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North Wing Design Solairus

Phone: (509) 682-4359

Chelan, WA 98816 - USA

Can a Minimal Aircraft Deliver Maximum Enjoyment …Affordably? Yes, North Wing Does It!

By Dan Johnson || November 24, 2022 2 Comments

A Message of Thanks on a Day of Thanksgiving

Does a "simple aircraft" seem a contradiction in modern aviation? Today, a mid-range LSA is commonly equipped with sophisticated digital avionics, autopilot, articulating fowler flaps, carbon airframes, powerful engines, numerous safety items and quite a bit more. Doesn't everyone want those features?

Is is even possible to fly an aircraft without all these advanced devices and services? Who would want such a simple aircraft? You might be surprised. Over the years I've come to believe that Part 103 ultralights (see a lengthy list of 103s) are selling at roughly the same rate as Light-Sport Aircraft (market stats). I frequently get pushback when making this statement but I believe part of the answer is that these aircraft don't fly where larger, more powerful, faster, noisier aircraft fly. Most 103 aviators fly out of fields or airparks. They don't need space in your hangar. They don't go very far, usually. They prefer to stay out of denser traffic areas. They go up for the view and an hour or so of aerial maneuvering. Some sellers of 103-compliant aircraft say they cannot keep up with orders. Go figure, huh? One reason is a price tag that can come in below $20,000 for a ready-to-fly aircraft. When your new flying machine costs what an average new motorcycle sells for, is it affordable? The answer is different for each individual, of course.

North Wing, Light Aviation Powerhouse

In 25 years, what started out as a shop to make hang glider wings (North Wing, get it?) has blossomed into a full-fledged supplier of light flying gear, from hang gliders to full-LSA two place aircraft and all manner of flying equipment. The company has been led by its founder, Kamron Blevins, since Day One.

A folding mast makes joining wing to trike carriage easier.

In their whole line — and it's extensive; you can browse their website for quite some time — North Wing's most expensive aircraft sells for $62,500. That's their Scout XC Apache Light-Sport Aircraft. On the affordable end is the ATF Trike powered by a 27 horsepower Minari 200 engine with two-blade carbon prop and the Solairus wing for $16,900. According to one survey of 353 motorcycle models, average cost is $15,867.

Just for fun, some references highlight the genuine simplicity of North Wing‘s latest trike. (Not a company diagram.)

However, these two prices merely span the range. In between, North Wing offers many model variations, several choices of wing, and a large number of accessories. For those who want to save a little and learn a lot assembling their own aircraft, North Wing also offers kits. An electric ATF trike is also available, using a 21 kilowatt / 28 horsepower electric powerplant. It sells for $27,900, which surely makes it the most economical electric aircraft on the market. Of course, it can comply with Part 103.

North Wing’s founder, Kamron Blevins, easily lifts the entire trike, not including wing.

Besides saving you money on purchase, North Wing's ATF also eliminates the need for hangar space (yeah, like you can find any at most airports). The trike and wing fold so small, they can be carried in/on a small vehicle and stored in your garage or shed. Super-light trikes like this use so little gasoline, even Part 103's five-gallon limit is hardly needed. I've enjoyed North Wing's aircraft over the years and one of my favorites was the Solairus.

North Wing carefully prices everything they sell — from full-sized aircraft to small accessories — on their website. All shoppers can applaud such full disclosure while budget-conscious buyers especially appreciate the forthright way North Wing does business. I've personally known founder and boss Kamron Blevins since we were both active in hang gliding. That goes back quite a ways and throughout I've found Kamron to be ambitious, honest, and innovative. Check this Facebook exchange where several owners of North Wing's diverse line express their thankfulness for North Wing. That kind of customer loyalty is precious.

A Message of Thanks on a Day of Thanksgiving Does a “simple aircraft” seem a contradiction in modern aviation? Today, a mid-range LSA is commonly equipped with sophisticated digital avionics, autopilot, articulating fowler flaps, carbon airframes, powerful engines, numerous safety items and quite a bit more. Doesn’t everyone want those features? Is is even possible to fly an aircraft without all these advanced devices and services? Who would want such a simple aircraft? You might be surprised. Over the years I’ve come to believe that Part 103 ultralights (see a lengthy list of 103s) are selling at roughly the same rate as Light-Sport Aircraft (market stats). I frequently get pushback when making this statement but I believe part of the answer is that these aircraft don’t fly where larger, more powerful, faster, noisier aircraft fly. Most 103 aviators fly out of fields or airparks.

All-American and Affordable — North Wing Has an Expert History in Washington State

By Dan Johnson || May 22, 2022 4 Comments

Let's return to affordable aviation after two wonderful shows full of shiny new aircraft. Turbine engines and sleek composite fuselages interest plenty of pilots but then most of us come back to reality and start looking at aircraft we can afford.

