A Message of Thanks on a Day of Thanksgiving Does a “simple aircraft” seem a contradiction in modern aviation? Today, a mid-range LSA is commonly equipped with sophisticated digital avionics, autopilot, articulating fowler flaps, carbon airframes, powerful engines, numerous safety items and quite a bit more. Doesn’t everyone want those features? Is is even possible to fly an aircraft without all these advanced devices and services? Who would want such a simple aircraft? You might be surprised. Over the years I’ve come to believe that Part 103 ultralights (see a lengthy list of 103s) are selling at roughly the same rate as Light-Sport Aircraft (market stats). I frequently get pushback when making this statement but I believe part of the answer is that these aircraft don’t fly where larger, more powerful, faster, noisier aircraft fly. Most 103 aviators fly out of fields or airparks.
North Wing Design
Website: http://northwing.com/
Email: ultrikes@NorthWing.com
Phone: (509) 682-4359
Chelan, WA 98816 - USAAll-American and Affordable — North Wing Has an Expert History in Washington State
Magical Weight Shift
I love the handsome, innovative European designs reviewed recently (Aero Day 1 and Aero Tour and Aero Wrap-up). I am pleased these companies continue to show their passion and technical prowess. However, I live in America so I also like to boast about our home-grown companies. North Wing is a gleaming example. Note to fixed wing pilots: If you haven't flown weight shift you may not appreciate the simple elegance of this control system. No, the controls are not really "backwards." Pulling the control bar toward you is not like pulling the joystick aft; what you are really doing is moving your weight (and the trike carriage) forward relative to the wing. "In 1998, we designed and built our first single place trike (the Maverick) featuring a strutted wing," related Kamron. He was first to use struts on a delta wing, he reports. Yet even while Kamron created a growing number of trike models, he kept supplying the wings for other trike builders in the USA and other countries. "At North Wing, our main design criteria is to offer … a choice of wings that deliver easy handling, making them fun to fly," said Kamron. I can confirm his opinion; I have described the wonderful handling his wings offer in numerous articles (on Apache or Maverick or his Solairus). "On our quest for optimal safety, we feel our #1 goal when designing wings is precise control and handling even at low speeds," he elaborated. "When conditions out there get a little rough, we hope you will agree handling is going to be your biggest concern." Trikes can be flown in fairly windy conditions but handling can then be more challenging because they are weight shift, relying on the pilot's technique and muscle to control the wing (technique is the more important; trike flying is a thing of finesse). Easier handling is a godsend. "Each wing design must pass specific parameters such as coupled feel in handling between pitch and roll, and a nice gentle stall," Kamron concluded.North Wing's Full Line-Up
The Washington state company is one of the most successful trike producers not only in the U.S. but in all of recreational aviation history. "We have manufactured thousands of wings and hundreds of trikes," North Wing noted. For many Americans, buying in the USA is important. "North Wing is an American company, and we maintain a large inventory so parts availability is only a few days away," assured North Wing. That in-country service and availability will relieve you and can help keep your insurance cost lower. When you visit the main North Wing website, you'll be quite amazed at the volume of information available. Yet they also have another site that deals with some of their accessory, clothing, spare parts, and other elements business. Check out North Wing Sports for even more information. Seriously, you can spend a while on these two websites and learn about everything you could want. The chart below shows the extensive list of weight shift aircraft North Wing presently manufactures. As their voluminous website demonstrates, it would take a long article to cover their entire line, so I'll select one of their top designs for a quick review. Those that want more have only to visit their websites; that will keep you busy for some time. Lots more information on North Wing can be found here on ByDanJohnson.com or on Videoman Dave's YouTube channel. Before getting into some additional detail, let's check the price point (although, as always, for current information contact the manufacturer because prices change over time). North Wing's top-of-the-line Scout XC Apache is a Rotax 912-powered trike that lists for $59,890. This is the most expensive aircraft North Wing offers. Single place trikes from North Wing are priced as modestly as $16,900, ready to fly. Somewhere in that range you might find something you like and can afford. Scout XC Apache — This LSA airframe is a "revolutionary design" said North Wing, incorporating Scout aircraft design suspension, welded 4130 aircraft steel main structure (back frame), a 4130-steel dual mast, and trailing link front steering. "Unlike trikes constructed using a tube-and-gusset-plate configuration with their single support mast, drag struts, side support cables and bungee cord suspension, the Scout XC airframe will maintain its structural integrity for years to come," boasts North Wing. "You can enjoy years of sturdy and confident flying knowing your trikes' rugged and well-designed suspension won't get worn out." Scout XC Apache features as standard equipment several design elements that have arrived over the years… An airfoil mast that reduces drag and improves tracking at higher speeds by reducing yaw and twist of the mast thanks to a stronger, more aerodynamic mast profile. The airfoil mast shape provides extra space for your passenger and eliminates the "helmet buzz" of the aft seat occupant touching helmet to a single mast that transmits engine vibrations. A nosewheel steering dampener provides adjustments to reduce the "shimmy" that may occur during landing. You will appreciate the solid yet responsive feel of its trailing link suspension. The front suspension works so well, it can survive a full front wheel landing at 60 mph! "Finned wheel fairings also reduce drag and improve tracking, and look great too, believes North Wing. Aircraft-grade Matco brakes ensure firm control on the runway. Aluminum leaf spring suspension reduces drag with a slim profile, and is built from rugged and strong 7075 Aluminum. An adjustable front seat conveniently changes the position of the front seat, very handy when using Scout for flight training. Prices for all North Wing trikes can be found at the end of this article. Scout XC Apache can be ordered with a variety of options. Scout XC is accepted by FAA as a Special Light Sport Aircraft when paired with the powerful and reliable Rotax 912UL engine — the 100 horsepower Rotax 912S is also available — and their Conquest Light-Sport Aircraft wing. For more details, see the video below. "You can also fly the Scout XC as a Experimental LSA when using any other engine and/or wing configuration," said North Wing, noting they supply kit versions plus ready-to-fly models. Scout XC Apache provides a nice layout of gauges with room left over for your custom needs. Visit their comprehensive website to see all the ways you can personalize your North Wing trike.North Wing is very upfront about it prices. Every item they sell is on one page for your easy comparison. https://youtu.be/0Nky0tYk8io
Let’s return to affordable aviation after two wonderful shows full of shiny new aircraft. Turbine engines and sleek composite fuselages interest plenty of pilots but then most of us come back to reality and start looking at aircraft we can afford. Some can pay the invoice on a high-end aircraft to enjoy its capabilities. That’s terrific. Who knows… you might score their used aircraft for a large discount in a few years. For many, though, new is nice yet something much more modest will suffice if it gets them safely up and down to enjoy the view of their surroundings or simply practice a few touch and goes. Any way you can fly is a good way, I’d say. I’ve been around recreational aviation a while. So has been North Wing, the company formed by Kamron Blevins. He started building wings for trikes 26 years ago in 1996.
