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South Africa’s Aerotrike Goes First Class

By Dan Johnson || February 12, 2004 Leave a Comment

YOUR BAG? - Numbered with a South African call sign "ZU-BAG," the Cobra trike is representative of the best the trike community has to offer. Note the beautifully faired nosewheel and the distinctive landing light built into the nose pod.

SMOOTH CITY - The Cobra takes the rugged Aerotrike and brings it into the world of finely tooled trikes. With its 65-hp Rotax 582 powerplant, the Cobra so neatly incorporates the mandatory radiator that you hardly see it at the base of the trike chassis. Note the also-clean fuel filler emerging from the cloth skirting.

GLOVE COMPARTMENT - Rainbow Aircraft calls it a "Luggage Box" but the point is similar. You can stash items in one of two compartments accessed by a screw-on lid. Each compartment can hold 12 kilos (26+ pounds).

LOADED PANEL - If you need more instrumentation than this, you should consider getting your instrument rating from FAA. The front-and-center EIS has most of what you need but our test Cobra wasn't content, instead adding enough gizmos to interest an airline captain. I loved the swivelling compass from Silva.

BRS READY - Rainbow Aircraft's related business - Aircraft Engines - is the BRS representative in South Africa. With the blow-away panel removed, you can see the custom mounting holes all threaded and ready to mount a BRS canister system in this cavity. BRS engineers consider this a slick installation.

EASY FOLDDOWN - With the seat cushion removed, you can more easily see how a rigid seat structure works in conjunction with the folding mast. Though it looks like it might fold into the seats, the Cobra hinges about the seat structure in the way of many modern trike chassis designs.

RECOIL BELTS - Shoulder belts on the Cobra employ recoil systems that make control movements easier. One system is located on each side for front and rear seats. Also note the zipper which opens to a side stash bag incorporated in the seat skirting.