Some can pay the invoice on a high-end aircraft to enjoy its capabilities. That's terrific. Who knows… you might score their used aircraft for a large discount in a few years. For many, though, new is nice yet something much more modest will suffice if it gets them safely up and down to enjoy the view of their surroundings or simply practice a few touch and goes. Any way you can fly is a good way, I'd say. I've been around recreational aviation a while. So has been North Wing, the company formed by Kamron Blevins. He started building wings for trikes 26 years ago in 1996. He expanded from earlier years of experience with hang glider wings. If you pay attention to this corner of aviation, you either know Kamron or you know his work. He's a full-line supplier from factory-built aircraft to flight clothing but he made his mark by building some of the finest delta wings in the business. Many other trike carriage makers have employed his wings with great success. Kamron has built a following for his responsive wings and sturdy trikes at prices most of us can afford. Let's check out some of his current-generation trike designs.

Magical Weight Shift

I love the handsome, innovative European designs reviewed recently (Aero Day 1 and Aero Tour and Aero Wrap-up). I am pleased these companies continue to show their passion and technical prowess. However, I live in America so I also like to boast about our home-grown companies. North Wing is a gleaming example. Note to fixed wing pilots: If you haven't flown weight shift you may not appreciate the simple elegance of this control system. No, the controls are not really "backwards." Pulling the control bar toward you is not like pulling the joystick aft; what you are really doing is moving your weight (and the trike carriage) forward relative to the wing.

"In 1998, we designed and built our first single place trike (the Maverick) featuring a strutted wing," related Kamron. He was first to use struts on a delta wing, he reports. Yet even while Kamron created a growing number of trike models, he kept supplying the wings for other trike builders in the USA and other countries. "At North Wing, our main design criteria is to offer … a choice of wings that deliver easy handling, making them fun to fly," said Kamron. I can confirm his opinion; I have described the wonderful handling his wings offer in numerous articles (on Apache or Maverick or his Solairus).

Some regard weight shift trikes as "motorcycles of the air." This image conveys that fun-loving image.

"On our quest for optimal safety, we feel our #1 goal when designing wings is precise control and handling even at low speeds," he elaborated. "When conditions out there get a little rough, we hope you will agree handling is going to be your biggest concern." Trikes can be flown in fairly windy conditions but handling can then be more challenging because they are weight shift, relying on the pilot's technique and muscle to control the wing (technique is the more important; trike flying is a thing of finesse). Easier handling is a godsend. "Each wing design must pass specific parameters such as coupled feel in handling between pitch and roll, and a nice gentle stall," Kamron concluded.

North Wing's Full Line-Up

The Washington state company is one of the most successful trike producers not only in the U.S. but in all of recreational aviation history. "We have manufactured thousands of wings and hundreds of trikes," North Wing noted.

For many Americans, buying in the USA is important. "North Wing is an American company, and we maintain a large inventory so parts availability is only a few days away," assured North Wing. That in-country service and availability will relieve you and can help keep your insurance cost lower. When you visit the main North Wing website, you'll be quite amazed at the volume of information available. Yet they also have another site that deals with some of their accessory, clothing, spare parts, and other elements business. Check out North Wing Sports for even more information. Seriously, you can spend a while on these two websites and learn about everything you could want.

Do you want to experience float flying? No problem. North Wing customers have enjoyed using their company's trikes for a variety of missions.

The chart below shows the extensive list of weight shift aircraft North Wing presently manufactures. As their voluminous website demonstrates, it would take a long article to cover their entire line, so I'll select one of their top designs for a quick review. Those that want more have only to visit their websites; that will keep you busy for some time. Lots more information on North Wing can be found here on ByDanJohnson.com or on Videoman Dave's YouTube channel. Before getting into some additional detail, let's check the price point (although, as always, for current information contact the manufacturer because prices change over time). North Wing's top-of-the-line Scout XC Apache is a Rotax 912-powered trike that lists for $59,890. This is the most expensive aircraft North Wing offers. Single place trikes from North Wing are priced as modestly as $16,900, ready to fly. Somewhere in that range you might find something you like and can afford. Scout XC Apache — This LSA airframe is a "revolutionary design" said North Wing, incorporating Scout aircraft design suspension, welded 4130 aircraft steel main structure (back frame), a 4130-steel dual mast, and trailing link front steering. "Unlike trikes constructed using a tube-and-gusset-plate configuration with their single support mast, drag struts, side support cables and bungee cord suspension, the Scout XC airframe will maintain its structural integrity for years to come," boasts North Wing. "You can enjoy years of sturdy and confident flying knowing your trikes' rugged and well-designed suspension won't get worn out." Scout XC Apache features as standard equipment several design elements that have arrived over the years…

The single place Solairus is a sleek soaring-flight-capable trike of particular interest to some pilots (like your friendly author).

An airfoil mast that reduces drag and improves tracking at higher speeds by reducing yaw and twist of the mast thanks to a stronger, more aerodynamic mast profile. The airfoil mast shape provides extra space for your passenger and eliminates the "helmet buzz" of the aft seat occupant touching helmet to a single mast that transmits engine vibrations. A nosewheel steering dampener provides adjustments to reduce the "shimmy" that may occur during landing. You will appreciate the solid yet responsive feel of its trailing link suspension. The front suspension works so well, it can survive a full front wheel landing at 60 mph!

