trike. As good as the Delta Jet was, many Americans didn't fit the lean front seat; forget about the back seat. It was time to take the next step. Mednick traveled to Hungary and created the first generation of the Monsoon trike that evolved into the Revo. A long list of features was compiled from trike flyers all over the world. Mednick tested the new model, then known as the Fusion, for hundreds of hours and loved almost everything about it. Almost everything... More changes resulted in the Monsoon, which was certified SLSA in the USA and laid claim to being the most popular model sold in '08 in the United States. By late '07 there was actually a waiting list to get a Monsoon. Farooqui and Mednick had a product that trike pilots liked, but their manufacturer couldn't supply enough of them. This finalized the decision to build a true 100% all-American-built trike. They never wanted to be in that situation again. About this time, Farooqui and Mednick met the owner of Powrachute, the largest manufacturer of powered parachutes with more than 1,500 aircraft flying worldwide. Powrachute indicated strong interest in the project and they could supply technologies such as CNC-cut parts and chromoly welded frames. The one thing that remained a problem was an all- American wing for their all-American Revo trike design. Like Powrachute, Kamron Blevins of North Wing Design saw the promise of Farooqui and Mednick's new trike design. "He jumped at the chance to make a topless wing specifically for the Revo," says Mednick. The challenge was to build a wing that could fly at 100 mph and handle turbulence unlike anything built before. Farooqui and Mednick drew from the experience of Bill Brooks, the revered designer of the Pegasus Quik trike wing that was the first to reach 100 mph. "Brooks explained the concepts that made his wing unique," said Farooqui. "We listened, and listened hard, while Brooks explained almost every concept of what we needed to do to make such a special wing." North Wing's Blevins had never built a high-speed cruising trike wing. None of his earlier trike wings, though known for their good handling, cruised faster than 60 mph, reports Mednick. After a few prototypes, Blevins started to incorporate more of his own ideas into the new wing. Finally both parties agreed on the configuration and the flight-testing began. Tweaking and tuning the finished prototype continued further into the fourth quarter of '09. All specifications and flight characteristics demanded for the Revo were met and the wing was now ready for serial production. On the trike carriage front, Farooqui reports, "Powrachute did such an amazing job not only constructing, but finishing the Revo prototype, that we decided to let Powrachute completely build the Revo carriages." Powrachute added 1,500 square feet to their 10,000-square-foot factory just to assemble the Revo trike line. The name Evolution Trikes derives from the long evolution of aircraft that preceded the Revo. Each trike before it was evolving into what is now called the Revo, which is short for Revolutionary.

Published in Light Sport and Ultralight Flying

Like other start-up success stories, this tale has a familiar beginning. “It all started with two guys, Abid Farooqui and Larry Mednick,” begins the history lesson. The two started flying trikes a decade ago after discovering they preferred weight-shift control to conventional aircraft where each had started. They didn’t start out as partners.Farooqui wanted to run a flight school and Mednick, who’d given up freestyle jet skiing and street bike riding, just wanted to fly trikes. Giving instruction hour after hour to a variety of students, Farooqui began to discover limitations in the trikes he could buy for his school. Mednick was finding something similar himself. They loved their trikes, but they could envision a machine that would better serve their interests. Their learning experiences left each of them upside- down hanging by their seatbelts after a mishap that slowly but surely shaped the design that was evolving in their minds.

All-American Revo Sets New Standard

By Dan Johnson || May 12, 2011 4 Comments

Behold the Revo, a new benchmark in weight-shift trike design. Look carefully and you'll see the Revo is not like any weightshift light-sport aircraft you've seen before. The Revo had to surpass impressive work by larger, more established companies to leap to the forefront. Any way you look at it, the Revo is simply extraordinary. I've been lucky to fly many trikes over the years. Every few years, one of the leading producers would make a remarkable step forward in the design of these flying machines with changes that tended to be evolutionary, not revolutionary. Among them, I cannot recall a clean sheet of both carriage and wing debuted as a single aircraft.

Welcome to Revo from Evolution Trikes, an all-new, blazingly fast American trike like none before it. The more I examined the Revo and then flew with Larry Mednick of Evolution (and Tampabay Aerosports), I realized even Air Création's beautiful Tanarg trike had been done one better. The Revo is a visual treat thanks to its innovative design and stunning machine work. In the air, the Revo is exhilarating to fly; a robust machine that manages to handle lightly beyond your expectation. REASONING REVO Not only is Revo a superlative effort of design and fabrication, it sets a new trend for trikes in several ways.