First came the Aerotrike. Travelling all the way from South Africa where Rainbow Aircraft manufactures it, the Aerotrike looked to be - and is - a very sturdy trike that could stand the rigors of flight instruction. However, some thought it lacked the finesse of the finest European trikes. Designed by Mike Blyth, the Aerotrike was built precisely for the purpose of flight training. For years, Blyth had used other brands of trikes in his flight school. However, he found they wore out prematurely. This is never a good thing to a school trying to fund itself by teaching many students. The Aerotrike's Scout and Safari models proved to be durable flying machines. Former American representative Rob Rollison fitted his Aerotrike with a reliable HKS 4-stroke engine and proceeded to fly a lengthy 2,000-mile journey around Mexico. Not everyone would tackle such a venture, but Rollison says the HKS and his sturdy Aerotrike gave him the confidence to simply fly and enjoy. Baptism by Fire In 2000, Rainbow Aircraft introduced their Cobra.1 In what turns out to be typical Blyth fashion, the Cobra was given a baptism by fire. Blyth in a Cobra 912S trike and his European counterpart Olivier Aubert in a Voyager 912S trike, flew from the southern tip of South America to South Africa via Greenland.2 The 26,703-mile route took them all the way up through South, Central, and North America, across the Atlantic Ocean and back down through Europe and the whole of Africa to home sweet home. While making Rollison's tour of Mexico look like a weekend jaunt, both flights prove the South African company can make a trike that will hold up to the toughest tasks. Despite the brawny heritage, the Cobra is actually highly refined in the tradition of Europe's best trikes. From the smoothly integrated landing light in the nose pod to the sleekly faired wheel pants to the Rotax 912S engine (on our test ultralight), the Cobra represents a high state of the art. I loved flying the Cobra and you might too. Let's have a closer look. Going the Distance I can't think of a more convincing way to show your machine is up to challenging work than Blyth's and Aubert's flight from Argentina to Cape Town, South Africa. Now presented as the "Millennium Microlight Adventure," Rainbow Aircraft says the trip is the current world record holder for the title: "World's Longest Unsupported Trip in a Trike-type Microlight." In the accompanying photos, the blue-painted Cobra model is the newest version. The red one is slightly older though it is equipped with more options. The trike chassis itself - repainted one time from the ugly green of airshow summer 2000 to blue for 2001 - will return to South Africa for a factory repainting and refurbishment. I have no trouble admiring the work of Blyth and his team. Once a flight instructor and now a manufacturer of trike and 3-axis aircraft plus a director in several aviation enterprises, Blyth shows himself to be a capable businessman as well as ambitious developer and daring pilot of incredible expeditions. With all of this going on, no wonder Blyth is lean, thin, and smiling. Blyth graduated from building trike carriages for his own use, an activity he started in 1989. Six years later he start ed regular production of Aerotrikes. Later in 1995 he took on a Ukrainian partner, Vladimir Chechin, whom he had met at a Hungarian ultralight competition in 1990. Chechin joined Rainbow Aircraft and has since brought over four fellow Ukrainians and one Russian. Having acquired years of engineering experience, Rainbow Aircraft completed a sleek 3-axis light aircraft called the Cheetah. Today, Rainbow Aircraft employs 24 people to build trikes. A closely related enterprise is Aviation Engines, the Rotax and BRS distributor for South Africa. In business for 16 years, Aviation Engines employs another 11 persons about 25 miles from the Rainbow plant. Blyth says the design plan with the Aerotrike Cobra was to "spare no cost to provide the pilot with the strongest, lightest, most comfortable, most advanced, most good-looking trike possible!" Although that sounds like a marketing message, the results suggest it was a written goal. Indeed, the Cobra struck me as a strong, very comfortable, highly advanced, and handsome trike carriage. I can't agree that this is the "lightest" trike as our test ultralight weighed more than most models listed in Ultralight Flying!'s Buyers Guide 2002. However, it has a comparable weight to other Rotax 912-powered trikes and is certainly light among all sport aircraft. The standard version of the Cobra with a 50-hp Rotax 503 shows 337 pounds on a scale, again putting it in the range of other high-end trikes. The trike chassis features a shapely and efficient nose pod that provides a unique integral nosewheel fairing. Combined with a standard built-in landing/taxi light, the Cobra's front end has a look all its own. The Cobra also includes rear wheel fairings, 3-wheel suspension, a full integral instrument panel, molded body-shaped seats (covered with padded upholstery), baggage areas in the floor with access in flight, body skirts with zippered stash bags, a hidden, specially-shaped fuel tank with built-in mount for a BRS parachute system, which is also hidden from view and the elements. The Cobra uses a welded 4130 steel engine mount coupled to a robust mast structure. A similarly strong junction, also welded steel, joins tubes at the base of the engine. The two parts make up a mighty spine of the Cobra, strong enough to permit a 100-hp Rotax 912S to be securely mounted. The Cobra's muscular construction is thorough. Inside the mast, Rainbow installed a back-up steel cable that runs from the wing to the base of the landing gear. In the event of critical component failure, a fail-safe device awaits duty. An over-the-center latch secures the wing to the chassis and creates a satisfying sound on seating itself. It could be flown this way, Rainbow says, but has a safety backup that passes through steel plates for extra assurance. Another wire runs down the streamlined forward support tube, cleverly joining the chassis through a clevis pin link. All in all, this is clearly a robustly built ultralight. Refined In the Details For hangar storage or trailer transport, the Cobra's mast breaks down a bit differently than other trikes. Since the seats are composite with cushions on them, you'd have to remove the seats to allow the mast to swing forward enough to clear the Cobra's long nose.When you remove the rear seat cushion and backrest (they're held in position by Velcro®), the mast can tilt forward through a slot in the composite. Although the mast hinges below the top of the seat structure, it secures in an easily reached position above the seats. The blue Cobra in the photos has the Skydat electronic data system, built by a member of Blyth's aviation enterprise. Skydat is different from other systems that look similar. For a little more than $1,000, you get every instrument you could want except a compass. Such a price compares well to analog gauges, which would not be as compact either. Rainbow Aircraft says, "Not only does the Skydat cover all the engine functions of all the Rotax aircraft engines, but it also covers all the flying functions such as airspeed, altitude and climb rate." Despite the sweeping statement, they didn't mention battery voltage, engine hour meter, and air temperature. The ASI, VSI, altimeter, and tachometer readouts have both a digital analog "gauge" style with a numeric value in a small window. All this is neatly packed into a box slightly larger than 7 by 4 inches. An engine-area sender [processor module] picks up all the data and transmits it to the panel-mounted Skydat via four wires, making the installation relatively painless. However, the dials as shown on the Skydat are smaller than standard 3.125-inch gauges. Using the device is closer to a series of 2.5-inch gauges and it's hard to beat the readability of the larger older-style instruments. In addition, a loss of electrical power to Skydat means you have no instruments whatsoever. And for ultralights without a battery, you'd have to adapt some parts to convert engine current for use by Skydat. Rainbow Aircraft can provide the parts. I still like Skydat, though. It is small enough to leave room on the Cobra's panel for a radio and GPS unit if you want. You'll spend more to get a full "steam gauge" setup and doing so will fill your panel. The red Cobra I flew had the U.S.-based EIS instrument to monitor engine functions. Clustered around the electronic box were conventional gauges that most of us find satisfyingly familiar. As flown, the 100-hp Rotax 912S had the optional rear fairing and underside-mounted radiator. This deluxe setup has an air inlet vent operated by one of the control levers between your legs. Rainbow places three handles at the Cobra pilot's feet: choke to left, right rear lever is the radiator adjustment, and forward right handle is the throttle. I didn't find them confusing to use as the radiator lever is further aft and as you typically use foot throttle for takeoff and landing. Both seats used a shaped fiberglass shell to offer better support to each occupant. The seats accommodate the human body nicely and are then liberally padded on cushion and backrest. A shallow sidewall might assure those who feel they're hanging out on other trikes. On the newest Cobra, the side storage bags are much tauter and more securely fastened to the chassis. They hold as much as the older ones but they look better. You have access to these bags in flight and they are held closed with large zippers. However, since anything you extract is not far from a spinning prop, you'll want to be careful about taking something out of them. Perhaps more secure for in-flight needs are the floor-located cargo areas. One large screw on/off cover on each side reveals a container able to hold 12 kilograms (26 pounds) each, according to a placard. On the blue Cobra, these compartments were padded on the inside with a bright yellow material, giving the trike a very finished appearance. Because of the elaborate body fairing, you cannot see that the seat rails are doubled tubes, one tube stacked on top of another. The purpose is improved crash protection. From my inspection of the combination of heavier or doubled tubing, substantial steel structure, and major fairing, the Cobra should survive fairly well in the unfortunate event of an especially hard landing. Though these are now becoming quite common, the Cobra uses a parking brake lever to set the nosewheel drum brake. Serious Get-Up and Go As always in my experience with the Rotax 912S, the engine cranked immediately and began its rumbling idle. Though I favour 2-stroke engines for light ultralights, I love the 912S powerplant. With its slower spool-up than 2-strokes, you get a smooth power application with the 912. This allows you to manage 100 hp without it getting away from you. But make no mistake, when you put pedal to the metal, the 912S-powered Cobra wants to leap forward. Nonetheless, the Cobra wants encouragement to fly off the runway. Rainbow Aircraft's configuration of wing to chassis demands that you push the control all the way to the forward support tube for normal takeoff. Blyth says that as little as 2 inches back from that point can prevent the Cobra from leaving the ground. For me this proved to be quite a reach. Most trikes don't require this amount of push-out, but I can't fault the idea. It means you'll have more pull-in range for better diving when you may wish to do so. And designing a trike so you can hardly stall may be smart. Knowing the Cobra is designed to be a cruiser, I expected a fast wing. I also expected stiff handling. In recent experience, I've found the AirBorne Streak wing and Air Creation's Kiss wing to offer superior handling while still retaining a good speed range. Cosmos wings and those from North Wing have displayed this handling ease even longer. This is no small accomplishment. Indeed, many of the more deluxe trikes - with a correspondingly heavier chassis - use very tightly stretched wings that cruise well but handle heavily. Aeros, the Ukraine based builder of Rainbow's Cobra wing series, has evidently also adapted some of these same techniques. Though I flew on a Profi wing, the fastest of the line, handling was reasonably light, a clear improvement from any such wing three or four years ago. Roll response was not fast but quite good. Profi isn't as light as either the Streak or Kiss. From Aeros, you can choose from four wing styles. Each raises the speed limit and the stall speed, while getting smaller in square area and less potent in climb. That's how it works with the delta wing shape. In my evaluation the Profi 14.5-meter wing was speedy with a "top cruise" of 75 mph while the other Aeros wings drop to 70, 65, and 45 mph, respectively. Profi is followed by the Stranger 14.8-, Stream 16.2-, and Still 17.4-square-meter wings. Still, a single-surface wing is the slowest, though it has the best climb rate and probably handles the lightest. The right wing for you depends on what kind of flying is most common for you. I'd advise the Still for basic training and the Stranger or Profi for cruising. Ukraine may seem like a far-away place to buy wings, but the company is finding a market all over the world. Their hang glider line has sold well in the USA for several years. The ancient country has many ex-Soviet engineers who are hungry for work and enjoy the freedom of working in the ultralight field. Blyth and his expanding enterprise have brought a Ukraine engineer to join the staff in South Africa. The entire engineering team may help Rainbow's delta wing design and was instrumental in the company's release of their first 3-axis aircraft, the Cheetah. One could hardly find a better way to prove the Cobra's performance range. Blyth put his money where his mouth is and flew the first production Cobra 26,703 miles in the Millennium Microlight Adventure, which functioned as an extensive flight test and debugging exercise. In my flying, climb seemed very strong, especially solo, with 100 horses pushing. But perhaps thanks to the control bar set-up that allows more pull-in, I didn't feel like I was getting too nose high. Some powerful trikes make you think you're entering a power loop because their noses rise so steeply.. Two offsets of the engine on its mount help transmit the power better. Certainly this is most useful with the potent Rotax 912S engine. One is a physical offset of about 1 inch to the left (as the engine is compared to the trike), which helps counteract P factor. Another is a 1° offset for torque effects. Offsets reverse for 2-stroke versus 4-stroke Rotax engines. The engine used in my evaluation had 700 hours on it and is the same one Blyth used in his Millennium Microlight Adventure expedition. Most 2-strokes have been through some rebuilds by then but this 912S seemed to have lots of life remaining. Sure and Steady The Cobra didn't stall deeply unless deeply aggravated. I believe this has something to do with the push-out limitation that Rainbow Aircraft has designed and I still find no complaint with this method other than it makes for quite a reach for pilots with shorter arms. As expected, the Cobra flew easily coordinated turns up to moderate bank angles. No hint of an accelerated stall, but then I had little more bar-out range. Blyth has designed a fuel tank which has blind nuts molded in to accept the mounting brackets for BRS to mount a canister emergency parachute system. He also makes a Velcro®-attached blow-away panel that earned approval with BRS engineers. Therefore, Cobra is BRS-ready and a customer can easily add this equipment if desired. Why buy a trike made in South Africa when you can have one of the slick European trikes or a sturdy American-made model? The question is worthy, but what any ultralight buyer truly wants is a manufacturer on whom he can depend. To help, Rainbow Aircraft created a presence in this country through South African representative, Matt Liknaitzky, who is available at the company's Long Beach, California location. Rainbow is aiming the Cobra at trike buyers seeking long-distance capabilities and fast cruising ability in a luxury vehicle. They've left few stones unturned to fully dress the Cobra, though Blyth admits with a grin that the landing light in the nose is strictly a marketing move. A basic Cobra is quite well equipped and is reasonably priced at $15,995. However, to have the test Cobra you'll be paying closer to $30,000, $12,000 of which difference is solely for the Rotax 912S engine. A long list of options will catch your eye. The red Cobra in the photos sports the rear fairing, which includes the integral underside-mounted radiator cowling. The Skydat panel is a sure thing in my book. If you fly solo a lot, the 50-hp Rotax 503 with a midrange wing like Stream or Stranger makes a fine, much less expensive aircraft. Rainbow Aircraft advises against loading the Cobra with options if you choose the Rotax 503, so a 65-hp Rotax 582 or more may be optimal. And if you want the full-dress model that I enjoyed, better talk to your loan officer. I admit I liked the full-dress nature of this deluxe trike. Its striking lines are sure to turn heads on the airport ramp. I also liked the $16,000 price for a Rotax 503 model. Since I rarely fly two up, this might be my choice. Apart from the big Rotax and a few options, both models are similar. But, oh, how that Rotax 912S purred along at 75 mph. Grab a soft drink from the floor baggage area and enjoy the scenery. The Cobra's a nice ride. Notes: 1 See "Industry Watch: Aerotrike Cobra Strikes America," September '00 Ultralight Flying! magazine 2 See "South to South: 26,703-Mile Millennium Microlight Expedition," November '00 and December '00 Ultralight Flying!magazine