This truck-based test rig is used to load and stress the company's wings. This unusual "real-life wind tunnel" vehicle can dynamically test the wing for ultimate loads. In more advanced tests, the wing is turned around backwards and tested for negative loads, earning this beast a "torture truck" label.

"Finned wheel fairings also reduce drag and improve tracking, and look great too, believes North Wing. Aircraft-grade Matco brakes ensure firm control on the runway. Aluminum leaf spring suspension reduces drag with a slim profile, and is built from rugged and strong 7075 Aluminum. An adjustable front seat conveniently changes the position of the front seat, very handy when using Scout for flight training. Prices for all North Wing trikes can be found at the end of this article. Scout XC Apache can be ordered with a variety of options. Scout XC is accepted by FAA as a Special Light Sport Aircraft when paired with the powerful and reliable Rotax 912UL engine — the 100 horsepower Rotax 912S is also available — and their Conquest Light-Sport Aircraft wing. For more details, see the video below. "You can also fly the Scout XC as a Experimental LSA when using any other engine and/or wing configuration," said North Wing, noting they supply kit versions plus ready-to-fly models. Scout XC Apache provides a nice layout of gauges with room left over for your custom needs. Visit their comprehensive website to see all the ways you can personalize your North Wing trike.

North Wing is very upfront about it prices. Every item they sell is on one page for your easy comparison.

https://youtu.be/0Nky0tYk8io

Let’s return to affordable aviation after two wonderful shows full of shiny new aircraft. Turbine engines and sleek composite fuselages interest plenty of pilots but then most of us come back to reality and start looking at aircraft we can afford. Some can pay the invoice on a high-end aircraft to enjoy its capabilities. That’s terrific. Who knows… you might score their used aircraft for a large discount in a few years. For many, though, new is nice yet something much more modest will suffice if it gets them safely up and down to enjoy the view of their surroundings or simply practice a few touch and goes. Any way you can fly is a good way, I’d say. I’ve been around recreational aviation a while. So has been North Wing, the company formed by Kamron Blevins. He started building wings for trikes 26 years ago in 1996.

Aviation Future Shock? Questions & Answers with a Australian Editor

By Dan Johnson || March 21, 2018 4 Comments

Vickers Aircraft’s coming Wave, a powerful LSA seaplane project; it hails from New Zealand.

Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve's questions are in blue.

I'd like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we'll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight.

Clubman is a beautiful customization of the B&F FK-9 that has sold well over the last two decades. Their U.S. rep is Hansen Air Group.

LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.

What would be the point of more powerful engines on LSA?

FX1 is a fully updated version of the JetFox97. It makes significant use of carbon fiber construction.

Well, beside pilots’ interest in having more power, aircraft operating at higher elevations and seaplane or floatplanes benefit from more power even when they cannot fly faster.

There's already a lot of technology in LSA thanks to the need to save weight, which has me wondering where the sector is going. Can you provide me with some thoughts?

Well, that topic could take us down quite a lengthy path. Let me offer a somewhat shorter reply.

Lisa’s Akoya is a LSA seaplane with several innovations such as the Seafoils you see cutting the water.

You are right about many tech developments — and on that I point you to an article published recently in General Aviation News' "The Pulse of Aviation." Two thoughts: (1) I believe the LSA sector has reached an interesting level of maturity. The pace of major innovations may have slowed but the most important developments are now common on most LSA (and light kits). This situation is not so different than smartphones that totally upended mobile a decade ago with the introduction of the iPhone. In a similar time period, that industry has also matured and development has lost its torrid pace. (2) The funny thing about innovation is you often don’t know how or when it might emerge. Electric propulsion is one possibility and then we are seeing the first glimmer of a new class of aircraft with a collection of spinning blades or rotating wings. Who can guess where precisely that is headed? Whatever the coming changes, they will work first on lighter aircraft. My article referenced above tries to speculate a bit.

By the way, the use of technology seeks not only to save weight. New methods are used because they can, that is, developers don't need to jump through the regulatory hoops as demanded in Part 23. LSA developers can quickly implement new ideas and materials. Boeing’s Aurora is one of a flock of new developments aimed at the air taxi trade but it could result in a sport model.

Composite versus metal. Is there something else? What type of composites are in common use and what types are under development? What drives composite development? Does metal still have a future in LSA? Is mix-and-match of both the way to go?

One definition of composite is "made of various materials." In the past "composite" implied fiberglass. LSA already rely on fiberglass, aluminum, and steel but add high-tech materials such as Kevlar, carbon fiber, and titanium. Today, the most advanced designs have significantly carbon fiber airframes, partly for weight but also strength as well as aerodynamic efficiency and design beauty.

Terrafugia’s TF-X is a second generation of their “roadable airplane,” now more likely after a substantial investment from China’s Geely auto maker.

However, metal seems here to stay, being highly established and proven. Its advantages in easy repair, easier-to-determine fatigue, and a widespread familiarity of working the material — along with low weight — will keep aluminum in play.