AirVenture Aftermath: Light Aircraft Sales Are Strong — FAA Listens but Major Problems Persist
LSA – SP Kits – Ultralights Sold Well at Oshkosh
I did no survey and even if I had, what a vendor reports and what actually follows are rarely identical. However, a flow of unsolicited statements suggest that many airplane sellers reported taking multiple orders. This is not a pace I heard at Sun 'n Fun 2021, for example. That first show of the year was more tentative. People were still frightened by unrelenting news on TV and Sun 'n Fun represented a first step back toward normal. Mind you, I considered the Lakeland show another big success; many others evidently decided by late July that the situation had improved enough for pilots to open their wallets. Pilots who acted sooner scored an earlier delivery. Many at Oshkosh heard deliveries were already being quoted well into 2022. At Sun 'n Fun we didn't hear that. My measurement of how the industry is doing is not only to assess the health of suppliers but the willingness of pilot consumers to think about a new purchase. Wary buyers hold back in times of uncertainty so sales of light aircraft at Oshkosh illustrates both pent-up demand and a sense of hopefulness by pilots expecting to get out and enjoy flying. At least a dozen producers or representatives told me about two or more confirmed sales (usually meaning money exchanged hands). My back-of-the-envelope calculation projects 30-50 unit sales during the event — and most vendors report better than 1:1 sales after the event compared to sales at the event. If all these come to pass, hallelujah!, the industry is looking alive again. One segment that recorded excellent sales in the last two years is Part 103 ultralights. Based on multiple entries (see this article or a later one for examples that caught my eye), 103 is a highly active sector within light aviation. I heard less about sales in the scaled-back kit area of AirVenture, but the Big Five in this sector appear to be continuing their steady business.Saying "So Long!" to An American Icon
Longtime readers of this website (very longtime readers, that is) will recall that when ByDanJohnson.com went live, hang gliding was still a significant part of our coverage. As Light-Sport Aircraft arrived in aviation and as ultralights subsequently went into a quiet period, hang gliders faded from my attention. My changed focus, however, said nothing about hang gliding. While that activity has not grown much over the years, it has remained remarkably steady. Just like EAA, membership in the national USHPA (U.S. Hang Gliding and Paragliding Association) has also stayed the course. Now, a major change is happening as those who gave birth to the industry reach retirement. The longtime leading producer of hang gliders in America, Wills Wing, saw the departure of two key leaders, Mike and Linda Meier. This change triggered a notable development: Wills Wing is moving to Mexico. "What a fun day test flying the last gliders produced in Orange, California," wrote Wills Wing president, Steve Pearson. Test flying a couple gliders before delivery to customers, a 235 Alpha and full-carbon T3, he said, "They fly so-so nice! Couldn’t have picked anything that I would have enjoyed more." Then he added, "All the focus is on Valle from here on." He refers to Valle de Bravo, Mexico. Heading up the new south-of-the-border enterprise will be Rudy Gotes, a top-ranked competition pilot, and Wills Wing's longtime distributor in Mexico. Wills Wing president Steve Pearson will be joining the new company as a partner and will provide critical support in technology, manufacturing, customer support, and product design and development. Production facilities for the new company will be headquartered in Valle de Bravo, Mexico, known around the world for its consistent, year-round flying. In announcing this historic move, Steve listed some interesting facts: Wills Wing has been in business in California for 48.5 years. Over that time, WW-brand produced an amazing 29,368 gliders for an average of 606 aircraft per year. While hang gliders are much less expensive than airplanes, building 12 gliders a week, 2.5 every day, for 50 years represents a monumental achievement in aviation. Congratulations to a job wonderfully well done for half a century to longtime Wills Wing proprietors — and personal friends of mine — Steve Pearson, Mike & Linda Meier, and Chris Wills. The lone remaining U.S. producer of hang gliders is North Wing, also a supplier of lightweight trikes plus fully-built SLSA weight shift aircraft.Stupid Fed Tricks?
Having already written (here about the coming LSA regs and here about the instruction dilemma), I want to bring two additional perspectives to assure readers these concerns are not simply my own opinion. The first is the newest info, AVweb's July 31 report from AirVenture 2021. The second is composed of two videos that explain the situation in some depth. I urge you to consider all relevant information. This entire situation exploded into pubic view during the month of July 2021. For AVweb, journalist Russ Niles reported, "FAA Administrator Steve Dickson said it will take about four years to rewrite regulations governing flight instruction in aircraft other than those in the standard category and until that’s done instructors will need extra paperwork. Speaking at the annual 'Meet the Administrator' event at EAA AirVenture last Thursday, Dickson told the generally-disappointed crowd that in the meantime instructors will need a Letter of Deviation Authority (LODA) to teach people to fly in Experimentals. If they want to teach on Limited or Primary Category aircraft, they will need a written exemption. Dickson said he agreed the process is a 'big documentation exercise, no doubt' but it is also a legal necessity. 'I am not any happier about this situation than you are,' he said." Russ continued, "The new requirement came into effect July 12, 2021, a few months after a legal battle with a Florida P-40 operator revealed a contradiction between the regs and the guidance issued by inspectors. 'We do need to rewrite the rule so that it says what we all want it to say,' stated Dickson while expressing that the agency is doing everything it can to expedite the LODAs and exemptions and most of those received so far have already been processed. He also said writing a new rule is a complex process that will take four years and that’s why the paperwork has a 48-month term."Roy Beisswenger has taken a fresh lead in putting out great video information on FAA's actions. He was instrumental in aiding LAMA as the manufacturer organization lobbied FAA for improvements and upgrades to Light-Sport Aircraft regulations. In the following two videos Roy does a deep dive into FAA's latest stumbles. Two videos are presented below; both are helpful in understanding this situation. Both were prepared before the comments from AVweb above.) …from July 20, 2021… https://youtu.be/qIgkEohF5ck …from July 13, 2021… https://youtu.be/Am53SdP4xZE
EAA AirVenture Oshkosh 2021 is one for the history books. Initial reporting from the big member organization suggests 2021 was a return to normal attendance and exhibitors were not far behind. One can always find a few empty spots and wonder if they failed to sell yet it is equally likely a company bought the space but could not attend or exhibit for a variety of reasons. To my eyes and by the numbers, Oshkosh 2021 looked to be a home-run success. Stories will continue but here I want to address two very different views of AirVenture. On one hand vendors widely reported solid sales. On the other, FAA clarified some questions but raised others. Many frowns were reported when agency boss Steve Dickson held his “Meet the Administrator” session but let’s look at the bright side first. LSA – SP Kits – Ultralights Sold Well at Oshkosh I did no survey and even if I had, what a vendor reports and what actually follows are rarely identical.
Aviation Future Shock? Questions & Answers with a Australian Editor
LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.I'd like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we'll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight.
What would be the point of more powerful engines on LSA?
Well, that topic could take us down quite a lengthy path. Let me offer a somewhat shorter reply. You are right about many tech developments — and on that I point you to an article published recently in General Aviation News' "The Pulse of Aviation." Two thoughts: (1) I believe the LSA sector has reached an interesting level of maturity. The pace of major innovations may have slowed but the most important developments are now common on most LSA (and light kits). This situation is not so different than smartphones that totally upended mobile a decade ago with the introduction of the iPhone. In a similar time period, that industry has also matured and development has lost its torrid pace. (2) The funny thing about innovation is you often don’t know how or when it might emerge. Electric propulsion is one possibility and then we are seeing the first glimmer of a new class of aircraft with a collection of spinning blades or rotating wings. Who can guess where precisely that is headed? Whatever the coming changes, they will work first on lighter aircraft. My article referenced above tries to speculate a bit.There's already a lot of technology in LSA thanks to the need to save weight, which has me wondering where the sector is going. Can you provide me with some thoughts?
One definition of composite is "made of various materials." In the past "composite" implied fiberglass. LSA already rely on fiberglass, aluminum, and steel but add high-tech materials such as Kevlar, carbon fiber, and titanium. Today, the most advanced designs have significantly carbon fiber airframes, partly for weight but also strength as well as aerodynamic efficiency and design beauty.Composite versus metal. Is there something else? What type of composites are in common use and what types are under development? What drives composite development? Does metal still have a future in LSA? Is mix-and-match of both the way to go?
That's one beauty of fiberglass and carbon. You can have beautiful shapes and strength with weigh savings. Assembly ease is a factor, too. Those materials will surely persist for those reasons and for future production efficiencies. However, since nearly all airplanes are low-production — essentially hand-built with modest use of robotics, even at the Boeing or Airbus level — prospects for genuine mass production seem distant.What are the major construction methods? Is there room for the construction method to contribute to the aircraft performance in terms of weight saving? Aircraft like the Ekolot Topaz have fuselages formed in two halves then adhered together like a Revell P-51 model. Is this the way of the future? Is there room for mass production?
Avionics development has seen technology cascade down from GA, but there is some that has been designed from scratch for the LSA sector, such as AoA Indicators. Which way will the technology flow in the future? Is EFIS going to become standard for LSAs or do the traditional clocks still have a place? Have we reached a pinnacle in LSA simply because the sector can operate without technology such as HUDs?