Published in Light Sport and Ultralight Flying

Seating	2, tandem
Empty weight	440 pounds
Gross weight	990 pounds
Wingspan	33.5 feet ¹
Wing area	160 square feet ¹
Wing loading	6.2 pounds per square foot ¹
Length	10 feet
Height	12.5 feet
Kit type	Assemble from shipping crate
Build time	6 hours
Notes:	¹ other wing choice will vary this number
Standard engine	Rotax 503 DC ²
Power	50 hp at 6,500 rpm
Power loading	19.8 pounds per hp
Cruise speed	56-60 mph
Never exceed speed	90 mph
Rate of climb at gross	600 fpm ²
Takeoff distance at gross	230 feet
Landing distance at gross	200 feet
Notes:	² Flown with Rotax 912S and many options; power loading was 9.9 pounds per square foot; climb rate exceeded 1,000 fpm; takeoff distance was under 150 feet.
Standard Features	Rotax 503 with 2-blade wood prop, Aeros Stranger 14.8 double-surface wing, 3/4 fairing/enclosure and wheel pants, discreet seats, easy-fold (by one person) mast, suspended nosewheel with drum brake, telescopic rear suspension, 13-gallon fuel tank, in-flight accessible front and side luggage compartments, integral landing light.
Options	Rotax 582, 912 and 912S, Skydat GX1 digital instrument for all engine and some flight instrumentation or choice of analog "steam gauges," in-flight trim, hydraulic brakes, E-box and electric starter, several optional props, additional instruments, ballistic parachute (with custom built-in mount), 21-gallon fuel tank, rear fairing with underside-mounted radiator (for Rotax 582 and up), intake and exhaust silencers.
Construction	Chromoly and aluminum airframe, fiberglass fairing, sewn Dacron wing. Made in South Africa and distributed in the USA.