What are the major construction methods? Is there room for the construction method to contribute to the aircraft performance in terms of weight saving? Aircraft like the Ekolot Topaz have fuselages formed in two halves then adhered together like a Revell P-51 model. Is this the way of the future? Is there room for mass production?

North Wing’s smoothly-contoured Solairus Part 103 trike carriage shows how even older ideas can be dramatically upgraded.

That's one beauty of fiberglass and carbon. You can have beautiful shapes and strength with weigh savings. Assembly ease is a factor, too. Those materials will surely persist for those reasons and for future production efficiencies. However, since nearly all airplanes are low-production — essentially hand-built with modest use of robotics, even at the Boeing or Airbus level — prospects for genuine mass production seem distant.

Avionics development has seen technology cascade down from GA, but there is some that has been designed from scratch for the LSA sector, such as AoA Indicators. Which way will the technology flow in the future? Is EFIS going to become standard for LSAs or do the traditional clocks still have a place? Have we reached a pinnacle in LSA simply because the sector can operate without technology such as HUDs?

Drone maker Yuneec’s concept four seat electric aircraft.

Actually, I don’t believe it is accurate to say instrument technology cascaded down from GA. Instead, I think the best tech has cascaded UP, if you will, from lesser-regulated machines. Many airline pilots look at a modern LSA and say, “Wow, this is as good or better instrumentation than what I have in my airline cockpit!” For example, synthetic vision has been around for years already in LSA. Today, EFIS is pretty much standard in all LSA and, to some extent, that is spreading to Type Certified aircraft in the form of iPads that can now show full ADAHARS info plus traffic and weather. Since these can be handheld or yoke mounted, they need no FAA/CAA approvals. HUD is also coming but at more affordable prices. Who can predict what future tech is on the way. AoA has been around for years as well, and commonly the cost to add an AoA system is $200± per aircraft (as the digital screens can easily adapt to minor hardware additions); this is a small fraction of the cost on TC’d aircraft. One thing I feel sure of — the newest tech will appear in the least regulated aircraft first. As one more example, the very first use I know of for GPS, anywhere in aviation, was on hang gliders of all places.

Weight-saving is always an issue for manufacturers. In Australia a land-based LSA can lift no more than 600 kg (1,320 pounds), so what can manufacturers do to increase their useful load? Are we reaching a dangerous situation where the aircraft are getting too light or are too heavy to include some desirable safety features, such as parachutes?

Both airliner-building giants Boeing and Airbus are experimenting with small (1- and 2-seat) aircraft. This is a concept drawing for Airbus’ Vahana that just took its first flight.

Perhaps we are pushing some boundaries if new ideas and materials are not forthcoming. However, they are forthcoming. I’m not too worried about it. For example, crush zone technology in cars did not add weight — in fact removed it compared to other methods — and this greatly added to safety.

Are regulations stifling LSAs? Should LSAs be able to fly at up to 750 kg MTOW (1,650 pounds gross) to give manufacturers more design freedom? Is there anything that has to change to enable more technology to be used in LSA, and if so, what is it?

An airframe parachute is one of several innovations that started in light Aircraft and migrated up to larger aircraft.

As a rule, I’d rather see less regulation to encourage more innovation. Even FAA appears to agree, based on their Part 23 rewrite recently released. Many tend to think regulation makes for safer aircraft, but (1) that is matter of diminishing return — how much safety is gained from more regulation? — and, (2) regulation is not the only way safety has advanced. Insurance companies have demanded improvements that FAA didn’t consider. Media people help improve designs by their critiques. Other industries contribute tech that improves safety, if regulations don’t prevent it. Consumers are another bulwark against dumb ideas and for more creative and cost-efficient safety solutions. Finally, competition stimulates improvements, the best of which quickly flash around an industry. Look how similar airliners or smartphones appear. The most successful ideas tend to be used by everyone in time.

There's a lot there, but there's also a lot to think about. Until the rewrite of FAR23, the LSA sector led general aviation in technology, especially in the use of composites. The new FAR23 is sort of like catch-up regulation for GA, but where does the technology leader, LSA, go to from here?

BRM Aero’s handsome Bristell, seen here in taildragger configuration, is a 5th generation design that shows how far the LSA industry has come in a short time.

You are right that LSA is leading the innovation charge in many ways. Where can the industry go from here? We (LAMA) have spoken to FAA a lot in the last three years as we seek new opportunities within the present regulatory framework. It is perfectly clear that LSA were a significant reason why FAA went ahead with the Part 23 rewrite and use of industry consensus standards. To answer the future question, I again refer you to this recent article. The freshest new tech in aviation may come from outside aviation but I would never discount the passionate, imaginative, and motivated designers and developers operating in light aviation today.

Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve’s questions are in blue. I’d like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we’ll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight. LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.

North Wing — Solairus (2012)

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

Here's the sharp new Solairus (yes, that's the right spelling) from North Wing, the premiere American producer of weight-shift trike ultralights and Light-Sport Aircraft. Solairus easily qualifies as a Part 103 ultralight vehicle meaning no license is needed. The fresh design is a departure from the usual trike and the one we examine is powered with a four stroke engine with electric starting. You'll want to watch the video to get all the details.