One, trikes were basically an American invention that found an audience overseas. As the years passed, the lead in trike design went overseas, too.We had some good American producers, but with stronger demand in Europe and elsewhere, the baton of innovation mostly resided in countries like France, England, and Australia. Two, with a history of the first trikes, we should have U.S. producers of note, and Light Sport and Ultralight Flying Pilot's Report we do, though they operate businesses less visible than some of the legacy weight-shift brands such as Cosmos, Air Création, Pegasus, and AirBorne. But lower visibility is only temporary. After people get a gander at the Revo, they could change their minds.

Three, the wings on the Revo come from another American trike producer, but one that also produces wings for their own trikes or a competitor's trike. North Wing is a long established producer of wings for hang gliding and for trike carrying. They also carry a lower profile without lavish airshow displays. Yet I've known this company for more than 30 years in the business. Under the leadership of Kamron Blevins, North Wing has prospered. Four, consider Florida company Evolution Trikes and related enterprises. Tampabay Areosport is a trike training school that got involved with several Hungarian-based trikes over several years. They learned lessons from using these trikes and they learned well. Finally Abid Farooqui and Mednick decided to take their hard-won knowledge and immense passion for trike flying to the limit. They chose to design their own aircraft, from the wheel axles up to the wingtips. For their story see the sidebar titled, "The Evolution of Revolution." REVO REVVED

The public first saw the Revo at Sun 'n Fun '09, but it didn't fly at the event. As you'll read elsewhere, the project was declared complete in late '09 and it flew publicly at Sebring 2010. If you watched as I did, you saw Larry Mednick dashing around the pattern like he had someone chasing him. This one trike was distinctive for its wickedfast speed and an ability to fly in windy, gusty conditions that even kept some 3-axis aircraft on the ground. (Understand, Mednick's an expert trike pilot; I don't suggest you should fly in strong conditions. Plus, let me add that Evolution Trikes offers a 13-meter wing that is much more suitable to newer trike pilots, and a 15-meter single- surface wing for those who want to explore slower speed trike flying.) A year after its public debut, I flew with Mednick at Sun 'n Fun '10 in the Revo fitted with a Reflex 11 wing. Not sure what to expect, I was pleasantly surprised.

Sure, the takeoff roll was long on Paradise City's turf runway; we rolled approximately 700 feet, said Mednick. As trikes go, this Revo is heavy (530 pounds empty) and it uses a small wing (118 square feet), so a longer run is to be expected. Mednick pushed out early and when the Revo was ready, it smoothly departed the ground and accelerated forward and upward. Climb appeared to be greater than 1,000 fpm as best I could read the Enigma EFIS from the rear seat. Mednick had kindly offered the front, but as I've learned, it's best to let a pilot experienced in the aircraft handle the approach in and out of Sun 'n Fun's 1,400-foot strip in Paradise City.

Shortly after launch, Mednick gave me the control bar. More specifically as I was seated aft, I gripped the instructor bars attached to the triangular control frame. Quickly I noted the ease of control. Since I'd estimated the Revo's wing loading, the lightness didn't surprise me, but some big European trikes with small wings take much more effort to turn than the Reflex 11 atop the Revo. Steady-state turns were simple; no more power was needed. Stalls were uneventful; even one with plenty of power (I couldn't tell precisely what percentage).

We went slowly (less than 50 mph) and we blazed past 100 mph indicated. I expected to need the full-face helmet Mednick offered, but truthfully, windblast wasn't bad. Then Mednick asked me to place my hand in front of him, specifically in the area he occupied behind a sturdy windscreen. To my surprise, the air movement was nil; you could probably light a match. The windscreen design combined with the faster speeds creates a wind shadow aft of the screen, making a bubble of fairly calm air. While I reached forward to sense the bubble, I also noticed warmth. This open-cockpit aircraft has "cabin" heat and it works. We didn't need it in Florida, but I envision long flights at higher altitudes where, I'm told, you could remain comfortable without heavy clothing. Trike pilots in the northern climates would greatly extend their flying season thanks to the standard cabin heat and even heated seats.