Perhaps we are pushing some boundaries if new ideas and materials are not forthcoming. However, they are forthcoming. I’m not too worried about it. For example, crush zone technology in cars did not add weight — in fact removed it compared to other methods — and this greatly added to safety.Weight-saving is always an issue for manufacturers. In Australia a land-based LSA can lift no more than 600 kg (1,320 pounds), so what can manufacturers do to increase their useful load? Are we reaching a dangerous situation where the aircraft are getting too light or are too heavy to include some desirable safety features, such as parachutes?
Are regulations stifling LSAs? Should LSAs be able to fly at up to 750 kg MTOW (1,650 pounds gross) to give manufacturers more design freedom? Is there anything that has to change to enable more technology to be used in LSA, and if so, what is it?
You are right that LSA is leading the innovation charge in many ways. Where can the industry go from here? We (LAMA) have spoken to FAA a lot in the last three years as we seek new opportunities within the present regulatory framework. It is perfectly clear that LSA were a significant reason why FAA went ahead with the Part 23 rewrite and use of industry consensus standards. To answer the future question, I again refer you to this recent article. The freshest new tech in aviation may come from outside aviation but I would never discount the passionate, imaginative, and motivated designers and developers operating in light aviation today.There's a lot there, but there's also a lot to think about. Until the rewrite of FAR23, the LSA sector led general aviation in technology, especially in the use of composites. The new FAR23 is sort of like catch-up regulation for GA, but where does the technology leader, LSA, go to from here?
Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve’s questions are in blue. I’d like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we’ll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight. LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.
Torture Testing… Let Freedom Wing!
Of course, I don't mean to demean the hard work it takes. Look at the images in this article and you can see that just to set up a wing for testing can involve literally days if not weeks of work. A fixture, sometimes called a "strongbox," must be built or obtained. An actual wing must be affixed to the structure. Weights in some form — and a lot of them — must be secured to the wing to assure loads are applied in a real simulation; air loads are not uniform across the wing's span. Loading the wing is a precise task if engineers are to replicate the forces air loads will place on a wing in flight.
No one takes this casually. Lives can depend on it. A company's long-term survival may depend on doing the testing correctly and documenting the results thoroughly. The process is typically captured in photos and video and a detailed written technical report must be available to authorities or insurance companies that care deeply that the testing meets standards such as ASTM or FAA certification.
No matter how seriously this effort is taken or how much is spent (in time and money) to achieve it, the testing of an aircraft wing is a largely static event.Naturally, should a wing fails under heavy loads — just look at the immense amount of weight placed on the C4 wing — the test can become very exciting. Things can pop (loudly) and parts may go flying if the wing collapses. No one should stand nearby during an ultimate load test. However, if no failure is witnessed, the wing structure may groan and tremble but nothing much happens. As I said, the test is important, but visually dull.
Yet this is not the case with hang glider wing testing. The difference is captioned in the terms commonly used to describe the tests. An airplane wing is statically load tested where the flex wing hang glider is dynamically tested. The latter method is used because it is a proven real-environment way to simulate the loads on a flex wing.
The dynamic process was developed many years ago by HGMA, the Hang Gliding Manufacturers Association. Some very smart people worked out the techniques and equipment and, to their credit, hang glider wings can bear an immense load and not fail, even when upside down.
An airplane manufacturer — let's say of a 2,500-pound aircraft — cannot imitate the dynamic test used by a hang glider or trike wing manufacturer. Testing a metal or composite wing for a larger, faster airplane would take an extraordinarily powerful vehicle, and it would have to go very fast. However, the slower speed and lower mass of hang gliders makes dynamic testing achievable. To perform the required tests on its creations, North Wing has fitted a vehicle with a very sturdy steel structure. Cameras and recording gear are mounted.It's worth noting that North Wing is not required to do this by FAA or other regulatory bodies in the USA. Part 103 vehicles do not have to meet government standards. These manufacturers spend the effort because other entities require it and because they want their products to find ready customers who will not buy a glider they doubt can withstand real use. Besides satisfying their customers, insurance companies, media reporters, trial lawyers and others may demand test documentation in case an accident occurs.
The hang glider community has long policed itself and done so in such a professional fashion that FAA almost ignores them. Indeed, when is the last time you heard about a hang glider or trike wing folding up in flight? It almost never happens anymore. Good for HGMA and the hang gliding and flex wing industry.
The test shows a positive load applied (wing in normal orientation) and the very demanding "negative 150" test. This simulates a wing that may be disturbed by violent air. The wing is mounted backwards at the appropriate angle and the heavy truck forces the wing through the air backwards in this tortuous test. As you can see, it bowed deeply but survived.
The video below shows dynamic testing North Wing did to prove their new carbon fiber structure Freedom X wing. This is North Wing's newest product. Besides hang gliders, North Wing makes a line of weight-shift trikes and is a leading supplier of wings to other trike carriage producers.
Freedom X 160 (the wing square footage) uses carbon fiber leading edges and struts and other design parameters to stretch the performance of their Freedom model series. Despite using exotic materials, Freedom X is an exposed-crossbar design, sought after because it has lighter, more responsive handling compared to full double-surface designs. "It's also quieter than the cable-braced version; you can actually hear it pass through air more smoothly," said designer and North Wing boss, Kamron Blevins. The structure also contributes to Freedom X's safety in unusual attitudes, as proven in this testing.
When a pilot takes off at the end of the clip, you almost breathe a sigh of relief at what is obviously far less load than North Wing subjected their newest creation to atop the big truck. Good job, Kamron and team!
Most pilots never probably have witnessed the testing a wing endures before designers and regulators will sign off on it, signaling that it has been adequately stressed so that pilots can depend on it. I’ve had the chance to see several such tests and will state that it is two things: demanding and, well …boring (unless something breaks). Of course, I don’t mean to demean the hard work it takes. Look at the images in this article and you can see that just to set up a wing for testing can involve literally days if not weeks of work. A fixture, sometimes called a “strongbox,” must be built or obtained. An actual wing must be affixed to the structure. Weights in some form — and a lot of them — must be secured to the wing to assure loads are applied in a real simulation; air loads are not uniform across the wing’s span.
North Wing — Solairus (2012)
Here's the sharp new Solairus (yes, that's the right spelling) from North Wing, the premiere American producer of weight-shift trike ultralights and Light-Sport Aircraft. Solairus easily qualifies as a Part 103 ultralight vehicle meaning no license is needed. The fresh design is a departure from the usual trike and the one we examine is powered with a four stroke engine with electric starting. You'll want to watch the video to get all the details.
Here’s the sharp new Solairus (yes, that’s the right spelling) from North Wing, the premiere American producer of weight-shift trike ultralights and Light-Sport Aircraft. Solairus easily qualifies as a Part 103 ultralight vehicle meaning no license is needed. The fresh design is a departure from the usual trike and the one we examine is powered with a four stroke engine with electric starting. You’ll want to watch the video to get all the details.
North Wing — Maverick (2012)
North Wing makes more trikes than you might think. We also have a video on the sweet little Solairus, a soaring trike. In this video we review the Maverick, a more deluxe single seater with a beefier engine from Kawasaki. Yet even with the additional features, Maverick still fits into Part 103 where no pilot license, airman's medical, or N-numbers are needed.
North Wing makes more trikes than you might think. We also have a video on the sweet little Solairus, a soaring trike. In this video we review the Maverick, a more deluxe single seater with a beefier engine from Kawasaki. Yet even with the additional features, Maverick still fits into Part 103 where no pilot license, airman’s medical, or N-numbers are needed.
North Wing — Solairus (Mini Pilot Report)
Here's another in our growing series of mini pilot reports where you get some of the benefits of a full-length pilot report in a video format. This time it's the new Solairus from North Wing. Any weight shift enthusiast could love it but for those of us who enjoy soaring flight, here's a dream come true... even more so for those who don't live near mountains or an airpark where they can tow you aloft.
Here’s another in our growing series of mini pilot reports where you get some of the benefits of a full-length pilot report in a video format. This time it’s the new Solairus from North Wing. Any weight shift enthusiast could love it but for those of us who enjoy soaring flight, here’s a dream come true… even more so for those who don’t live near mountains or an airpark where they can tow you aloft.
North Wing — Scout XC (2012)
North Wing builds, well... wings, as you might expect from their name. They do this for trikes, or weight shift aircraft, and for many producers of the carriage part of these aircraft as well as their own full aircraft. North Wing also builds hang gliders, which means just the wing, for those pilots. In this video we look at their Scout XC two seat model and visit with designer Kamron Blevins.
