In a calculated move planned for over a year, powered parachute leader Buckeye Industries introduced their new trike line at AirVenture ’98. This marks two points of interest to EXPERIMENTER readers.
The first point is a significant entry to the trike market, a segment of ultralight aircraft that has finally shown real growth potential after many years of effort by trike makers. Though European companies threw open the door with persistent marketing efforts mimicked by a few Yankee builders, Buckeye’s entry to the field could increase the number of trikes sold by a good margin.
Secondly, as a widely acknowledged sales leader among powered parachute builders, Buckeye is making something of a statement to that community of aviation enthusiasts. Powered parachutes deserve a follow-on aircraft and Buckeye has decided (logically, to my view) to make that successor a trike.
And, Why Not?
If you owned Buckeye and already made a slick, wheeled carriage for your powered parachutes, wouldn’t you also leverage that design to work for a trike?
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The Appeal of Trikes
Trikes: they’re enjoyed around the world by thousands of pilots A what?
Not sure what a “trike” is, are you? Don’t feel bad. Although these machines may represent the largest production of aircraft in the world, many pilots have overlooked their appeal.
A trike is an aircraft made of two principle parts: a wing that resembles a hang glider (but is more stoutly built) and a carriage. The latter element is comprised of an engine, landing gear, seat and instrumentation. Within certain bounds, the wings and carriage can be mixed and matched.
They may sound strange, but they are enjoyed around the world by thousands of pilots. In fact, among European light aviation enthusiasts, about one in every two flies a trike.
Just a toy? Not!
In case you think that such a contraption must be only for young sport enthusiasts that don’t have enough money for a “real” airplane, think again.
Loehle Aviation – Easy Riser
You can’t buy an Easy riser anymore and you might find it hard to pry one away from those loyalists who still fly one. Their day has passed but early in the ’80s at Oshkosh, 24 ‘Risers made up two thirds of all ultralights that showed.
A simple bi-wing glider to which power was fitted, the design emerged from the hang gliding world. The wing is very efficient and in its heyday, it won contests regularly. The aircraft is tailless, using weight shift for pitch. Roll is initiated through drag rudders located at the wing tips and between the staggered wings.
It was first flown from foot launch and you might still find someone who will demonstrate this technique for you. I’ll never forget watching John Moody foot launch a ‘Riser with a Mac 101 engine. He was on the beach where I was attending a hang gliding contest. He ran bravely to get off in the underpowered aircraft.
Skye Ryder Aerochute
Darlings of late-evening flying at airshows (when winds are calmer), powered parachutes are among the simplest and most fun of the ultralight class. If low and slow flying over inviting scenery sounds good, Six Chuter has your aircraft waiting.
Controls don’t get much simpler: right, left, aerodynamic braking (right and left together), and power for altitude changes. Lessons are therefore brief.
Powered parachutes are about the only segment of ultralight aviation that isn’t worried over their empty weight exceeding Part 103’s 254 pounds. The Skye Ryder I single place is a mere 205 pounds, way under the limit. The 215 pound Skye Ryder II is a two-seat trainer, therefore tipping the scales a whopping 281 pounds under the permissible weight!
Neither do they have a problem with the top speed limitation, flying as they do at 26 mph. The single place uses the 447 Rotax and earns a climb of 700 fpm.
Titan Aircraft – Tornado
The Tornado is one the most exhilarating ultralights I’ve flown. As I approached the short span aircraft, I didn’t expect to be so delighted with its flying qualities.
The Tornado has great lines. It looks like it might fly fast, handle briskly, and cope with bumps well. These impressions turn out to be correct when you fly the plane. However, flight reveals some secrets as well.
A clean design, cantilevered wings, full enclosure, with slick aluminum surfaces contribute to good slow flight qualities. The wing obviously works harder that its short span suggests. The Tornado will fly slowly when you deploy the large flaps and the speed range is admirably wide.
The plane will also land at surprisingly slow speeds. Handling is not only good at high speeds, it remains crisp at stall. Stalls themselves are mild affairs with no evil tendencies; under full power, I simply couldn’t generate a stall.
Laron Aviation – Streak Shadow
A unique looking machine, the Streak Shadow design hails from England. This gives another unique quality among ultralights available in the USA: it comes with British CAA approval. Their Section S procedure is most demanding and the Streak owns a certificate.