Here’s the sharp new Solairus (yes, that’s the right spelling) from North Wing, the premiere American producer of weight-shift trike ultralights and Light-Sport Aircraft. Solairus easily qualifies as a Part 103 ultralight vehicle meaning no license is needed. The fresh design is a departure from the usual trike and the one we examine is powered with a four stroke engine with electric starting. You’ll want to watch the video to get all the details.

North Wing — Solairus (Mini Pilot Report)

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

Here's another in our growing series of mini pilot reports where you get some of the benefits of a full-length pilot report in a video format. This time it's the new Solairus from North Wing. Any weight shift enthusiast could love it but for those of us who enjoy soaring flight, here's a dream come true... even more so for those who don't live near mountains or an airpark where they can tow you aloft.

Here’s another in our growing series of mini pilot reports where you get some of the benefits of a full-length pilot report in a video format. This time it’s the new Solairus from North Wing. Any weight shift enthusiast could love it but for those of us who enjoy soaring flight, here’s a dream come true… even more so for those who don’t live near mountains or an airpark where they can tow you aloft.

Wings from the North Lift Many Trikes

By Dan Johnson || May 14, 2015 Leave a Comment

Here's North Wing's Maverick 2 Legend with full fairings and folding main gear (see photo below). This can be a Part 103 trike and sells for $17,990.

Maverick now folds its main gear for a narrower stance to allow trailer transport or space-efficient hangar storage.

Using engines commonly mounted on back-pack powered paragliders helps ATF stay super lightweight for soaring flight.

I've been writing about very affordable aircraft•, specifically about Part 103 ultralight vehicles. I know some readers prefer speedier or fully enclosed aircraft. Those people are fortunate as many choices are available and, of course, I will continue writing about them frequently. However, many pilots in the USA and around the world do not have a budget for a magnificent carbon fiber personal aircraft that costs $150,000. Even among those who can afford such aircraft, I'm amazed at the renewed interest in these simplest of aircraft. In addition, aircraft as shown in the nearby photos have seen considerable development since the early days of weight shift trikes. In my view, America invented these aircraft back in the late 1970s but as three axis ultralights developed, interest from American pilots drew away from weight shift and the best new ideas seemed to come from Europe, Australia or other countries. However, I now see the freshest developments coming from U.S. producers such as North Wing, Evolution, or FlyHard. In this article, we will look at products from North Wing, based in Chelan, Washington. Fortunately, despite a very long journey from the opposite corner of this big country, North Wing again brought their products to Sun 'n Fun for all to examine. Here's a link to all North Wing trikes and wings North Wing is what might be called a full-line trike maker. The company offers a SLSA version called Scout in two models, Apache and Navajo, powered by either the Rotax 582 or 912. The most deluxe of these is the Scout XC Apache 912 (video) and while it is nicely finished with most desirable features, Scout sells for a fairly modest $52,000. For those wishing to spend less, other models run as little as $36,500 and even kit versions are available. In the range of ultralight trikes, North Wing offers three models: Maverick, Solairus, and ATF. The latter is essentially a powered hang glider with landing carriage and the lightest engine available (photo). Solairus is similar but features a sleek composite carriage in lieu of simpler tube-and-gusset construction. For more on Solairus, check out our configuration video or our mini pilot report video. If you are soaring enthusiast like me, super lightweight trikes like ATF and Solairus may be of great interest. To many others, though, a more substantial rig is desired. That might suggest the two seat and powerful Scout series but North Wing has another in-between model called Maverick. Maverick is also Part 103 eligible, though like all such aircraft it is possible to push them out of Part 103 by adding too many options. Fortunately, unlike fixed wing Part 103 vehicles, trikes have greater weight allowances available so a Part 103 trike can still be fairly deluxe. Maverick is such an example. Somewhat like the Evolution Rev I recently wrote about, Maverick drew my attention when I approached it as it appeared, well, different. That's because North Wings' new Maverick had its main gear folded up into what might be called trailer transport mode. The main gear legs on Maverick swivel upward by removing one bolt on each side which exposes two small wheels that I hardly noticed. In such configuration, Maverick can still be pushed around in a hangar or into a trailer; folding the mains considerably narrows the gear stance so it can fit in more confined spaces. North Wing also had a form of two wheel truck (photo) that could be used to make the maneuvering easier. Maverick 2 also has some other new qualities such a zippered storage area aft of its single seat and a nicely fabricated fairing with a well-designed parachute cover. Parachutes have a close relationship with Part 103 aircraft as they are the only FAA-acknowledged flying machines that give a weight credit for using the safety equipment. Adding a canister parachute like Maverick had installed adds about 18 pounds of weight but then qualifies for a 24-pound weight allowance so that the operator can be said to gain six pounds for other purposes without exceeding part 103's maximum empty weight (278 pounds with parachute versus 254 without). Maverick is base priced with the weight saving yet powerful Kawasaki 440 40-horsepower, two-stroke engine and in its simplest configuration sells ready to fly for only $17,900. Even with the 35-horsepower Verner JCV-360 four-stroke engine, Maverick is just a hair over $23,000. Get more Maverick info in this video. At the very least costly end of North Wing's broad-shouldered line is the ATF mentioned above. About this diminutive rig, North Wing said it, "adds power to your hang glider so you can climb to the thermals and power-off for lightweight trike soaring!" This is music to the ears for some of us. ATF is available with no less than four engine choices: Simonini Mini2; MZ 34; Vittorazi 185; or the four-stroke Bailey V5E engine. All are used by producers of powered paragliders and for the same reason: they are extremely lightweight. North Wing makes sure ATF has lots of choices and possibilities. Explore these at this link Here's the best news for those on a budget for aircraft: You can purchase an ATF with Simonini 26-horsepower engine and a new Solairus 17-meter wing for just $13,990. Fantastic! •A reminder to readers that at some time in the future, ByDanJohnson.com will start a transition to a new domain name: AffordableAviation.com because ... whatever the selling price of aircraft we cover, our focus remains on the affordable end of aviation.