North Wing builds, well… wings, as you might expect from their name. They do this for trikes, or weight shift aircraft, and for many producers of the carriage part of these aircraft as well as their own full aircraft. North Wing also builds hang gliders, which means just the wing, for those pilots. In this video we look at their Scout XC two seat model and visit with designer Kamron Blevins.
Wings from the North Lift Many Trikes
I’ve been writing about very affordable aircraft•, specifically about Part 103 ultralight vehicles. I know some readers prefer speedier or fully enclosed aircraft. Those people are fortunate as many choices are available and, of course, I will continue writing about them frequently. However, many pilots in the USA and around the world do not have a budget for a magnificent carbon fiber personal aircraft that costs $150,000. Even among those who can afford such aircraft, I’m amazed at the renewed interest in these simplest of aircraft. In addition, aircraft as shown in the nearby photos have seen considerable development since the early days of weight shift trikes. In my view, America invented these aircraft back in the late 1970s but as three axis ultralights developed, interest from American pilots drew away from weight shift and the best new ideas seemed to come from Europe, Australia or other countries. However, I now see the freshest developments coming from U.S.
Canada’s First Electric-Powered Ultralight
From the land of sky-blue waters comes … no, not a beverage but Canada’s first electric ultralight. And sky-blue waters aren’t the point; instead, it’s all about blue skies and getting up to them for a bit of soaring fun. Thanks to my journalist friend Russ Niles, Editor-in-Chief of AvWeb (one of my favorite aviation websites), I heard about a Canadian friend who’s done some interesting development work. Given the general excitement about electric power and my personal interest in soaring flight, I called up my old friend. Like many of us who enjoy soaring hang gliders, developer Randy Rauck said, “I always wanted to apply electric to a lightweight trike so we could quickly and easily fly our hang gliders up to where the thermals abound.” When he’s not creating a new powerplant Randy runs the Freedom Flight Park in Lumby, BC Canada. “I wanted to try electric to get away from the vibration of a lightweight two-stroke gasoline engine.
LSA Highlights from Sun ‘n Fun 2012
Whew! It’s over. Man, Sun ‘n Fun can be the busiest six days of one’s life… well, at least until the next one. In this survey article, I want to skim the very top of what I found interesting at the recently concluded show. Each highlight will get fuller coverage. Before starting, though, I owe a couple shout-outs. *** A huge, enormous thanks to Jim Lawrence who kept you up on a daily basis. Accomplishing that means long days shooting photos, interviewing personalities, and working into the night in a motel room with a crappy Internet connection. It may look easy and fun but only half that assessment is true (hint: it ain’t easy). *** Secondly, another thanks-a-million to UltralightNews, my video collaborator. I have the easy job; they will put in an enormous number of hours to edit and finish more than two dozen new videos that I’ll post here as each is done.
Heart of Texas LSA Expo Judged a Success
Exhibitor Chris Regis of Paradise USA (representing the P-1) reported “good visitor traffic” and “excellent organization” from the people behind the Heart of Texas LSA Expo. The new event, held over March 8 & 9 is one of two planned shows following the strong 2009 performance at the pioneer of LSA Expos, the Sebring U.S. Sport Aviation Expo. *** Several reports reminded me of the 13-city Sport Pilot Tour held during 2005 and 2006. Each of those events drew 10-20 exhibiting LSA and attracted 300-700 people at locations across the USA. The numbers sound small to those enamored of the huge crowds at Oshkosh. But, in fact, the Sport Pilot Tour, with its focused marketing on LSA only, helped customers find the manufacturer they were seeking. Everyone who came was interested in LSA and a vendor could speak to nearly all of them.
Think All Trikes Are Foreign? Think Again!
Weight-shift control LSA, affectionately referred to as “trikes,” are often made overseas. That’s a bit weird as the concept originated in the USA and spread around the globe. Tens of thousands are flying, despite their relative rarity in America. So you could be excused for viewing trikes as foreign. Not all of them… *** Though it won approval last summer, the newest SLSA in the game — we now have 89 models from 67 companies — is the North Wing Design Sport X2, available in two models plus ELSA versions with alternate engines. The Navajo may represent the least expensive SLSA you can purchase, retailing for $29,000 ready-to-fly. An Apache model is more dressed out and runs $32,000, still quite a bargain in today’s world of $135,000 SLSA airplanes. (More price info.) *** North Wing is an all-American company from Washington state making both trike carriage and wings.
Co-Developing the Navajo Trike
Empty weight | 360 pounds 1 |
Gross weight | 950 pounds |
Wingspan | 31.5 feet |
Wing area | 158 square feet |
Wing loading | 6.0 pounds/square foot |
Length | 9 feet |
Height | 8.5 feet (with strut-braced wing) |
Kit type | Fast build 2 |
Build time | about 3 hours 2 |
Notes: | 1 Trike only 140 pounds; Rotax 582 B drive without electric start, 92 pounds; wing 105 pounds; then add for accessory systems 2 Six components that assemble quickly (see company Website) |
Standard engine | Rotax 582 |
Power | 65 hp at 6,500 rpm |
Power loading | 14.6 pounds/hp |
Cruise speed | 40-55 mph |
Never exceed speed | 60 mph |
Rate of climb at gross | 900 fpm |
Takeoff distance at gross | 125 feet |
Landing distance at gross | 125 feet |
Standard Features | Strut-braced Quest 14.5 double-surface wing, instrument pod, steerable nosewheel (push right, go left) with nosewheel disC brake and trailing link suspension, hand and foot throttles, shoulder seat belt system with recoil for front seat, basic instruments, heavy-duty fiberglass main gear legs, custom fuel tank, 3-blade composite prop |
Options | Nose fairings and side enclosures (Apache Classic or Apache Sport models), choice of other wings from North Wing, Rotax 503, 912 or HKS 700E or MZ 202 engine choices, electric start, dual steering and throttle, 4-blade prop, ballistic parachute system, and more. |
Construction | 6061-T6 and 7075-T6 aluminum airframe, steel and aluminum fittings, AN hardware, fiberglass, Dacron sailcloth |
Design
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros - Simplified training-capable version of the Apache trike series. Excellent dual-mast design that increases comfort for the rear occupant. Comfortable seats with front seat back support (folds down), optional spring strut to ease lifting of the wing; excellent engine vibration isolation. Slightly revised and versatile wing.
Cons - No nose fairing or side panels or skirting. Unique features plus desirable options produce a higher price. The strutted Quest 14.5 wing, while delivering a modern look many want, makes others question the structural integrity (though testing and field experience have proven the concept).
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 - Custom fuel tank fills easily (located in the back near engine). Spring-assisted wing-lift system greatly eases setup. Easy access to engine for service work. Optional front or rear nosewheel steering control with throttle. Electric starting and remote choke both fitted to test aircraft. Convenient switch panel between legs on keel. Hydraulic parking brake.
Cons - Training is needed to optimize features like the spring-assisted lift. In-flight trim not fitted to the test ultralight. Some features, like the heim joint used to adjust engine position, are used only once or infrequently, yet add weight and appearance of complexity.
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros - Thickly padded seats include side bolsters. Folding backrest in front; good back support and easier rear entry. Adjustable front fork position for pilots of different height. Dual mast design is more user-friendly than most trike masts. Shoulder belt harnesses front and rear with recoil in front.
Cons - The Navajo "training" chassis is Spartan compared to European trikes (though fancier faired North Wing models compare well). Dual steering is an optional extra. No storage areas for things you want to take along (though model is aimed at training.) Windier cockpit with no nose fairing.
Ground Handling
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros - Nosewheel steering uses a trailing link suspension and a dampener. Maneuverability is very good, a common trike benefit as you can move the wing to avoid obstacles. Nosewheel brake is useful on paved ramps and has a parking brake lock. Good ground clearance.
Cons - Nosewheel brake is not useful for heavy, quick stopping; trikes brakes are more effective on the main gear (North Wing has such an option). Taxi handling trikes in stronger winds requires more physical strength. Optional rear steering system needed for instructor ground taxiing (but works well).