Design

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

Pros - Complete redesign of basic Aerotrike, which was known for its durable construction. The Cobra is sufficiently enhanced to compete head-on with the best trikes of Europe, yet its price is lower than most of those. Rainbow Aircraft learned and used knowledge from prior models. The Cobra has distinctive features that distinguish it, e.g., landing light and integral nosewheel fairing.

Cons - The Cobra is more trike than many pilots need (though Rainbow still offers their simple models). More complicated construction may render some repair beyond the owner's capability, though this is true with any of the more elaborate trikes. Brand name is not fully established in the USA.

Systems

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

Pros - If a system exists for trikes, the test Cobra had it: Skydat provides a complete info system, electric starting, remote choke, a landing/taxi light, even in-flight trim is available (though optional). The fuel tank is neatly hidden but has an external fill point. Engine is uncowled for easy maintenance access.

Cons - Though it doesn't cost extra for many Cobra systems, they do add weight and complexity to an aircraft some prefer for their simplicity. Cannot see fuel tank in flight; must rely on gauge or timing.

Cockpit/Cabin

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

Pros - Seats separate the passengers more comfortably with independent back rests (so you needn't lean into your passenger) and thick seat cushions. Seats have some side structure that imparts a secure feeling. Recoil shoulder belts are available at both positions. Baggage compartments on sides and on floor; each accessible in flight.

Cons - Seats cannot be adjusted (a common situation on trikes). Single mast construction put rear occupant's head/helmet near source of vibration. Skydat instrument panel can be hard to read in some lighting situations. Minimal upper body wind protection (common on most trikes).

Ground Handling

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

Pros - You are well protected from runway debris in the Cobra; it even has a mudflap to protect the fiberglass parts. The Cobra has a reasonably effective nosewheel brake, which incorporates a parking brake. Very good visibility and maneuvering can be very tight, both as on most trikes. All three wheels have some suspension.

Cons - Usual trike push-right/go-left steering. No rear nosewheel steering on Cobra; it is not intended for regular training use as are other Rainbow models. Large wing requires muscles for taxiing in windy conditions (as with many trikes). Nosewheel fairing construction could be damaged in rough fields.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Most trikes are easy to take off and land; so is the Cobra. Rotax 912S engine makes for short takeoff rolls and vigorous climbout after rotation. Ground roll is softened by good suspension, shortened by effective brake, and no runway debris flies up thanks to the body fairing.

Cons - You must push out all the way to the forward support tube to effect rotation; for me this was quite a reach and 2 inches aft won't do it, says designer Mike Blyth. Speeds were faster on landing approach but this can be changed with wing selection; test Cobra used a faster wing. All trikes share some crosswind limitations. No flaps or side slips.

Control

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

Pros - Very solid cruiser, no doubt refined during designer Mike Blyth's incredibly long flights. Steep turns held their track well and altitude was easy to maintain. For a taut wing design, the Profi exhibited reasonable authority. Blyth and his local Ukrainian staff plan to make the wing stiffer, mainly for strength though this may also stiffen handling.

Cons - I found the Profi wing rather heavy, but it was a cruising wing; Rainbow Aircraft offers better-handling choices. Unable to evaluate trim; would probably be appreciated on long flights. No trike can handle crosswinds easily.

Performance

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

Pros - The 100-hp Rotax 912S provides an abundance of power. Climb rate beyond 1,000 fpm. Top speed was close to 80 mph. Fuel use on 4-stroke engine was modest; carries 13 gallons minimum. Glide and sink seemed better than average on the Profi wing of the test Cobra.

Cons - Power it has, perhaps an overabundance for most operators (Rotax-582 and 503 also available). It's hard to fault the Rotax 912S installation or performance; however, it is costly ($12,000 additional) and adds weight and complexity.

Stability

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

Pros - Stalls are predictable and mild. It took a very aggravated effort to make the Cobra stall. Shoulder belts are standard for added security in an upset. A BRS parachute mount comes ready on the top of the integral fuel tank; BRS engineers approved the mount. Engine is mounted slightly offset to assure better power handling.

Cons - Because you use full push-out for launching, stalls are milder as you lack the same pitch range as on other trikes or ultralights. When you add full power to any trike, it climbs and you can't help it; with the Rotax 912S this is even truer. No other negatives.

Overall

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

Pros - At $16,000 (for the Rotax 503 model) the Cobra represents quite a bargain, I believe. The Cobra fits under the Part 103 exemption if used for training. U.S.-based agent takes care of import duties. Owners manual said to be thorough (not inspected).

Cons - As equipped, the test Cobra ran close to $30,000, a substantial investment for any ultralight (though priced similarly to other 912-powered trikes). Rainbow Aircraft is not widely known to U.S. pilots, though Long beach-based presence will help assure buyers. Limited number of American dealers at present.

First came the Aerotrike. Travelling all the way from South Africa where Rainbow Aircraft manufactures it, the Aerotrike looked to be – and is – a very sturdy trike that could stand the rigors of flight instruction. However, some thought it lacked the finesse of the finest European trikes. Designed by Mike Blyth, the Aerotrike was built precisely for the purpose of flight training. For years, Blyth had used other brands of trikes in his flight school. However, he found they wore out prematurely. This is never a good thing to a school trying to fund itself by teaching many students. The Aerotrike’s Scout and Safari models proved to be durable flying machines. Former American representative Rob Rollison fitted his Aerotrike with a reliable HKS 4-stroke engine and proceeded to fly a lengthy 2,000-mile journey around Mexico. Not everyone would tackle such a venture, but Rollison says the HKS and his sturdy Aerotrike gave him the confidence to simply fly and enjoy.

Aerotrike

By Dan Johnson || January 10, 2004 4 Comments

TWO SEATS - Seating for two, but also seatbacks for two. This hasn't been common on trikes, and developer Mike Blyth wanted to change that to address comfort.