Mednick demonstrated the panel-mounted electric trim. For years, trikes have offered on-theground adjustments to move the wing fore or aft slightly to change trim speed. And some, like AirBorne Edge/Streak or the Air Création Tanarg/iXess, have offered a trim wheel that changes the shape of the center section trailing edge. Both methods work, the latter much better since you can change it in flight. But all predecessors fall well short of the electrically adjusted trim system on the Revo/Reflex. It appeared to change the speed substantially, assuring a reduced pilot fatigue factor especially on longer cruises at high speed. Mednick further clarified, "Our optional inflight electric trim gives the Revo more than a 45- mph hands-off speed range with an additional 20 mph assuming a light control force on the bar beyond the max trim settings."

The Revo's responsive handling and reassuring stability yielded a large speed window, from the high 40s or low 50s to more than 100 mph. I saw closer to 110 mph at one point and I can say this is the fastest I've ever flown in a trike. Mednick said the Revo's speed is "due to the high efficiency of the clean aerodynamics and the low-twist wing." While I didn't measure 45-to-45° roll reversals, it's clear that the Reflex 11 has one of the fastest roll rates among weight-shift LSA, which translates to the pilot needing to make only small inputs to achieve a desired bank angle. It also means you can maintain control in rougher flying weather. REVO MEANS REVOLUTION The Revo has seen intensive development with changes large and small. All are noteworthy so I want to review a few details. Fortunately, since I cannot cover everything, Mednick and his partner Farooqui have put lots of information on their Website.

Reflex wings use struts instead of wire bracing. Since the Reflex is small, the wing struts are short, which makes them relatively stronger, which is especially valuable under negative loads. For redundancy, the wing struts have safety back-up cables inside, as does the main support mast securing the wing's keel to the keel of the trike carriage. One of the seemingly mundane Revo features is a kill switch, but it's not your typical kill switch. Think about the problem. A trike uses a foot throttle so the pilot can use both hands on the control bar for takeoff or landing. All modern trikes add a hand throttle to relieve the pilot during cruise. Some, like the Revo, offer a second throttle setup for an instructor. This is very convenient and allows for safer teaching operation, but multiple throttles have their downside. Evolution explains their concept well. "The engine kill is part of the keyed ignition on the Revo, and when the key ignition switch is turned clockwise, the Revo starts, and when turned counter-clockwise the engine shuts down," says the company.