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros - Lighter weight trike with Rotax 582 engine leaves ground quickly. North Wing's ground parallel thrust line reduces swing-through motion at lift-off. New Quest 14.5 wing gives good control authority for windy landings. Adjustable engine position strut helps adjust for P-factor.
Cons - Quest, a double-surface wing, is best with a faster approach (50 mph). No flaps or slips to control approaches; plan ahead or S-turn. All trikes are less versatile in crosswind conditions compared to 3-axis ultralights (though experience can greatly widen your capabilities).
Control
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros - Building hang gliders for many years gives designer Kamron Blevins the experience to wring superior handling from his wings. As a double-surface wing, the Quest retains light controls useful for training application. Lightened 2-place chassis (less fairing, etc.) helps control agility.
Cons - Though a lighter 2-seat trike, the Navajo not nearly as agile as company's single-seat Maverick. Control pressures, while reasonably light in a large, double-surface wing, still require more effort than a joystick. No other negatives.
Performance
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros - Quest continues the surprisingly wide speed range common to many North Wing designs. Good climb rate of 900 fpm with Rotax 582. Double-surface wing retained energy quite well on landings. Thanks to the unique "spine" construction with superb shock mounting, engine vibration was well isolated.
Cons - The Navajo also sold with lower power Rotax 503, less robust for training (not tested). No trike dives well at high power settings. Not designed for cross-country flying; aimed at training market. Wing is a middle ground design with less top speed (though speed isn't needed in training).
Stability
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros - The Navajo with Quest wing would not break in stall during any trials; perhaps good for newer pilots. Recoil shoulder seat belt system for front seat pilot; shoulder belt without recoil for rear. Very predictable wing with no evil tendencies discovered. Steep turns maintained bank angle well.
Cons - Struts rule in fixed-wing design and have advantages on trikes (easier hangaring), but some question the long strut's ability to withstand negative gust loads without jury struts. No parachute fitted (often present in other North Wing evaluation flights). No other stability 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 - Contemporary trike aimed at the training market. Excellent Quest 14.5 wing design, a core strength of North Wing; handling and speed range are both very good. Dual mast more comfortable for rear occupant. Superior engine mount isolates vibration well. Company is the largest and most successful American trike builder.
Cons - At more than $20,000 fully assembled with Rotax 582 engine, the Navajo isn't cheap for an unfaired chassis (though a Rotax 912-powered trike will cost much more). Market for a training-focused trike is uncertain in this time of Light-Sport Aircraft and new certification.
A couple of years ago, TC’s Trikes owner TC Blyth and North Wing owner Kamron Blevins joined forces in a cooperative arrangement. TC’s Trikes would buy wings from North Wing (rather than continue to make their own), and could better represent North Wing on the Eastern Seaboard. North Wing, headquartered in the northwestern state of Washington, is far from TC’s Trikes’ Tennessee home. It seemed a marriage of convenience and more. Blyth has been particularly active in training and introductory flight lessons. He’s done many thousands of them at his location near a top Tennessee tourist and outdoorsmen attraction – the Ocoee River, popular for white water rafting, kayaking, and other sports. Blyth has been focused on meeting this need with his own brand of trikes, and all his experience gave him something clear and viable to add to the expertise of North Wing. North Wing has risen to the top of the U.S.
TC’s Trikes and North Wing Team Up on Coyote
Seating | 2, tandem |
Empty weight | 365 pounds |
Gross weight | 950 pounds |
Wingspan | 33 feet 10 inches (19 and 17.5m), 31 feet 6 inches (15m) |
Wing loading | 5.0 pounds/square foot 1 |
Aspect Ratio | 5.8 (19m), 6.1 (17.5m), 6.2 (15m) to 1 |
Length | 12 feet |
Height | 8 feet, 6 inches |
Kit type | Fully assembled |
Set-up time | 20 minutes, 1 person |
Notes: | 1 Test Coyote used the Mustang 2 17.5 wing. Wing weight 103 (19m), 102 (17.5m) and 96 (15m) pounds. |
Standard engine | Rotax 503 |
Power | 50 hp at 6,500 rpm |
Power loading | 18.3 lbs/hp |
Cruise speed | 37 mph |
Never exceed speed | 70 mph |
Rate of climb at gross | 600 fpm |
Takeoff distance at gross | 85 feet |
Landing distance at gross | 50 feet |
Standard Features | Rotax 503 with B gearbox, 3-blade quick-adjust IvoProp propeller, North Wing Mustang 15, 17.5, or 19 topless, strutted wing, waterproof carry bag with custom padding, BRS-5 ballistic parachute, mast-pivot takedown system, front shock suspension and hydraulic disk brake, composite suspension rods on main gear, 8-gallon fuel tank, hand and foot throttles, primer kit. |
Options | 40-hp Rotax 447, 65-hp Rotax 582, electric starting with E gearbox, 60-hp MZ-202 (with electric start), heavy-duty TC's Trike front end, EGT, CHT, tachometer, hourmeter, front and rear shoulder harness system, rear-seat steering, rear-seat instructor bars, 5-gallon cross-country refuel system, custom sail colors, custom trike colors. |
Construction | 6061-T6, 7075 and 2024 aluminum chassis and airframe, 4130 chromoly steel, 8 ounce Dacron sailcloth wing. Made in the USA and distributed by American-owned company. |
Design
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros - North Wing Coyte is an entry-level trike melding ideas from two producers. Second generation effort for TC's Trikes using strengths of North Wing Design. Folding mast design for easier setup. CAD-designed chassis. Excellent useful load; more than 500 pounds payload (greater than empty weight).
Cons - Very basic trike (though other top producers have recently offered similar products to yield lower prices). No other negatives.
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 - North Wing Coyote is simple, meaning few systems to maintain or operate. Exterior fueling will create no smelly spills; optional cross- country tank system could come in handy. Nosewheel brake is standard. Optional rear steering available for instruction. Good engine access.
Cons - No flap controls nor trim (the latter offered on some trikes). Electric starting is optional; may be advised, as pull starting while belted may be difficult for some operators. Instrumentation is sparse and few places are available to add more if desired (though not truly needed).
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros - New seats come via the association with North Wing; better padding and 4-point pilot restraints. Though the single-surface wing has a good speed range, North Wing Coyote's lack of a fairing works well with the slow cruising wing. High rear seat affords better visibility to aft occupant than some trikes.
Cons - No seat adjustment. No cargo area (though some space could be available under the seats, as the high-folding mast leaves space in this area). Few good locations for additional instrumentation or radios.
Ground Handling
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros - Suspension on main gear legs uses tubing flex that works well for the load. New nosewheel from North Wing Apache has piston suspension. Hydraulic brake on test aircraft. Tremendous visibility without a front fairing. Optional rear steering and throttle available for instructors.
Cons - Though hydraulic brake was powerful, a lightly loaded nosewheel will reduce stopping power during landing (though useful on airport ramps). As on all trikes, you must hold the wing steady by muscle power; Mustang wing is relatively large.
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros - Very short ground roll on takeoff or landing. Slow approach speeds are easier for short- or soft-field landings. Visibility is very open on the North Wing Coyote, especially without a nose fairing. Good ground clearance thanks to gear posture, plus large tires and wheels.
Cons - Suspension limited to tubing flex; touchdowns can therefore feel somewhat firm. As with all large single wings, the Mustang 2 has less energy retention; single-surface wings bleed speed faster. Large wings can be more difficult in strong winds or crosswinds.
Control
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros - Moving to a North Wing Design wing was smart; their designs handle very well. The Mustang 2 offers predictable controls that work well in instructional use. All trike wings have little adverse yaw. Simple control system means less setup error and less time required.
Cons - Single-surface wings, while less expensive and potentially lighter, do not offer the higher speed capability of double-surface wings, nor are they as good in strong winds or crosswinds. No trim device to relieve loads on longer flights (though this trike may rarely be used for such flying).
Performance
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros - Climb rate was adequately strong, about 600 fpm in this 2-seat trike with a 50-hp Rotax 503. Pilots who enjoy slow-flying ultralights will like the North Wing Coyote, though the Mustang 2's speed range is admirable. Engine ran very smoothly with little vibration, thanks to Blyth's Barry engine mount.