Heavily part-sourced in this country by U.S. distributor, Laron Aviation Technologies, it becomes almost Made In America. With its high tail boom, twin rudders, and composite cockpit, no one mistakes a Streak Shadow at an airshow.
Flying in a certified aircraft, I felt more comfortable pushing the envelope. I almost never check for Vne; I’m no test pilot. I didn’t go to the listed 140 mph (!), but found this to be the fastest ultralight I’ve flown. Less rigorous flying showed speeds approaching 90 mph.
At whatever speed, the handling was very good as was ground handling. Equally easy was entry to the forward seat where you find yourself luxuriously surrounded by a nicely-finished composite structure.
Pyma Lake Aircraft — Micro Mong
Bi-winged airplanes — or simply bipes — are fascinating to a major segment of the flying community, and it’s and not just “old guys” who like them. The nostalgia they evoke appeals to a broad segment of pilots. Talented designer Ed Fisher created this single-seat Micro Mong replica. Does it fly as well as it looks? The short answer: Yes, it does!
The light weight aircraft is built around a welded-steel frame. While it is small overall, the Micro Mong is surprisingly roomy. Controls are fluid and light to the touch. Even with the smallest Rotax pulling her along, the Micro Mong has plenty of power for all but the heaviest pilots. However, if you need more oomph, the Micro Mong can accommodate the 52-horse Rotax 503 engine.
In the air, the Micro Mong feels as light as the specifications which describe the bird. She dashes about with ease and has the famous snappy role which is something of a trademark for bipes.
Wings of Freedom — Flitplane
Here’s a fun little plane with a good design heritage. Something of a sleeper till now, new builder Wings of Freedom is starting to promote the Flitplane. This interesting aircraft is an Ultralight in the best tradition; she comes in well under the 254 pound weight.
True 103 aircraft are more popular than ever as federal regulations remain aviation’s lightest load. The Flitplane joins a welded steel fuselage to aluminum wings covered with dope and fabric. A cleverly laid out cockpit shows marvelously good use of triangulation for strength with the least structure. Her rounded tail preserves some style in the simplicity.
With such a light airframe, Flitplane has enough weight allowance to accommodate a beefy 35 horse engine from 2si that will push the plane enthusiastically into the air. However, this is an ultralight in which to enjoy slow flight. Using a big wing loaded lightly to only 3.4 pounds per square foot, the Flitplane can stall at only 26, cruise at 45, and not exceed 63 mph.
St. Andrews Aviation — Viking II
St. Andrews Aviation boss Charles Dozier calls his new Viking II a “parachute plane” rather than simply a powered parachute. In one particular way it certainly isn’t like those which preceded the new aircraft: Viking II employs side-by-side seating in the first such example with which I’m aware among powered parachute aircraft. For those doing training in these machines, such side seating is usually considered optimal so the instructor can better interact with his student.
Ground steering is also made intuitive by employing a steering bar that works the way a bicycle does (whereas many powered parachutes use a joystick-type control for ground handling). Because the seats are alongside one another, Dozier was also able to centralize the throttle and nosewheel brake. Another benefit, says the designer, is a lowered center of gravity because the student or other occupant is not raised above and behind as in most powered parachutes.
For in-air steering – which requires the use of your feet on powered parachutes – the Viking II has a dual set of foot pedals such that either occupant can fly the machine while the other observes.
Joplin Light Aircraft — Tundra
The Tundra evolved out of experience with the old Beaver 650 that had loads of development but which never really got squarely on the market. Thanks to its resurrection by Laron a few years back, this desirable aircraft flies onward.
Today, the model is built by Joplin Light Aircraft who bought the design rights for the Tundra and 1/2-Tun (single seater). Joplin got started distributing ASAP products in the U.S. but has now grown into an Original Equipment Manufacturer to better implement their own improvement ideas.
One of these upgrades involves the impressive Geo-Suzuki engine. This 65-horse four stroke powerplant burns a mere 2 gph from its smooth-running three cylinders. Best of all the lively engine is priced at $4,995, well below that of some four-stroke options available to ultralight enthusiasts. Joplin makes the Tundra available standard with a Geo-Suzuki conversion, so adding the engine is simpler.
A tandem design, the Tundra is easily appreciated by larger American pilot because it enjoys a wide cabin with ample elbow room.