"Multiple serious accidents have derived from a 'run-away' trike that was started with one of the throttle controls open. In some cases, these trikes remained running long enough to allow the trike to take off unintentionally. The reason these trikes were not shut down more rapidly is that the magnetos (used to kill the engine on many aircraft) were in a different location than the key switch or push-button to start the trike. In some cases the magnetos are located to the side of the pilot and start button located on the instrument panel, making the reaction time too long in a real emergency. It is a natural reaction to turn the key the other way if the aircraft starts up with wide-open throttle. With the Revo, that intuitive reaction will stop the engine instantly." Speed is fun in many ways, and it can also contribute to safety. Farooqui explained, "Our carriage was designed to become more stable in yaw the faster it travels, thanks to our angled wheel spats." When you need to slow down on the runway, you use the hydraulic disc brakes installed on all three wheels. In combination with the carriage's heavier weight and a marvelous gear suspension, Sun 'n Fun's uneven grass strip felt smoother than I've ever noticed. Mednick told me, "While other trikes taxi around with their suspension sprung out at the top of the travel range, the Revo floats within a huge suspension range like a motocross bike." He added that three-stage damping in the telescopic front forks yield more than 3 inches of travel, added to another 3 inches of travel via the large tires. The rear suspension has more than 8 inches of travel using the same leaf-spring method as a Cessna. The Revo's electric trim uses a sliding hang block assembly actuated by an electric linear actuator to provide dynamic inflight trimming. Most trikes can do something similar, but only on the ground with only a few limited adjustments, and it takes time. "By electrically moving the hang point, the wing flies in different trim speeds within the pitch stability of the wing and the pilot feels nothing other than the wing's natural static pitch force while in flight," reports Mednick. For pilots of differing heights, the Revo offers quick-adjust pedals with an infinite adjustment fore and aft and three positions of angle. "Because so many short pilots cannot reach full throttle and so many tall pilots cannot stay off the brakes, the fully adjustable pedals will accommodate just about everyone," observes Mednick. In just seconds the pedals can be moved without the use of tools. By design, the control bar height appears lower than other trikes. Farooqui said this keeps the pilot's hands below their heart and keeps good circulation to the hands on long flights. "You don't want your heart having to pump the blood up to your hands," he says. Comfort of occupants, including larger Americans, was considered in the Revo's design. The rear seat is positioned further aft to provide extra room. And the composite body assures the aft-seat occupant has no seat frame pressing against his or her thigh. A common trike irritation is the mast, which can buzz against the rear-seat occupant's helmet in a most annoying way. The Revo's curved mast allows the passenger to sit back in the seat without touching his or her head to the mast (see photos). As with most of the Revo, form follows function; things work well but they also look good. Optional arm rests for the aft seat give an additional sense of security and a place for passenger's hands (better than them grabbing the control bar at an inopportune time). To further eliminate problems, the Revo's rear steering pedals can be removed in seconds without the use of any tools, and stowed easily in the glove box under the rear seat. For aft- or front-seat occupants, you can stand on the floorboard during entry; this is uncommon on trikes, which generally use thin fairings that cannot withstand the weight of an adult. Mednick indicated the floor is also great for inspecting the inside of the wing and hang block area without needing to stand on the seat or use a ladder during preflight. The strut-braced Reflex wing can be folded while on the trike without lowering the wing, though of course you must remove all the ribs. A video on Evolution Trike's Website shows Mednick doing the fold-up in 8 minutes. REVO ENVY? Calling any Revo configuration the "basic" model suggests something less than you want. That may not be the case here, as the "basic" Revo is quite an aircraft for $59,700 (which is subject to change as of May '10). With the 80-hp Rotax 912UL 4- stroke engine, you'll get everything you need to fly day VFR including a monochrome EFIS and a white gel coat composite fairing with decals. It's sweet and many could love the Revo just that way. But this is aviation and pilots often want something more. So Evolution Trikes has options, lots of them. Here are just a few too fat: a 100-hp Rotax 912S (+$2,500); engine top cover ($500, to look cooler); painted trike body ($3,400, for what is called "nice carpaint finish"); the taut Reflex 11 wing ($500, though the Reflex 13 is standard); instructor package ($2,220 for various control additions); color Enigma EFIS ($1,700); BRS parachute ($4,400); Flycom helmet and intercom system ($1,800); comm radio ($1,500); Mode C transponder ($3,150); electric trim system ($1,000, which I predict you'll want), SLSA documentation package ($1,400, allows for-hire rental or instruction). All of the above except the instructor bars and the Mode C transponder sums to $78,400. If you want it all, the tab will go over $80,000. That may seem like a lot for a trike, but it's less than Air Création asked for the Tanarg 3 years ago and as good as the Tanarg was, Revo is even more aircraft. For me, a $60,000 Revo sounds great, but even at $80,000 this is one of the lower-priced SLSA you can buy. When you get a chance to closely examine a Revo, take a few minutes and really give it a look. I predict the Revo will knock your socks off. Fly one at your peril - you might just have to buy it.