I’ve been writing about very affordable aircraft•, specifically about Part 103 ultralight vehicles. I know some readers prefer speedier or fully enclosed aircraft. Those people are fortunate as many choices are available and, of course, I will continue writing about them frequently. However, many pilots in the USA and around the world do not have a budget for a magnificent carbon fiber personal aircraft that costs $150,000. Even among those who can afford such aircraft, I’m amazed at the renewed interest in these simplest of aircraft. In addition, aircraft as shown in the nearby photos have seen considerable development since the early days of weight shift trikes. In my view, America invented these aircraft back in the late 1970s but as three axis ultralights developed, interest from American pilots drew away from weight shift and the best new ideas seemed to come from Europe, Australia or other countries. However, I now see the freshest developments coming from U.S.

Canada’s First Electric-Powered Ultralight

By Dan Johnson || December 12, 2012 2 Comments

Randy Rauck prepares to make a flight in Canada's first electric-powered ultralight. photo by Trevor Batstone

Using North Wing's Solairus trike and wing, Rauck added electric power. photo by Trevor Batstone

Electric power virtually eliminates vibration, noise, and pollution, said Rauck. photo by Trevor Batstone

Batteries on "Green 1" offer an hour's flight, more than enough to get a soaring pilot to thermal altitude. Rauck plans a charging station at his airpark, so pilots can swap batteries and continue flying. photo by Trevor Batstone

From the land of sky-blue waters comes ... no, not a beverage but Canada's first electric ultralight. And sky-blue waters aren't the point; instead, it's all about blue skies and getting up to them for a bit of soaring fun. Thanks to my journalist friend Russ Niles, Editor-in-Chief of AvWeb (one of my favorite aviation websites), I heard about a Canadian friend who's done some interesting development work. Given the general excitement about electric power and my personal interest in soaring flight, I called up my old friend. Like many of us who enjoy soaring hang gliders, developer Randy Rauck said, "I always wanted to apply electric to a lightweight trike so we could quickly and easily fly our hang gliders up to where the thermals abound." When he's not creating a new powerplant Randy runs the Freedom Flight Park in Lumby, BC Canada. "I wanted to try electric to get away from the vibration of a lightweight two-stroke gasoline engine. Those engines demand more maintenance, make noise, cause pollution ... and I just thought electric could be better in every way," he explained. Photographer Trevor Batstone wrote, "On December 8, 2012 [we saw] the inaugural flight of C-IYUP, the first electric-powered ultralight in Canada. Randy Rauck, pilot and owner, lifted the wheels of the ground for the first time, completing two flights here at CYPK in Pitt Meadows, BC." Dubbed "Green 1" the light trike was built by eUP Aviation Inc., in collaboration with American trike and wing producer North Wing, whose owner Kamron Blevins agreed that Randy could use one of his trikes and the new Solairus (video) wing. "Kamron said he'd been thinking about electric power but lacked the time, so we got together on this," said Randy. Randy's main enterprise is running an active hang gliding flight park and his Raven Aviation enterprise. At this he is eminently qualified with a long history. In addition Randy worked with Darrell Murphy on projects like the biplane Renegade plus the metal monoplane Maverick and other Murphy powered aircraft. Developed in association with John McClintock under the name eUP Aviation, Green 1 is powered by a 84 volt, 19 KW hours, or 26-hp electric motor fueled by a one-hour duration battery pack. In test flights it has climbed 600 feet per minute making the effort to reach an altitude where thermals can be found and exploited no more than a 3-5 minute flight. Of course it all happens with very low noise that Randy says makes for improved neighbor relations. "We do plan to sell the package but we're still working out pricing and supply. We've agreed to collaborate with Kamron and North Wing. They'll supply the trike and wing and we'll do the electric system." He notes electric motor parts are sourced from Europe and Asia. No details have been confirmed at this writing about North Wing handling U.S. sales but all are excited about early results and intend to keep forging ahead. "We may come to Sun 'n Fun 2013 and by then we may have details worked out more fully," finished Rauck.Below you can see eUP's wing-mounted video:

From the land of sky-blue waters comes … no, not a beverage but Canada’s first electric ultralight. And sky-blue waters aren’t the point; instead, it’s all about blue skies and getting up to them for a bit of soaring fun. Thanks to my journalist friend Russ Niles, Editor-in-Chief of AvWeb (one of my favorite aviation websites), I heard about a Canadian friend who’s done some interesting development work. Given the general excitement about electric power and my personal interest in soaring flight, I called up my old friend. Like many of us who enjoy soaring hang gliders, developer Randy Rauck said, “I always wanted to apply electric to a lightweight trike so we could quickly and easily fly our hang gliders up to where the thermals abound.” When he’s not creating a new powerplant Randy runs the Freedom Flight Park in Lumby, BC Canada. “I wanted to try electric to get away from the vibration of a lightweight two-stroke gasoline engine.

LSA Highlights from Sun ‘n Fun 2012

By Dan Johnson || April 4, 2012 Leave a Comment

Cessna's Skycatcher did demo flights in the space formerly known as the Ultralight Area... or Paradise City. photo courtesy UltralightNews

Sky Arrow is back! A joyous occasion for Hansen Air Group and new owner, Magnaghi Aeronautica. photos courtesy UltralightNews

Tecnam's Taildragger, the prolific company's first, was widely admired in retro finish. photo courtesy James Lawrence

World Aircraft's new Vision has wonderful visibility and the easiest entry yet among LSA.

Dubbed the "Wonder Bread airplane" for obvious reasons, Belite's Part 103 design flew regularly. photo courtesy UltralightNews

North Wing's Solairus is a sweet-flying Part 103 trike with the Bailey four stroke, electric start engine. photo courtesy UltralightNews

Rotax BRP launched their fuel injected 912 iS engine to a warm response in this opening day press conference; standing room only.

M-Squared's Breese was highly modified by owner Ray Anderson. It flew with great energy pushed aloft by the 80-hp Turbo HKS. photo courtesy UltralightNews

Mike Theeke of Fly Hard Trikes showed his Sky Cycle powered by the 35-hp Verner four stroke with electric starting.

Gorgeous nose art customized this Scout two seater trike from North wing.

John Moody is celebrated as the "Father of Ultralights." Here he flies a version of his Easy Riser first powered in 1975. photo courtesy of UltralightNews

