News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft
Website: https://evolutiontrikes.com/
Email: EvolutionTrikes@yahoo.com
Phone: 813-810-9262
Zephyrhills, FL 33542 - USAVideoman 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.
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).
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.
Taxiing out for takeoff with instructor Greg Spicola at the Zephyr Hills, Florida airport. photo by Amy Saunders of Evolution Trikes
What's not to enjoy? The view from a gyroplane like AR1 is enormous. photo by Amy Saunders of Evolution Trikes
I like gyroplane flying and I find plenty of good things to say about them. However, one of the strongest arguments involves price. SilverLight's AR1 costs only $65,000 with the 100-horsepower Rotax 912 engine. This is a kit, yes, but the build effort is modest and for a modern, comfortable, well-flying aircraft, the price is within reach of most budgets.
Since FAA has never chosen to allow Special (fully built) LSA gyroplanes, kit building is your only option. Unlike several other countries, gyroplanes like AR1 can only be sold in America as an Experimental Amateur Built kit. SilverLight said, "We have decided to offer AR1 as a package where builder assistance is offered to include airworthiness inspection fees plus the first two to three hours of test flight and tuning." An AR1 buyer travels to Zephyr Hills airport (not far from Tampa, Florida) to SilverLight's builder assist center for a nominal amount of time. The company added, "Our kit is easy and fast to put together, generally only taking two weeks to be ready for ground testing." While you put bolt A in hole B, your family can take advantage of Florida's numerous tourist attractions; it's not a bad trade and the Z-Hills airport is a fascinating place with all manner of aircraft and a very active skydiving center. C'mon down to Florida and check out the AR1 gyroplane. The view is superlative!
Once upon a time… gyrocopters were an American invention. Igor Benson was such an important pioneer that many fixed wing pilots refer to all such flying machines as “Bensen gyros.” Starting in the 1950s, he hit on a good combination of ideas that made the new sector flourish… for a time. Gyros are small rotary winged aircraft that resemble helicopters in some ways — all have a spinning wing above the occupants. However, gyros work by the air moving across the blades of the rotor disk; their rotors are not powered. Most readers likely don’t need a technical discussion. Suffice it to say gyros and helos are far from the same animal no matter how much they might look like one another. Yet in the last couple decades things began to change, dramatically. Perhaps to accentuate their differences, modern producers prefer “gyroplanes” while the older Bensen types are often referred to as “gyrocopters.” The old and new are different in important ways.
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!
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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.
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.
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.
Earlier I've written that the Part 103 ultralight sector seemed more vibrant than ever at this year's Sun 'n Fun. I admit a bias. I love Part 103 ... the aircraft, the concept, I like flying single seat aircraft, and, hugely, I love that Part 103 deftly avoids most of the interference from government officials that tends to dominate so much of aviation worldwide. While certified aircraft have hundreds or thousands of pages of regulations they must follow, Part 103's entire ruleset can be printed on the front and back of a single piece of paper. That's fantastic!
Earlier a few folks reading my enthusiasm about Sun 'n Fun 2015 exhibits of Part 103 machines voiced doubt that these machines can actually qualify — meeting the challenging empty weight of 254 pounds (278 if a parachute is mounted; more if floats are added); the max speed of 55 knots or 63 mph; the stall of 24 knots or 28 mph; the five gallons of fuel, and, well ... that's nearly it.
Of course I couldn't weigh each machine out in the fields of Sun 'n Fun's Paradise City, but I did probe with each vendor interviewed, "Are you certain this meets Part 103's parameters faithfully?" Each answered, "Yes!" although they also noted that customers sometimes like to add options that can push the vehicle out of 103.
One of the most fun was Evolution Trikes brand-new Rev, which is perhaps shortened from Revo, their super-deluxe two seat trike featuring every bell and whistle known to trike developers. However, although Rev is highly simplified compared to Revo, it has everything I'd want on a trike and has a very special arrangement to help you maneuver the machine when its is folded for transport or storage.