FOUR-STROKER - The first U.S. trike fittings of the well-regarded HKS 700E engine is the Aerotrike. Before our test flight, it was well wrung out in a 2-week flight around Mexico.

POUCHES AND BRS - The deluxe version of the Aerotrike has "saddlebags" for stuff you want with you and a ballistic emergency parachute to give some extra assurance.

TOP END - You're looking at the high end of the Aerotrike lineup. At better than $21,000, it may not be what you'll buy. But don't worry, prices start at a very modest $10,495 for a 2-seat Aerotrike (the basic Aerotrike Scout model).

SMILING BOSS - Representing the Rainbow Aircraft trike line in the U.S., Canada and Mexico is Rob Rollison of Rollison Airplane Company. Rollison knows and sells 3-axis machines, too, but he's presently focused on the Aerotrike weight-shift ultralights.

PARKING BRAKE - On the left foot pedal, you find the nosewheel brake, but with a difference: This one features a locking assembly that can hold the brake.

JUNGLE JOURNEY - Rob Rollison flew solo in an Aerotrike with HKS 700E 4-stroke engine from the U.S/Mexico border down the east coast of Mexico to the southernmost Mexican state of Chiapas, where Rollison visited the Mayan archaeological sites at Palenque (shown in photo), Yaxchilan and Bonampak. The round trip flight covered 2,200 miles and 34 hours of flying in February '98.

ENGINE INSTRUMENTS - Although one gauge succumbed to moisture contamination, you see Rob Rollison gave himself plenty of engine information for his extended cross-country around Mexico, flown in this test trike.