Cons - No single-surface wing - Mustang 2 included - will accommodate stong winds particularly well. The Coyote is not designed for cross-country flying (unless you have plenty of tme). Glide ratio is not as strong as a double-surface wing (but the Coyote is an entry-level trike which may often be used in training).
Stability
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros - Both TC's Trikes and North Wing Design offer parachutes as essential safety devices, appreciated by many customers. Could not enter power-on stalls, and power-off stalls had to be aggravated to see a break. Longitudinal stability was good. Four-point pilot restraints are appropriate, especially with ballistic parachutes.
Cons - An aggravated stall (involving aggressive control input well beyond normal operations) can result in a sharp nose break. No trike lets you dive under high power because thrust pushes nose up. All trike wings have some overbanking tendency; so does the Mustang 2.
Overall
Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"
Pros - In a world of expensive Light-Sport Aircraft candidates, the North Wing Coyote carries a buyer-friendly price. Raised mast breakdown for transport or storage leaves engine well supported, and allows a good location for parachute mounting. Blyth's earlier trike was optimized for training use; new collaboration with North Wing Design improves the Coyote for this usage.
Cons - Limited dealer support (though these companies working together will help service on both coasts).
Two years ago, I flew and reported on the only model TC’s Trikes offered. Though their line had little depth, the Tennessee company built their own wing and chassis. Many trike chassis builders purchase wings from other sources, much like happens universally in powered parachutes. TC’s Trikes did it all based particularly on their needs as an active flight school operation. In today’s light aircraft world, a wider product line addresses more pilots, which makes a more viable business. Given the pace of refinements, it can be tough to keep up. Yet TC’s Trikes had a track record in the East, selling more than 100 trikes of their own and other brands. Pairing up with another company, if the fit was right, could be smart business. A match was found between TC’s Trikes and Washington state-based North Wing Design. TC’s Trikes had something North Wing lacked – a presence in the Eastern USA.
North Wing Design — Apache
Everybody knows that trikes are composed of a chassis and a wing. Many companies specialize in one or the other for good reason; the two manufacturing skills are quite different. For years North Wing Design owner, Kamron Blevins, has built the wings that lift many trikes. Now his Washington state based company does it all. A couple years ago the company introduced their Maverick trike, notable for its clean, simple, white chassis and unusually strut-braced delta wing. Later Blevins introduced his ATF model, a simplified and even lighter chassis which can connect to a conventional hang glider wing. Remaining busy, by spring of 2000 he offered the two-seat Apache model. In every case, of course, the trikes uses the company-produced wing. Beginning in the days when he supplied trike chassis makers with wings until he began to offer the whole trike aircraft, Cameron has clearly been listening to customers. From my inspection he has incorporated many features that trike buyers have sought over the years.
North Wing Prepares the Apache Sport
Empty weight | 400 pounds |
Gross weight | 950 pounds |
Wingspan | 31.5 feet |
Wing area | 158 square feet |
Wing loading | 6.0 pounds per square foot |
Length | 9 feet |
Height | 8.5 feet (with strut-braced wing) |
Kit type | Fully assembled |
Build time | none |
Standard engine | Rotax 582 |
Power | 65 hp at 6,500 rpm |
Power loading | 14.6 pounds per hp |
Cruise speed | 40-55 mph |
Never exceed speed | 60 mph |
Rate of climb at gross | 900 fpm |
Takeoff distance at gross | 125 feet |
Landing distance at gross | 125 feet |
Standard Features | Strut-braced Contour 14.5 double-surface wing, full cockpit pod, steerable nosewheel (push right, go left) with nosewheel disc brake and trailing link suspension, hand and foot throttles, shoulder seat belt system with recoil for front seat, basic instruments, heavy-duty fiberglass main gear legs, 12-gallon fuel tank, 3-blade composite prop. |
Options | Choice of other wings including Mustang, 65-hp Hirth 2706 engine, electric start, dual steering and throttle, 4-blade prop, ballistic parachute system. |
Construction | 6061-T6 and 7075-T6 aluminum airframe, steel and aluminum fittings, AN hardware, fiberglass, Dacron sailcloth. |
Design
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros - Revised and improved 2-seater. Numerous new features, besides the dual-mast design that increases comfort: a brand-new fairing; more user-friendly seats; shoulder belts; a gas strut to help lift the wing; better engine vibration isolation; disc brake on the front wheel.
Cons - New features bring slightly higher prices. New fairing is quite wide, losing some of the lean look of the earlier model. The strutted Contour wing, which handles well and looks modern, makes some question its structure (though testing seems to have proven the concept).
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 - New wing-lift system greatly eases setup. Fairing hides fuel tank from view. Easy access to engine for service work. Dual nosewheel steering controls (optional). Electric starting and remote choke both fitted to test trike. Convenient switch panel between legs on keel.
Cons - In-flight trim not fitted to the test ultralight. New features, like the piston arrangement that helps lift the wing, have to be learned (though you'll quickly adapt). Some features, like the Heim Joint used to adjust engine position, are used only once or infrequently.
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros - Fold-forward seat rest for the front seat; better back support and easier rear-seat entry. Adjustments for pilots of different heights. Dual-mast design is very user-friendly (and instructor-friendly when they fly in the rear). Beautifully padded seats. Shoulder belt harnesses front and rear with recoil in front.
Cons - Interior finish not as deluxe as some European trikes (though North Wing Design continually innovates). Dual steering is an optional extra. Front seat, though redesigned, could use more lumbar support. Wide fairing is roomy but certainly adds some extra drag.
Ground Handling
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros - Nosewheel steering dampening makes for smoother operation; works with trailing link configuration to keep nosewheel running straight. Suspended nosewheel has fairly effective brake; useful on paved runways. Good ground clearance. Maneuverability is also excellent, a benefit to being able to move the wings at will.
Cons - Nosewheel brake, though improved by the disc configuration, is still weaker than 3-wheel brakes like some new trikes. Ground-handling trikes in stronger winds demands more muscle. Optional rear steering system needed for instructor ground taxiing.
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros - Short run and fast climb with 65-hp Rotax 582 engine. Adjustable Heim Joint assures optimal lateral thrust angle. The Apache's parallel-to-ground thrust line reduces swing-through phenomenon of trikes at lift-off. Excellent control of Contour wing makes the Apache Sport effective in variable winds.
Cons - Double-surface wing prefers a rather speedy approach of 50 mph. No trikes yet offer flaps or slips to control approaches. Trikes have less control authority in crosswind conditions than 3-axis ultralights (though experience can greatly widen your capabilities).
Control
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros - Formerly a wing maker for hang gliders, designer Kamron Blevins has refined his art to earn superior handling from his wings. For a double-surface wing, Contour controls are pleasantly light. Trike control harmony can be better than 3-axis designs and was quite good with the Contour.
Cons - Since the Apache is heavier to haul two persons, it is not as agile as North Wing Design's single-place Maverick. Trike precision turns to heading require more finesse than 3-axis controls. Control pressures, while reasonably light in a large, double-surface wing, aren't as light as most single-place wings.
Performance
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros - The Contour wing revealed a surprisingly wide speed range while maintaining good handling. Due to the Apache's rear "spine" construction, engine vibration was dampened. Strong climb of 900 fpm with Rotax 582. Double-surface wing retained energy quite well on landings.
Cons - Rotax 582 adds expense, weight, and complexity. No trike dives well at high power settings. Won't cruise cross-country as fast as some 3-axis aircraft. North Wing Design has better wing designs (single-surface) for low-over-open-field flying.
Stability
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros - The Apache was equipped with a ballistic parachute, a focus of owner Kamron Blevins and appreciated by your reviewer. Recoil shoulder seat belt system for front seat pilot; shoulder belt without recoil for rear. Predictable wing; no surprises. Steep turns maintained bank angle comfortably.