As you look at the lead photo, you have to wonder if this thing just crashed and jumbled its tubing into a mess. You can be excused for wondering. However, what you see above is Rev in compact — and wheeled — form so it can be moved around easily inside a hangar or onto a trailer. Because Part 103 trikes are limited to 60 mph, owners may trailer their rig; also, an enclosed trailer can make an inexpensive hangar.
Rev cleverly folds from its collapsed configuration to flight or the reverse in a mere six minutes and even those minutes won't strain your back, thanks to the ingenious thinking of lead developer Larry Mednick. He's proved his design prowess with the marvelous Revo and he's done it again with the far simpler Rev.
Rev's wing is intended to stay attached, folding into flight position while mounted to the trike carriage. Then the carriage itself folds to allow movement on the ground with a second carriage (see second and fourth photos). Yet, as the late-night TV advertorials boast, "That's not all!"
Once the wings — of this simpler, single surface design with nifty wing ribs that insert easier than ever — are unfolded, the ground-movement carriage is detached, and the nosewheel assembly plugged in, the wing lifts quite easily into flying condition. Even the "haul-back" is easier (haul-back is an action to fully deploy and tension the wings to flying condition; it can be difficult on some large, tight wings).
One the wing is fully erected over its carriage, you attach the standard forward support strut ... except, nope, you don't! Like very few trikes on the market, Rev is design to support the wing from the rear, making forward visibility the best I've seen in recent memory. This has been done before, but it's rare and the earlier efforts were not this slick. For those nervous about the lack of a forward strut, Rev is designed to accommodate one if you wish (as an option).
Similar to his superb Revo, Larry has left few details needing any further attention. As you look at the detail image collage, you see the whole creation is thoughtfully considered. An instrument panel is nestled behind the beefy front wheel; it can be configured in various ways (though you'll need to restrain your impulses if Rev is to remain in Part 103). It has comfortable foot rests and even the throttle hook up to the right pedal is neatly achieved.
Large main gear tires combine with a robust nosewheel to assure landing on rough fields won't provide a threat and all three wheels use a smart but simple and light form of suspension (see black insert in rear gear leg and under the seat of the front support arms). Even the nosewheel gusset has a fine touch with the product name machined into the plate. A parachute is fitted, allowing empty weight to rise in a way that "buys" a few extra pounds (the parachute weighs slightly less than FAA's AC 103-7 allows).
Of course, some buyers will simply have to add some options and Evolution has several. Adding too much will push Rev into Experimental Amateur Built where a pilot license, medical, and N-number will be needed but Evolution offers various ways to personalize your Rev. Looking like the one in the photos and fully optioned out, Rev will exceed $33,000. However, with its standard Kawasaki 440 (40 hp) engine and still a mighty nice machine, Rev lists for just $17,900. That's terrific. Go, Rev!
UPDATE 5/10/15 – Rev Videos — Shortly after the following article was written, we posted two videos about Evolution’s new Rev. Part 1 shows you how fast the setup from trailer to flight goes and Part 2 gives more information, both featuring primary developer Larry Mednick. Enjoy! –DJ Earlier I’ve written that the Part 103 ultralight sector seemed more vibrant than ever at this year’s Sun ‘n Fun. I admit a bias. I love Part 103 … the aircraft, the concept, I like flying single seat aircraft, and, hugely, I love that Part 103 deftly avoids most of the interference from government officials that tends to dominate so much of aviation worldwide. While certified aircraft have hundreds or thousands of pages of regulations they must follow, Part 103’s entire ruleset can be printed on the front and back of a single piece of paper. That’s fantastic! Earlier a few folks reading my enthusiasm about Sun ‘n Fun 2015 exhibits of Part 103 machines voiced doubt that these machines can actually qualify — meeting the challenging empty weight of 254 pounds (278 if a parachute is mounted; more if floats are added); the max speed of 55 knots or 63 mph; the stall of 24 knots or 28 mph; the five gallons of fuel, and, well … that’s nearly it.
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).
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.
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.
| 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. |
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.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.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.)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.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.)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.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).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.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.
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.