Until recently, we heard little from South Africa. Under the country's apartheid (racial segregation) rule of the past, South Africa disappeared off the radar so far as most Yankee pilots knew. Our government instituted economic sanctions so that few, if any, South African products appeared in America. Apartheid is over, and with it the isolation of that southern hemisphere country and its people. In recent years, we've seen a growing number of products arrive from the way down under country. Perhaps you're not surprised to hear that South African ultralight builders are also making a mark on American aviation. Welcome to the modern age of globalization. No Pushy Peddler You probably already know of Rob Rollison. He garnered attention in April '95 by flying his Air-Bike from Indiana to Lakeland, Florida.1 The trip set no records - Ian Coristine, Dave Goulet and Don Zank flew 2-seat Challengers 2,400 miles (round trip) from Moline, Illinois to Lakeland a decade earlier - but in an open-cockpit ultralight, no doubt Rob's 870-mile (each way) flight seemed longer. Having a conversation with Rollison is easy. A natural salesman, he is full of facts, figures and enthusiasm on the ultralights he represents (the Aerotrike is one of several lines of weight-shift trikes and 3-axis fixed-wings sold by Rollison Airplane Company). He's happy to speak about the way these ultralights fly. Intense in his own way, Rollison isn't one of those pushy peddlers. He'll calmly take the time to answer questions. Always interested to hear someone knowledgeable describe an ultralight I'm about to fly, I was keen to hear Rollison's run-down on the 60-hp 4-stroke HKS 700E-powered Aerotrike. I knew I'd get good information. Rollison took the very bird I was to fly on an extended tour through northern Mexico, though it had since been sold to new owner Jeff Hunt. In February '98, Rollison spent a couple weeks logging 2,200 miles of cross-country travel. Doing so was a feat of both flying skill and logistics. Some years earlier, Rollison flew general aviation aircraft around the lands of our sunburnt neighbor to the south. He knew what it took to get permission to operate an unregistered ultralight in Mexico. Since bureaucrats are the same around the globe, the red tape must have seemed endless. Yet the result of his flight was that Rollison had done as good a job of "proving" the new HKS engine as anyone, and he had the first trike installation of the 4-stroke engine I'd seen. Besides the much-vaunted reliability associated with 4-stroke engines, Rollison cites its fuel economy as a major benefit. He says it burns only two-thirds as much fuel as the 50-hp Rotax 503 dual carb 2-cycle engine that comes standard on the Aerotrikes. It'll use about 2.5 gallons per hour versus 4 gph for the Rotax 503. Significantly more fuel efficiency with more power will make for an easy decision for some. The Aerotrike is quite an international machine. With her French wing and Japanese engine, the South African trike sold in America has, well, gotten around. Despite the international flair of the Aerotrike, it was her powerplant that really grabbed my attention. No longer new to me, I have flown several ultralights powered by the 4-stroke HKS 700E engine.2 None of the others were trikes, so this experience would be somewhat different. The truth is, this may have been the most proven HKS engine in the industry. I'm not even sure that HKS importer HPower's own Flightstar II with the 700E hung out front had so many hours on it, and certainly none while motoring around a country with no HKS servicing capability. Meet Captain Blyth Rainbow Aircraft, the manufacturer of the Aerotrike line, is the creation of South African ultralight aviation figure Mike Blyth. He's a man of major accomplishments, and his dedication shows in the finished trike in the photos accompanying this pilot's report. Blyth reports he has been flying ultralights since '84 when a friend offered him a flight in his Quicksilver. Blyth repeated a phrase you may have uttered yourself: "I was immediately hooked." The experience led to furthering his interest in ultralights. He eventually got involved with teaching, and in South Africa, ultralight flight instruction largely happens in trikes. According to Blyth, some 80% of all ultralights in his country are weight-shift controlled trikes. The experience of training taught Blyth that he wanted more, that instruction demanded more. He says he was unable to locate a trike that would consistently meet all the requirements he felt were necessary for training situations. His list included continued "longevity, reliability and comfort." Since Blyth did a lot of instructing, he was personally interested in having a comfortable back seat. At the time, not many trike manufac- turers had focused on this feature, though today backrests are appearing more and more. Blyth also has shown great leadership in cross-country flying in his Aerotrikes. In '92, he and navigator Dalene Morf competed in the 4th Microlight World Championships, and won the coveted "Champion of the World" trophy in the tandem trike class. Then in '95, Mike Blyth and Swiss trike pilot and friend Oliver Aubert flew two trikes (one a French model and the other an Aerotrike, both with 81-hp Rotax 912 4-strokes engines) on their now-famous Cape-to-Cape Expedition.3 On this April through August adventure, Blyth flew from Johannesburg via Cape Town, South Africa up through the continent of Africa, 335 miles across the Mediterranean Sea to Crete and then Greece, then north through Europe to Hammerfest, Norway, to finally fly around the North Cape at the northernmost tip of Europe. The Cape-to-Cape cross-country was 12,990 miles long! "It was by far the longest unsupported trip that had ever been taken in a trike-type microlight," says Blyth. Brian Milton's round-the-world flight in '98 is probably the only trike flight of a longer distance.4 However, Blyth has even grander ambitions to test his Aerotrike. He and Aubert are planning an even longer though similar trip in '99, departing from the tip of South America, flying north across that continent, then North America, crossing the Bering Sea, through Russia and Southeast Asia to Australia and Tasmania. If Mike accomplishes this goal, he and Aubert will be in a league with globe-circling Brian Milton. By contrast to these feats of long-distance flight, my pilot's report took far less time and gave me less exposure than either Blyth or Rollison. Nonetheless, I could learn from each, and Blyth may not have experienced the HKS engine yet. I looked forward to it. From the moment I fired up the potent engine, I new it would be different. Not that any previous 700Es had run roughly, but the one on this Aerotrike nevertheless seemed especially smooth. Perhaps this merely came from more time logged on the engine. Perhaps Rob is a great mechanic, or at least a careful maintainer of engines. Perhaps this particular engine was a good one. No matter, the HKS 700E 4-stroke engine simply purred its willingness to push me aloft. Joined with its nice-handling French wing, Rollison's Aerotrike made for a great experience in tandem trike flying. Taking to the Air The Aerotrike is now available in two versions: the original model now called the Aerotrike Safari (flown in this evaluation) and a new Aerotrike Scout. Both versions appear to be exceptionally sturdy with a longer and wider stance than many trikes. Each is available as a single- or 2-seat trike, reports Rollison. All models come standard with full suspension, a folding mast for easy rigging, a front brake, a large-capacity fuel tank, an aerodynamic front downtube, foot and hand throttles, a remote choke, and safety cables in the mast and control bar. Unlike other trikes which typically fold the engine and seat in order to remove the wing, only the mast of the Aerotrike folds down, leaving the seat and engine in their standard upright position for transport. In case this doesn't make sense to you, look more closely at the photos. Just above the engine mount frame is a special fitting and a wing nut. Most older trikes pivot down low, at the junction of the mast (the upright tube connecting the undercarriage to the wing) and the trike keel tube (the main fore and aft tube under the pilot's seat). In these older trikes, this means the engine is laid down on its side during transport and storage, which may not be desirable. In addition, the fuel tank commonly has to be removed first, lengthening breakdown time and leaving more parts to assemble before flight. The Aerotrike (and a few other brands) now pivot the tall mast at a point above the engine. This reduces the height of the stored or transported unit (it can fit nicely in a small trailer with the wing carried on top perhaps). But it leaves the engine well-supported and in its usual position. Finally, erecting the wing once attached during setup means you need to lift only the wing weight, not the engine as well. All in all, this is a better way to build a trike, I think. Setting up the trike chassis itself may be brief, but setting up the wing will consume perhaps 20 or more minutes to be flight ready. Altogether, a typical field setup will probably take at least 30 minutes. Redefining Responsive If you've read any of my trike flight evaluations before, you know I often complain about the heavy handling on 2-seat trikes. Two reasons explain this: First, the wings are made very stiffly to withstand the higher load of two people and bigger engines and fuel tanks. Flex-wing wing designs such as trikes can wash out too much with a high load unless they are made stiffer with larger diameter tubing, heavy cable-bracing, and tightly stretched wings. Such wing airframe stiffness degrades handling because flex-wings use sail shift to effect turning. Single-surface wings or more washed-out double-surface wings may handle better, but the increased twist of the wing has more drag and the wing therefore won't cruise as fast. Trike wing makers compensate by tightening up the wing to get more cruise speed, while leaving enough flex to permit maneuvering. Compromise means you don't get the best of either. Second, the reason for heavier (stiffer) trike handling on 2-seaters is they typically have more equipment than simple single-seaters. The trike chassis weight goes up when you have a bigger engine, perhaps with water cooling, more fuel, more instruments, more controls and more strength. Add a couple beefy passengers and weight (not including the trike wing) can hit 700 to 800 pounds. In flight, in order to maneuver, you must displace this weight. True, it's just dangling from the wing, but you still have to move it to effect a bank. Some 3-axis pilots may think a trike pilot moves the wing when he pushes on the control bar. But in fact, he moves his weight relative to the wing, which then causes an attitude change in the wing. When you know this, you realize the controls are not reversed from conventional controls. A single-seat trike with a small engine may weigh only 300 pounds with its pilot, and simply put, pushing around 300 pounds is less work than pushing around 700 pounds in a 2-seater. Rob Rollison knows all this. Because he's a savvy trike pilot, he knows that some designs can make sail shift and weight displacement (i.e., "handling") easier. "I like to use the [French] La Mouette Ghost 14 wing because they have the nicest handling," comments Rollison. As a flyer of a good many trikes, I have come to agree that La Mouette's wings have lighter-than-typical roll pressures. This further piqued my interest in flying the HKS-powered Aerotrike. Thanks to many of these pilot reports, I have logged airtime underneath a good many trike wings. Each has various positive attributes; for example, the highly effective (and appreciated) in-flight trim system of the Air Création wings. Despite my affirmative feeling about other trike wings, I have almost always come down on the side of La Mouette when it comes to handling ease, at least when I compare double-surface wings. One possible explanation for this distinction is that La Mouette is one of the largest hang glider manufacturers in the world. Hang glider pilots demand responsive handling in order to efficiently work thermal lift, which otherwise can be very tiring. Most of the major trike companies are focused on powered ultralights that are most often flown in straight lines (like most conventional aircraft). Even though they may have hang glider backgrounds, they've set their goals on other flight parameters, and to gain speed in flex-wings you generally lose ease of handling. More of their customers prefer greater speed to handling responsiveness, so this is what they labor to create. Rainbow Aircraft may eventually consider other wings for their Aerotrikes. Rigid-wings (with aerodynamic controls like spoilers and tip rudders) are coming to hang gliding in a big way, and it is my opinion these new wings will have a major effect on the wings of future trikes (but that's the subject for another article). Fortunately, since Aerotrike buys and approves other companies' wings for their trike carriages, you can update your 1999 Aerotrike with the newest wing with great ease. It'll hit your pocketbook - though only about half as much as a whole new ultralight - and fitting the new wing should be as easy as attaching your present trike wing. Rollison had also equipped his Mexico-touring trike with some extras that were useful on my test flight. Right between my legs was an instrument pod displaying dual cylinder head temperature, oil temp, oil pressure and a digital tachometer. The oil gauges are more critical on the HKS, but they help monitor the results easily. To get even more info, Rollison added a voltage gauge to the left and dual exhaust gas temperature gauge to the right. Various switches governed operations. You can't see them from the pilot's seat, so you'll have to memorize locations. Twin mag switches, a master switch, electric start button, and key switch bristle from a forward-facing panel aft of the gauges directly at the front edge of the pilot's seat. In the middle of all this was the BRS ballistic emergency parachute handle where you can easily get to it (if necessary), even in violent upsets. Working with BRS engineers for an approved installation, Rollison located the parachute under the front occupant's seat and set it to fire aft and to the left side. This location should prevent either occupant from getting a dangling leg in the way of the exiting rocket motor. Then Comes No matter which ultralight catches your eye, you'll have to part with some cash. Sometimes this is fairly painful, sometimes not. The Aerotrike has rather attractive pricing among 2-seaters. Compare it with most 3-axis machines to see what a deal the Aerotrike is (at least among quick-build kits). Rainbow's Aerotrike Scout 2-seater comes equipped with the 50-hp Rotax 503 dual carb engine, Rotax B gearbox, full suspension, mechanical nosewheel brake, foot and hand throttles, remote choke, seat belts, 3-blade Powerfin composite prop, 10-gallon fuel tank, and the standard double-surface Spirit 14.8 wing. This trike package has a price of $10,495 - or $1,000 less than the original Aerotrike Safari. You can hardly buy a 2-seater, complete, for this kind of money. Of course, you can spend more. No ultralight seller worth his salt would fail to offer extras for those with fatter wallets. Rollison Airplane Company is no exception. You can choose from many options, such as a larger engine or different wings, by far the most significant items on the option list. You may also want one or more of the following: electric start, dual controls, instrumentation, a fiberglass fairing or wheel pants, strobe lights, 13- or 21-gallon fuel tank, side bags and silencer kits. The wing choice will have the most effect on the ultralight you fly, with the engine perhaps a close second. Rollison says, "We expect the Australian Wizard 17.6-meter single-surface wing from AirBorne to be a very popular wing option." The Wizard wing presently costs $200 additional, but may yield a little lighter handling with reasonable speed performance. Likewise you can trade further up to more advanced Aeros or La Mouette wings. All will add to the price, though less than you might think. To get the "full dress" rig as shown in the accompanying photos, plan to spend a small bundle. Optional engines will also add significantly to the price. The HKS engine I loved will add $5,350. A La Mouette Ghost wing will add another $1,500. Add the instruments ($400), the strobe light ($149) and the ballistic emergency parachute ($2,495), and you'll slip past $21,000. But you'll have some kind of microlight aircraft! If that still isn't enough power or cost, you might opt to hold off for the Cobra model expected next from Rainbow. This will offer the 81-hp Rotax 912 or even 115-hp 914 Turbo 4-stroke for those with a rich grandfather's inheritance to spend. You may want all the goodies, but even for the Aerotrike Safari's base price of $11,495 (see specifications box), you'll still get a very desirable ultralight. Since Rollison Airplane Company handles all the details of importing, including the shipping, this price is all you pay unless you owe sales tax. Unlike some trikes, this is still a kit, though that word doesn't suggest the challenge it does with most 3-axis ultralight kits. "We worked very hard to provide a very complete assembly manual," says developer Mike Blyth. "Every part is detailed with exploded-view drawings showing how parts are assembled. We estimate it'll take most folks 30-40 hours to complete the assembly of the aircraft," Blyth reports. Rollison Airplane Company will also sell you just the trike chassis if you wish to build up your own trike. While you should heed their advice about which wing to use, you can get the basic trike for only $4,500 and add the engine and wing later. The Aerotrike's bare chassis comes with engine mount and is "wing ready," according to Rollison. "We expect the Aerotrike Scout to be our best selling trike," predicts Rollison. Personally, though I liked the deluxe version, the Scout appeals to me for more than price: I like simplicity. Either way, though, I don't see how you can go wrong with the Aerotrike, and I believe Rollison will remain a player in the ultralight industry, providing good service for this wing from way down under. Notes: 1 See "Rollison Rides the Air," June '96 Ultralight Flying! magazine 2 See "Pilot's Report: Ultralights and the New HKS Engine," May '98 Ultralight Flying! magazine 3 See "Flightlines: Cape to Cape by Trike," November '95 Ultralight Flying! magazine 4 See "Milton and Microlight Meet the Challenge - Parts I and II," December '98 and January '99 Ultralight Flying! magazine