Cons - Despite general popularity of wing strut construction replacing wires and kingpost, some question ability to withstand negative loads as no jury struts are fitted (and would be awkward if tried). No other stability 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 - Modern trike aimed at proposed Light-Sport Aircraft market. Dual mast more comfortable for rear occupant. Excellent wing design, core strength of North Wing; handling and speed range are both very good. Gas piston wing-lift system. Fold-down system leaves engine upright and fully braced.
Cons - At almost $19,000 fully assembled, the Apache Sport is relatively pricey ("relative" as many trikes cost more). Market for Light-Sport Aircraft is unproved and rules for certification not completed, so it's unknown how North Wing will meet them (though track record suggests they'll succeed).
Trike and trike wing manufacturer North Wing Design has debuted a new trike called the Apache Sport. Developed for the proposed Light-Sport Aircraft category, this new 2-seater can also be operated as an ultralight trainer qualifying under the training exemption to FAR Part 103. Barely a year after the new millennia dawned, North Wing Design introduced their first new 2-seat trike to the ultralight community – the original Apache. In the last year of the old century, the Washington-based company offered their first trike – the single-seat Maverick with its distinctive strutted wing. Prior to these developments, North Wing Design was a trike wing supplier. For many years, small manufacturers of trike carriages have been buying wings from North Wing because they handle and perform handsomely. In a still-earlier role, the company was a savior to owners of certain brands of hang gliders whose manufacturers had left the business. North Wing came to the aid of these stranded owners.
Maverick
Seating | Single-seat |
Empty weight | 252 pounds |
Gross weight | 550 pounds |
Wingspan | 31 feet 6 inches |
Wing area | 157 square feet |
Wing loading | 3.5 pounds per square foot |
Length | 7 feet |
Height | 7 feet 3 inches |
Fuel Capacity | 5 gallons |
Kit type | Factory assembled (except for mounting engine) |
Standard engine | Rotax 447 |
Power | 40 horsepower |
Power loading | 13.8 pounds per horsepower |
Cruise speed | 40-45 mph |
Never exceed speed | 70 mph |
Rate of climb at gross | 800 fpm |
Takeoff distance at gross | 150 feet |
Landing distance at gross | 150 feet |
Standard Features | Topless strutted single-surface wing, steerable nosewheel (push left, go right) with nosewheel brake and tailing link suspension, hand and foot throttles, 4-point shoulder harness pilot restraint, instruments (EGT, CHT, tach), fiberglass rear axle suspension, pilot pod and skirt with storage bags, 3- or 4-blade composite prop. |
Options | Electric start, Hirth 2702 2-cycle engine, drum nosewheel brake, ballistic emergency parachute, additional instrument panel, wheel pants, portable fuel tank. |
Construction | 6061-T6 and 7075-T6 aluminum tubing, fiberglass, stainless steel and aluminum fittings, AN hardware, Dacron® sailcloth. |
Design
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros - Carefully and simply designed chassis meets wing from experienced wing maker. Square tubing frame is gusset-joined for look of great strength and part simplicity; drag axle and forward support tube are faired. Engine is upright and uses mass-focused mounting. North Wing's wings have a good handling reputation without sacrificing speed range.
Cons - Single-seat design only will limit resale somewhat (company offers 2-place wings on the Antares trike carriage). Not a soaring machine for those so interested. Strutted hang glider wings are rare, therefore less proven by years of customer operation. Wing strength evaluated by calculations.
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 - Hand and foot throttles with override feature (hand over foot). Nosewheel steering is dampened by a piston and has rubber stops to prevent metal-to-metal contact. Overhead pull starters work pretty well in trikes like the Maverick. Remote choke provided on chassis keel. Kill switch neatly protected. Upright-mounted engine can reduce spark plug fouling.
Cons - No weight allowance to add system accessories like electric starting. Fuel tank feed lines hang down quite low and may be vulnerable in rough terrain; refueling can cause spills inside skirt. Brake has simplistic operation some may not like (a drum brake system is optional).
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros - Step over the fairing and sit; easy entry/exit. Beautifully padded seat with webbing "suspension" for vibration dampening; it works well. Side stash areas, one on left outside and one on right inside, will keep stuff handy yet secure. Hand throttle and choke are convenient at front of seat on chassis keel. Four-point shoulder harness pilot restraint is strong and widely adjustable.
Cons - Minimal room for instruments on panel (though other locations are available with effort). Panel demands small instruments, which are then harder to read. No cargo area except small stash bags. Trikes are open-cockpit designs, so full-face helmets are wise but detract from wind-in-your-face flying. Reach to hand throttle was long for my short arms.
Ground Handling
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros - Trailing link nosewheel suspension provides easy wheel tracking (further aided by dampener). Brake is helpful in taxi lineup situations. Nosepod helps keep nosewheel spray from reaching pilot. Terrific visibility in trikes, partly as you can just move the wing. Very maneuverable in tight quarters.
Cons - Brake is simplistic and requires both feet for best braking results. Clearance concerns me with fuel lines hanging down low on the chassis. Suspension is limited to air in the tires (though they're large and no more seemed necessary). Trikes require a firm grip in windy conditions. Push-left go-right ground steering still offends some 3-axis pilots.
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros - Lively takeoff with 40-hp Rotax 447 power. Up or down takes only 100 to 150 feet of airstrip. Visibility is better than most ultralights, even open-cockpit ones. The Maverick landed as easily as most trikes, setting main gear down first with little effort. Good glide helps on low approaches.
Cons - No flaps in trikes and no slipping ability restrict your approach path options. Trikes are also not great in crosswinds (though the Maverick lands so short that cross-runway is a reasonable option). No other negatives.
Control
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros - North Wing has a reputation for nice-handling wings; they've been quite successful in the trike wing supply business. With a wide leading edge pocket in lieu of double-surface, sail shift is enhanced and handling becomes lighter. Flying wings are devoid of adverse yaw and don't spin readily. Harmony between roll, bank and yaw is easily achieved on the Maverick.
Cons - Trike control motions still confuse many 3-axis pilots; some just won't try. Weight-shift in general is not as well understood in the U.S., even though it is very simple. Crosswind controls are nonexistent on trikes. (Take some instruction in trikes and most negatives disappear.)
Performance
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros - Even with a good sink rate (for a powered ultralight), the Maverick isn't strong on soaring. Most trikes don't dive well under power. A broad speed range doesn't come with trike ultralights (the Maverick stalls about 28, tops at 70; ratio is 2.5, 4 is best).
Cons - For a single-surface wing, the Maverick wing also manages a decent speed range with a 70-mph top end. Climb is 800 fpm with the Rotax 447. Glide is better than average among Part 103 ultralights, and sink rate is even better. Excellent characteristics as a low-above-open-fields flyer. The Maverick was able to sustain altitude well down into 4,000 rpm range, a sign of good efficiency.
Stability
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros - Trikes enjoy pendulum stability that is highly effective in most situations. Stall was quite docile and very slow, but I had no ASI to check speeds. Stalls with less than full power still keep climbing even at control limits. Spins are nearly impossible to enter. Longitudinal stability seemed quite good; the Maverick's dive recovery devices felt functional.
Cons - Flying wings often use anhedral, which can tighten up turns if unattended. Add lots of power on the Maverick and the trike will rise regardless of control input, a common trike complaint. 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 - The Maverick can make Part 103 weight with the Rotax 447 and strutted wing, according to North Wing. The trike comes complete with everything you really need and is ready to fly (after shipping reassembly) for less than $10,000; that has to represent a good value. Pilots up to 250 pounds (even a few more) can fit in and fly the Maverick. Breaks down to pickup truck carry capability.
Cons - Good value or not, the Maverick remains a single-seat Part 103 ultralight with basic utility. Strutted flex-wing has yet to prove itself in the field over a long time. Some European trikes appear slicker and are more feature laden (of course, they don't make Part 103). No 2-seat option.
All right, what is this? A trike with no upper support? What does the designer think he’s doing, trying to be some kind of maverick? Well, yeah! Kamron Blevins runs the show at North Wing Design. When I first met him, I’d call him a mere lad, except that makes me sound old. So, Kamron was a “young entrepreneur” from the Seattle area who made hang glider sails for a living. (His mom probably thought this sounded like as odd an occupation as you think it does.) Funny thing, though. The kid grew up, got good at making wings, branched into trike wings, and now manufactures entire trikes. And you know what? It’s a darn good trike with some excellent thinking. Let’s look it over. Youth Gains Experience Blevins isn’t a kid anymore. But he looks around and sees all his old hang gliding buddies looking older, too. Some of them are using wheels on their gliders (as a backup safety feature for those not-so-perfect foot-landings).