Published in Light Sport and Ultralight Flying

Seating	2, tandem
Empty weight	530 pounds
Gross weight	1,040 pounds
Wingspan	27 feet
Wing area	118 square feet
Wing loading	8.871 pounds/square foot
Useful Load	510 pounds
Length	8 feet 11 inches
Payload (with full fuel)	424 pounds
Cabin Interior	46 inches
Height	8 feet 2 inches
Fuel Capacity	24.4 gal / 86 pounds
Baggage area	40 pounds + glove box¹
Airworthiness	Certified SLSA
Notes:	¹ If no BRS is selected, becomes additional storage capacity.
Standard engine	Rotax 912S
Power	80 to 100 hp
Power loading	10.4 pounds/hp
Cruise speed	69 knots / 80 mph¹
Stall Speed	36 knots / 41 mph²
Never exceed speed	100 knots / 115 mph
Rate of climb at gross	1,000 fpm
Takeoff distance at gross	951 feet (clear 50 foot obstacle)
Landing distance at gross	800 feet (clear 50 foot obstacle)
Range (powered)	approx. 275 nm, approx. 4.6 hours
Fuel Consumption	about 3.25 gph
Notes:	¹ Company refers to "hands-off trim setting" for this speed ² Gross weight at sea level
Standard Features	Rotax 912 with electric starting, 3-blade composite prop, Reflex 11 or Reflex 13 topless, strutted, quickfold wing, Stratomaster Ultra XL digital panel, separate and secure seating, storage areas, foot throttle with hand "cruise" throttle, 3-wheel hydraulic toe brakes, electric pitch trim, 4- point recoil seat belts, cabin heating, engine kill switch, fuel shut-off, tundra tires, extra-absorbent suspension, wheel pants with stabilizing vertical fins, windscreen, stainless steel exhaust, step-on non-skid cockpit floor.
Options	Numerous additional instrumentation including glass displays, radio choices, electric pitch trim, electric fuel pump, ballistic parachute, lighting packages, alternate wing choices, dual controls (instructor throttle, steering, and instructor bars).
Construction	Steel 4130 chromoly welded frame (with a 5- year unlimited warranty); radiused 4130 mast; fiberglass body incorporating seats; aluminum tube wing airframe with Dacron surfaces. Designed and built in USA; distributed by Florida-based U.S. owner.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Total redesign of many trike concepts using many previous models. Development included sophisticated carriage and a custom-designed wing to achieve high speeds (an effort of considerable challenge on trikes). Cons - Trike purists who prefer the lightest machines won't care for the Revo, saying it is over-engineered and heavy. All the deluxe features cost money; the Revo starts at just under $60,000 and you can choose many optional extras.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - You name it, if a trike has it, the Revo has it, and then some. Standard electric trim. Standard (monochrome) digital instrumentation. Electric starting. Instructor system features. Cons - Operating the Revo means learning some systems, which takes away from the joy of flying a simple trike (that may only cruise at 50 mph). Speed costs money and takes effort.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Highly designed carriage offers creature comforts, including some you wouldn't expect, like cabin heat that works.Windscreen and faster speeds combine to provide a distinct "bubble" aft of the windscreen where wind blast is eliminated. You can stand on the floor (uncommon on trikes). Cons - It's an open-cockpit airplane even with all its sophistication. Buyers may have trouble convincing a spouse to go aloft and at these prices that could be a deal killer. (Trike flying is great fun, but it isn't for everyone.)

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Excellent nosewheel steering due to an extensively researched and designed nosewheel fork and controls. Brakes on all three wheels provide excellent stopping power. Superb suspension, the best I've experienced in trikes with a large stroke range. Cons - The Revo follows the trike standard of "wrong-way" steering that demands you push left to go right on the ground. You must also maintain control of the wing manually; in strong wings this may be challenging.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Launches are different on the substantial Revo. The takeoff roll is longer, but you don't swing into position the same way as many trikes and the departure from the ground is therefore smoother. Powerful climb with Rotax 912 (either 80- or 100-hp will do very well). Cons - Takeoff roll is much longer than lighter trikes with larger wings. The gear will accommodate many rougher fields, but you'll need more room. (The Revo comes standard with a larger Reflex 13 wing that will roll less on takeoff; not tested.)

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - The little 118-square-foot Reflex 11 wing offers light, one-handed flying with relative ease. It also holds turns well, stalls benignly and exhibits much better manners overall that you might expect from such a highly loaded wing (in fact, that's part of the secret). Cons - Though controls are light and pleasant, the Revo is not a beginner's trike, at least with the small Reflex 11 wing (though 13- and 15-meter wings are available and they are suitable for less experienced pilots). Faster launches and approaches to landing demand better planning and foresight.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Even at 80 hp, but certainly with 100 horses, the Revo is a rocket ship ride, hitting nearly 1,500 fpm solo. Thanks to an engine angle offset, the power is not hard to control like some early Rotax 912 trikes I flew. Cons - Slow-speed performance is not Revo's main area, though we slowed easily to the lower 50-mph range. Neither would the Revo be a soaring glider (though glide and sink rates were reasonably good).