Published in Light Sport and Ultralight Flying

Seating	2-seat, tandem
Empty weight	340 pounds
Gross weight	880 pounds
Wingspan	33 feet 6 inches
Wing area	160 square feet
Wing loading	5.5 pounds/sq ft
Wing	Spirit 14.8
Length	10 feet
Height	12 feet 6 inches
Fuel Capacity	10 gallons
Kit type	Assembly
Build time	30-40 hours
Standard engine	Rotax 503 dual carb
Power	50 hp at 6,500 rpm
Power loading	17.6 pounds/hp
Cruise speed	50-60 mph
Never exceed speed	87 mph
Rate of climb at gross	800 fpm
Takeoff distance at gross	195 feet
Landing distance at gross	130 feet
Standard Features	Weight-shift control, steerable nosewheel (push left, go right) with mechanical brake, seat belt pilot restraints, foot and hand throttles, remote choke, Rotax B gearbox, full suspension, 3-blade composite prop.
Options	Rotax 582 or 618 2-cycle or HKS 700E or Rotax 912 4-cycle engine, electric start, other wings, dual controls, instruments, fiberglass fairing and wheel pants, strobe lights, 13- or 21-gallon fuel tank, side carry bags, intake/exhaust silencer kits.
Construction	Aluminum tubing airframe, steel brackets and tubing, Trilam/Dacron® sailcloth.