North Wing Design’s Loaded Apache
Empty weight | 335 pounds |
Gross weight | 900 pounds |
Wingspan | 34 feet |
Wing area | 157 square feet |
Wing loading | 6.1 pounds per square foot |
Length | 9 feet |
Height | 12 feet1 |
Kit type | Fully assembled |
Build time | None |
Notes: | 1A strut-braced wing is also available; height is then reduced to 8.5 feet. 2ATF can be purchased without wing, and common hang glider brands can be fitted to the trike. |
Standard engine | Rotax 582 |
Power | 50 hp at 6,500 rpm |
Power loading | 18.0 pounds per hp |
Cruise speed | 55-65 mph |
Never exceed speed | 85 mph |
Rate of climb at gross | 700 fpm |
Takeoff distance at gross | 150 feet |
Landing distance at gross | 150 feet |
Standard Features | Contour 14.5 test-flown double-surfaced wire-braced wing, pilot pod, steerable nosewheel (push right, go left) with nosewheel drum brake and trailing link suspension, hand and foot throttles, 4-point seat belt system, Hobbs hourmeter, dual CHT or water temperature, dual EGT, altimeter, heavy duty fiberglass main gear legs, 10-gallon fuel tank, 3-blade composite prop. ATF - T2 tandem wing, tachometer, CHT, 3-gallon fuel tank. |
Options | Rotax 582 66-hp engine, electric start, dual steering and throttle, 3-, 4-, or 6-blade prop, ballistic parachute system.ATF - Front fairing, side skirt with storage bags, JPX 2-cylinder engine, ballistic parachute system, 5-gallon fuel tank. |
Construction | 6061-T6 and 7075-T6 aluminum airframe, steel and aluminum fittings, AN hardware, fiberglass, Dacron sailcloth. 6061-T6 and 7075-T6 aluminum airframe, steel and aluminum fittings, AN hardware, fiberglass, Dacron sailcloth. ATF - Same. - Same. |
Design
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros - PROS - First 2-seater from North Wing Design, an established supplier of trike wings. Very credible effort with several features of note: most significant is the dual mast design that increases comfort. Folds from above the engine so it stays upright during transport. North Wing Design has long excelled with wing design; this Contour 14.5 is no exception. Delivered fully assembled.
Cons - Acceptance of the new brand is still developing, which means resale isn't well known yet. Field testing by ordinary pilots is also in early stages. Test Apache used wing with common upper rigging that demands tall doors for entry to hangars.
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 - n-flight trim makes a difference of several miles an hour, relieving control pressures. Dual nosewheel steering controls (optional). Instructor bars give a rear-seated instructor pitch and roll control. Electric starting on test Apache. Remote choke in easily reached position. Skirting hides fuel tank from view. Excellent repair access.
Cons - Limited space to add radios, GPS, or other instrumentation (though space might be used more efficiently than test Apache's panel). Electric starting plus dual steering and throttles, as on test Apache, are deluxe but add to the $14,000 base price of the trike.
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros - Dual mast keeps connection to wing from hitting rear occupant. Instructor bars make for good dual controls when the instructor moves to the rear seat. Well-padded seats are more comfortable than average trike. Stash bags on both sides of seats gives some room for items you want to carry. Solid 4-point harness system up front is easily adjusted and clasped.
Cons - Throttle moved counter-intuitively; you move it backward to increase power. No footrest for heel; only rubber-coated peg (although floor of fairing would tell you if your foot was slipping off the peg). No shoulder belt system for rear seat occupant. Seatback for front seat is limited to the lumbar area.
Ground Handling
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros - Nosewheel steering damper keeps shake to a minimum and works with trailing link arrangement to keep nosewheel true on landings. Suspended nosewheel has fairly effective drum brake; useful on paved runways. Cantilevered gear legs provide excellent underside clearance. Visibility in trikes is very good. Maneuverability is also excellent, a benefit to being able to move the wings at will.
Cons - Brake was not particularly strong plus it was on the nose where light loading reduces traction. Cantilevered gear legs make some buyers uneasy, worried about fold-back in rough fields (however, design should largely counter that problem, I feel). Ground handling trikes in windy conditions can be challenging.
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros - Engine thrust line placed parallel with the ground to reduce the swing-through effect many trikes exhibit on lift-off. All trikes enjoy a wide-open view for takeoff and landing. Good controls make the Apache reasonable to land in uneven winds. Trikes are easy landers as main gear wants to touch down first; wing pitch can be effective to slow rapidly.
Cons - Double-surface wing prefers approach around 50 mph for best results (much like other 2-place trikes). No flaps on trike wings (yet) nor can trikes do slips well; therefore approaches to landing must be planned better. Trikes are not as good as 3-axis ultralights in crosswind conditions (though experience can greatly widen your capabilities).
Control
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros - A long-time wing producer, North Wing Design has refined the art to include both good speed and superior handling; I've liked every wing of theirs I've flown. With practice, you can do nearly everything a 3-axis ultralight pilot can do. Contour wing controls were relatively light. Response was very good. Trike control harmony is often better than 3-axis designs; very good on this Contour.
Cons - Like virtually all 2-seat trikes, the Apache is not as agile as the single-place Maverick or ATF. Crosswind landings are still challenging for many newer pilots; trikes don't benefit from standard aviation training in this regard. Trike precision turns to heading aren't as accurate as 3-axis controls. Control pressures are not as light as single-place wings.
Performance
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros - North Wing Design wings have long exhibited a fairly wide speed range while maintaining good handling. Vibration felt quite low, probably thanks to the center-of-mass engine mount system and rear "spine" construction. Climb of 700 fpm with popular 50-hp Rotax 503 dual carb engine was quite respectable. Double-surfaced wing retained energy quite well on landings.
Cons - If you fly with two big occupants in high density altitudes, you'll want the optional 66-hp Rotax 582, at extra expense and weight. Trikes don't dive well with power at higher settings, should that be necessary in your flight. Fast cross-country cruising is better in some 3-axis designs. For low-over-open-field flying, I'd rather have a single-surface wing (North Wing Design has some good ones).
Stability
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros - A focus of owner Kamron Blevins, the Apache was ballistic parachute equipped, though rocket had to be removed for shipping. Proper 4-point seat belt system will hold front seat pilot securely in place. Very predictable wing; you'll get no surprises. Steep turns maintained bank angle comfortably. Hard to get in much trouble with the Apache (though some pilots can be very "creative").
Cons - No shoulder belt system for rear seat occupant.
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 wing design, a vital part of any trike ultralight. Wing design work is a core strength of North Wing Design; handling and speed range are both very good. Clean and simple machined parts. Very well-equipped 2-seater; many features like 3-blade prop are standard. Fold-down system leaves engine upright and fully braced. Design optimized to ease minor repairs.
Cons - At $14,000 fully assembled list price, the Apache may not be the less expensive among 2-seat trikes (though several are more costly). New design with unproved resale or field-use history though wings have been around much longer).
North Wing Design has a history that stretches back into the mid-1980s when 23-year-old owner Kamron Blevins started making hang glider wings. After gaining experience with other companies and dabbling with his own ideas along the way, Blevins started North Wing Design in 1996 to provide trike wings. His timing was good. After years of work to encourage Americans to consider trikes, various suppliers – many from Europe – were pleased to see their efforts pay off. Trike numbers began to increase about the time North Wing Design got into business. At first, Blevin’s new company created specially built trike wings for several chassis suppliers and the enterprise grew. With increasing sales of wings to others and with a rising tide of trike interest lifting all manufacturers, North Wing Design decided to go all the way. Their first full trike ultralight offering in 1999 was the Maverick, a slick single-seater that met FAR Part 103 parameters with a Rotax 447 (see “Pilot’s Report: North Wing Design’s Maverick Trike,” September 1999 Ultralight Flying!