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Very well behaved stalls, power on or off (though power-on deck angles get fairly steep). In turns, the Reflex 11 tracked exceptionally well. Evolution Trikes continues a theme from company managers of supporting installation of BRS parachutes, and it's been well engineered. Cons - The Revo is still a trike with "wrong-way" ground steering; conventional pilots may struggle with it at first. No other stability negatives discovered.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Dazzling display of thoughtful engineering, handsome execution, and excellent operational qualities makes the Revo a trike to watch in 2010 and beyond. Managed to one-up even excellent trikes from more established manufacturers. Cons - Though increasingly established (even more so after people closely examine the Revo), Evolution Trikes is a relative newcomer in the trike manufacturing field. Limited dealer network implies reliance on Florida headquarters operation.

Behold the Revo, a new benchmark in weight-shift trike design. Look carefully and you’ll see the Revo is not like any weightshift light-sport aircraft you’ve seen before. The Revo had to surpass impressive work by larger, more established companies to leap to the forefront. Any way you look at it, the Revo is simply extraordinary. I’ve been lucky to fly many trikes over the years. Every few years, one of the leading producers would make a remarkable step forward in the design of these flying machines with changes that tended to be evolutionary, not revolutionary. Among them, I cannot recall a clean sheet of both carriage and wing debuted as a single aircraft. Welcome to Revo from Evolution Trikes, an all-new, blazingly fast American trike like none before it. The more I examined the Revo and then flew with Larry Mednick of Evolution (and Tampabay Aerosports), I realized even Air Création’s beautiful Tanarg trike had been done one better.

Judging Winners Sun ‘n Fun 2010

By Dan Johnson || May 11, 2010 Leave a Comment

I once followed judging at shows like AirVenture and Sun 'n Fun. In fact, an aircraft I helped inspire -- a modernized primary glider called the SuperFloater -- won Outstanding New Design at Sun 'n Fun 1995. Judges closely examined homebuilts, kit or restored vintage airplanes, and warbirds. If they included factory built aircraft, I was not aware of it. *** So, this year I admitted surprise after learning factory-built Light-Sport Aircraft won awards. *** To honor the hundreds or thousands of hours people put into their winners, I want to highlight some LSA and ultralights that judges liked. The Grand Champion LSA was Wayne Spring's 2010 Predator powered parachute; Reserve Grand Champ was James Jonannes' 2009 Arion Lightning LS-1; Grand Champion Ultralight was James Wiebe's 2010 Belite Superlite; and, Reserve Grand Champ was Danny Dezauche's 2010 CGS Hawk Ultra. *** Other LSA winners included "Best Commercial" -- Gobosh 700; "Special Award for Innovation" -- Powrachute AirWolf; and, "Outstanding New Design" -- Evolution Revo. *** Rainbow Aviation imports the 3Xtrim Navigator 600 and won a Special Award for Safety Practices in Light Sport Aircraft. Importer Waldemar Wrona said, "Many visitors were impressed with detailing inside and out on the Navigator 600." He thinks that after a few years of LSA, customers are more educated and looking for quality, safety, and durability. "Our plane can deliver." *** Lightweight trike maker, Mike Theeke of Tennessee walked away with two awards: "Best Commercial Ultralight" and "Best Type - Trike Ultralight." *** Congratulations to all winners. Click for a list. *** Piper Aircraft won an award for their handsome overall display, which prominently featured their PiperSport LSA. *** Winning is not a popularity contest. These judges practically use a microscope; even scratches on a bolt head will cost points. Any individual or company passing these judging standards has done something significant. In fact, the hours it takes to win usually explains why owner/builders beat professional factory technicians. A factory cannot usually put the time in to make a winner meaning LSA producers capturing awards are doing something right.

I once followed judging at shows like AirVenture and Sun ‘n Fun. In fact, an aircraft I helped inspire — a modernized primary glider called the SuperFloater — won Outstanding New Design at Sun ‘n Fun 1995. Judges closely examined homebuilts, kit or restored vintage airplanes, and warbirds. If they included factory built aircraft, I was not aware of it. *** So, this year I admitted surprise after learning factory-built Light-Sport Aircraft won awards. *** To honor the hundreds or thousands of hours people put into their winners, I want to highlight some LSA and ultralights that judges liked. The Grand Champion LSA was Wayne Spring’s 2010 Predator powered parachute; Reserve Grand Champ was James Jonannes’ 2009 Arion Lightning LS-1; Grand Champion Ultralight was James Wiebe’s 2010 Belite Superlite; and, Reserve Grand Champ was Danny Dezauche’s 2010 CGS Hawk Ultra.