Design

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

Pros - Created after company founder Mike Blyth's experience with numerous other brands; reflects his sense of improvement of the breed. Selection of wings available, all pretested for compatibility. Built for tough duties like extended cross-country flying or ultralight training. Flies well on the 50-hp Rotax 503 dual carb (though other engine choices abound).

Cons - Company does not manufacture their own wings; all development has been focused on the trike chassis. Fairing (or side carry bags) optional. Resale value unknown with new brand (although low retail price suggests it should retain a good percentage of initial investment).

Systems

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

Pros - A heavy-duty Yamaha-brand brake is standard on the Aerotrike Safari nosewheel (Scout model uses a simpler brake). Brake has an adjustable parking lock feature. Dual hand and foot throttles. Remote choke. Test aircraft equipped with electric start and additional gauges (options) to monitor the 60-hp HKS 700E 4-stroke engine (also optional). Single 10-gallon fuel tank under seats; easily refueled.

Cons - No aerodynamic systems such as flaps or in-flight trim. Not easy to judge a low-fuel quantity precisely while seat belted (although you can see part of the tank). Radio must be carried or a special place and fitting devised, if desired.

Cockpit/Cabin

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

Pros - Comfortable seatbacks for both occupants (not common in trike front seats). Optional rear occupant nosewheel steering bar and typical trike access to control bar and throttle. Test ultralight was well instrumented for engine monitoring. Front occupant has excellent access to all controls and view of instruments. Side carry bags accommodate some "cargo." Easy entry/exit.

Cons - Usual trike situation of no foot throttle or brake for rear occupant (though adequate control to make an unassisted emergency landing). No wind barrier; full-face helmet will have to suffice. Lap seat belts only; no upper torso restraint. No seat position adjustment.

Ground Handling

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

Pros - Excellent visibility (except overhead, of course). Usual trike ability to maneuver in crowded parking thanks to movable wing relative to the trike carriage. Brakes on test trike were quite effective. Test trike fitted with rear steering bar. Good turn radius. Good stability on gear, a particular strength of the wider and longer Aerotrike. Extra wide wheels and tires.

Cons - Common trike challenge of holding the wing steady while taxiing in rowdy conditions. No other negatives discovered.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Excellent visibility going up or coming down (like most trikes, thanks to a high overhead wing and few forward obstructions). Relatively low approach speeds permits operations in and out of smaller fields. Short ground roll with 60-horse HKS engine. Landing roll even shorter, partly thanks to strong brake. Wide tires and robust landing gear members assure rough fields or soft fields will present little problem.

Cons - Trikes have little in the way of landing approach controls and the Aerotrike is no different; slipping not an option either. Crosswind capabilities are relatively weak compared to most 3-axis ultralights (like most trikes).

Control

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

Pros - Choice of La Mouette wing was made for its handling ease and is superior to many other double-surface wings. Roll pressure and response are quite good for a weight-shift machine that grosses at nearly 900 pounds. Pitch authority also fair (though not as strong as virtually any 3-axis ultralight). Little adverse yaw. Trikes coordinate easily, with a little forward pressure on the bar in turns.

Cons - Trike handling in heavier 2-seaters is always less responsive than single-seaters or many 3-axis aircraft. Very modest crosswind capabilities (same as most trikes). Few negatives to report.

Performance

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

Pros - HKS engine offers a new dimension to ultralight flying with wide torque range; keeps engine running smooth regardless of prop loading during climb. Climb rate reached close to 1,000 fpm solo. Wing performed well with this trike, yielding good glide and better-than-average sink rate at idle thrust. Smooth and quiet operation. Excellent fuel economy (2.5 gph) with the HKS 700E engine.

Cons - Trikes don't dive well, if that's what you want (you must throttle back generously to descend rapidly). Cruise is rather modest, in the range of 55 to 60 mph tops. Not as good right over the deck as a 3-axis ultralight due to greater control response delay.

Stability

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

Pros - Trikes have evolved into highly stable platforms despite what some pilots think of tailless aircraft. Test trike met this standard (while still offering easier handling!). Both mast (connecting undercarriage to wing) and control bar basetube (horizontal member) have backup safety cables inside as each operates in tension. Stalls and power response were both normal and expected. Emergency parachute appreciated.

Cons - With a large person in the rear seat, the Aerotrike could get a little top heavy in fast ground operations. Something more than lap belts are needed in the event of violent upset. Steep turn stalls turned into mushing flight with higher control forces.

Overall

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

Pros - Excellent pricing. Two-seater Scout is an exceptional bargain. Fairly small breakdown, like most trikes, for easier transport and storage. Some initial assembly required (30 to 40 hours) but reportedly job is easy thanks to a good manual. Aerotrike appears to be very rugged and up to exceptional duty like extended cross-country or ultralight training.

Cons - Part of low pricing comes with wing made in the Ukraine that some may doubt (although my experience has been entirely satisfactory). Manufacturer is a new company to U.S. buyers, which could affect resale value.

Until recently, we heard little from South Africa. Under the country’s apartheid (racial segregation) rule of the past, South Africa disappeared off the radar so far as most Yankee pilots knew. Our government instituted economic sanctions so that few, if any, South African products appeared in America. Apartheid is over, and with it the isolation of that southern hemisphere country and its people. In recent years, we’ve seen a growing number of products arrive from the way down under country. Perhaps you’re not surprised to hear that South African ultralight builders are also making a mark on American aviation. Welcome to the modern age of globalization. No Pushy Peddler You probably already know of Rob Rollison. He garnered attention in April ’95 by flying his Air-Bike from Indiana to Lakeland, Florida.1 The trip set no records – Ian Coristine, Dave Goulet and Don Zank flew 2-seat Challengers 2,400 miles (round trip) from Moline, Illinois to Lakeland a decade earlier – but in an open-cockpit ultralight, no doubt Rob’s 870-mile (each way) flight seemed longer.