Whew! It's over. Man, Sun 'n Fun can be the busiest six days of one's life... well, at least until the next one. In this survey article, I want to skim the very top of what I found interesting at the recently concluded show. Each highlight will get fuller coverage. Before starting, though, I owe a couple shout-outs. *** A huge, enormous thanks to Jim Lawrence who kept you up on a daily basis. Accomplishing that means long days shooting photos, interviewing personalities, and working into the night in a motel room with a crappy Internet connection. It may look easy and fun but only half that assessment is true (hint: it ain't easy). *** Secondly, another thanks-a-million to UltralightNews, my video collaborator. I have the easy job; they will put in an enormous number of hours to edit and finish more than two dozen new videos that I'll post here as each is done. We've got some great stuff coming for your viewing enjoyment! |||| LSA MANUFACTURERS I met the new business leader (in Cessna jargon) for the Skycatcher LSA. Traci Leopold confirmed the Wichita giant's support for their lightest aircraft, now being assembled in Independence, Kansas alongside other Cessna icons.*** Sky Arrow is returning after several years stuck in an Italian court. A large company called Magnaghi is rescuing the sweet flyer and will begin production shortly. Hansen Air Group will continue its steady representation of this composite design. *** The most successful light amphibian (600 sold to homebuilders; 500 flying), SeaRey is celebrating its 20th anniversary with new owner Adam Yang at the helm. Designer Kerry Richter remains on the job as they progress toward Special LSA certification. *** World Aircraft's new Vision offers extraordinary visibility and a few other user-friendly features like a fold-away joystick and enormous door openings to ease entry/exit.*** Tecnam drew solid interest in their Lycoming-powered taildragger, their first... this from a company that has many fetching designs running all the way up to twin-engine, conventionally certified aircraft. *** Jabiru U.S. won a Grand Champion award for their Jabiru 3300 engine installation on an especially handsome RV-12 LSA; Jabiru built the Van's kit and configured the powerplant. |||| LIGHT PLANE POWERPLANTS Lycoming is coming on stronger in the LSA field, with installations on Falcon, Comet, and Tecnam with hints of more to follow. The O-233 removed 40 pounds from the O-235 model so well known in the USA. Its being employed to create the second and third aerobatic aircraft in the LSA space. *** Dominant powerplant supplier Rotax make a huge splash with their 912 iS U.S. launch, including a packed press conference and a professional display near the entrance in the LSA Mall. Fuel injection has arrived to the LSA sector in a classy way. Flight Design jumped into action with a special model named the CTLSi, specifically configured for the new engine. Rotax powers 75% of all LSA designs. *** I got to fly Ray Anderson's unique M-Squared Breese single place powered by the 80-hp Turbo HKS, my first experience with this delightful engine. Saying it performs well hardly does justice to plane or powerplant. |||| PART 103 ULTRALIGHT VEHICLES North Wing showed their new composite body Solairus Part 103 trike. I flew it with the 20-hp Bailey single cylinder four stroke electric starting engine from UK. What a hoot! Watch for a mini-review right here ASAP. *** Sun 'n Fun visitors saw the Verner two cylinder four stroke engine on the Sky Cycle, another Part 103 trike. (Part 103 "ultralight vehicles," as FAA calls them, require no pilot license or N-numbers. The category celebrates its 30th anniversary this fall!) The four stroke Verner offers 35 horses and electric starting. I'd flown the four cylinder version of the Swiss engine many years ago and was impressed with its smoothness. *** The Part 103-legal "Wonder Bread" Belite aircraft turned many heads with its bright "spotty" paint job and the world's lightest instrument panel. Their solid-state "gauges" make a panel less than an inch thick, really great for ultralight aircraft but popular among homebuilders, too. *** Still in the former ultralight area, we did a fun interview with the "Father of Ultralights," John Moody, and we checked out his two 1980s Eagle ultralights plus the 1976 Easy Riser he uses in an airshow act. John's a great guy who deserves the attention. (I am honored to have won the USUA's Moody Award in 1999.) |||| MORE COOL FLY-STUFF I visited with Mark Ausman of Vertical Power. I never fully grokked their product line of electronic circuit breakers, but I've got it now and understand the enthusiasm airframe makers and home builders have shown. *** Don Ayers described his new SportShares program that helps find partners to share ownership of a SportCruiser. Similarly, David Kruger advanced his work with AOPA on the ownership partner program he developed and transferred to the big member organization. *** Breezer Aircraft USA showed us their new iPad app with all their manuals and more handily available on the ubiquitous tablet; it seemed nearly everybody at Sun 'n Fun uses an iPad. *** My onetime employer, BRS parachutes, has renewed their focus on LSA. They presented a great forum with an actual user (who deployed from a Cirrus SR22) doing most of the talking. It's great to see them reenergized; the company has saved 274 lives and counting. |||| AIRCRAFT TO FOLLOW At the Aero show in Germany in mid-April 2012, Pipistrel will debut their new $85,000 Alpha flight trainer and they'll reportedly show their super-sleek Panthera four seater project. One of their other birds making a round-the-world flight recently "summited" Mt. Everest. *** Come Oshkosh 2012, we'll be watching for first displays of the dreamy Lisa Akoya LSA amphib seaplane with an interior treatment and a sexy exterior to challenge Icon's A5. Also Edra will be bringing their Super Petrel, another seaplane Americans know but have not seen for many years. It will have many new features company officials assured me. *** And yet... "there's still more to come!" as the late-night commercials exclaim. The development energy in Light-Sport Aircraft remains nothing shy of phenomenal. |||| FIRSTS AND ANNOUNCEMENTS The 10-year-old committee (F37) that worked with ASTM to write LSA certification standards had their first-ever meetings at Sun 'n Fun. I was unable to attend due to other duties but the volunteer group continued good work on LSA standards including new ones in development for electric-powered aircraft. They work hard so FAA need not. *** In related news, LAMA announced signing final contracts with Embry Riddle to provide independent third-party LSA audits, an action FAA supports even while it conducts "practice audits" of its own. *** The unique area known as Paradise City was all abuzz over the prospects of the LSA Mall moving to the entrance to this charming Sun 'n Fun venue with its own runway. Many new plans are being prepared to revitalize the Lightplane exhibit area. The biggest (stunning!) news was the chance to fly during the main airshow starting in 2013; demo operators and more seemed charged up about this opportunity. *** Sun 'n Fun 2012 may have started a bit slow but vendors said they signed more orders than in previous years. Friday logged an all-time attendance record and Saturday was also exceptionally busy plus the night airshow was the best attended ever. In all, a excellent show for new leader John "Lites" Leenhouts, his staff, and an army of volunteers. *** Oh, one more thing... thank you Sun 'n Fun for air conditioned bathrooms with hand washes. One should appreciate the simple things in life, my wife assures me.

Whew! It’s over. Man, Sun ‘n Fun can be the busiest six days of one’s life… well, at least until the next one. In this survey article, I want to skim the very top of what I found interesting at the recently concluded show. Each highlight will get fuller coverage. Before starting, though, I owe a couple shout-outs. *** A huge, enormous thanks to Jim Lawrence who kept you up on a daily basis. Accomplishing that means long days shooting photos, interviewing personalities, and working into the night in a motel room with a crappy Internet connection. It may look easy and fun but only half that assessment is true (hint: it ain’t easy). *** Secondly, another thanks-a-million to UltralightNews, my video collaborator. I have the easy job; they will put in an enormous number of hours to edit and finish more than two dozen new videos that I’ll post here as each is done.