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!
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Powrachute
Like a poised cat, restrained energy waiting for its opportunity, Powrachute sprang into the powered parachute industry and snapped up a share of this fast-growing aviation segment. In just a couple of years, the Kansas company has found some 300 buyers of their distinct ultralight.
Given their approach to the industry, perhaps using a “spokes tiger” is highly appropriate. A feline named Noah is featured in the company’s ads and on its brochure. As with the unusual spelling of the corporate name, Noah helps Powrachute stand out in a crowd. (Personally, I thought the letters meant Pow’r-a-‘chute, spelled in the shorthand way of vanity license plates.)
Until recently, the Kansas company offered a single 2-seat model – the PC2000 – which could be configured with various options. The PC2000 is a new design “for the 21st century.” However, despite its newness, even the PC2000 changed rather dramatically to add rollover protection which the company calls Frontal Fuselage Bars.
Aero-Lite 103
Manufacturers in the ultralight industry believe they know what pilots want or what they will buy, anyway. A 2-seater is usually part of the answer. But, in fact, many industry watchers are wrong.
While many observers make the statement, ÒNinety percent of ultralights are 2-seaters,Ó statistics tell another story. Nearly 40% of ultralight and microlight aircraft sold in the U.S. are single-seaters, according to Ultralight Flying! magazineÕs surveys of manufacturers. Despite the polling results, however, those experts have a point. Two-seaters do represent the majority of ultralights and microlights sold.
Yet, just when you think 2-seaters are going to take over the whole market, along comes a new trend. Maybe it was FAAÕs lack of action on Part 103 changes, or maybe manufacturers simply decided to take on the challenge of staying within 103Õs tight weight, speed and fuel quantity restrictions. Whatever the correct answer, it doesnÕt change the fact of a growing population of Part 103 ultralights.
Convertible Buckeye
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?
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.
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.
Harmening High Flyers — High Flyer 103
Former flight school operators Mike and Susie Harmening obviously know what powered parachute pilots want. The company is thriving and customers relate positive impressions about their contact with the couple. That they build a quality aircraft should therefore come as little surprise.
In a world of single place powered parachutes exceeding the $10,000 mark, the Harmening’s Buckshot offers a great value at $7,995 for an aircraft that can laugh at Part 103 definitions. Tipping the scales at a mere 230 pounds you can afford some accessories; for example, the company says you can install the Rotax 503 (over the standard 447) if you wish.
For well under $10,000, the Harmening family organization can supply their original High Flyer that can be either a one or two seater, and stay under Part 103’s single seat restriction, a nice compliment to the effort to keep weight low. Some other designs seem to get their strength from the sheer quantity of tubing used.
Facing the buying decision
What Kind of Pilot Are You?
Let’s just say you actually know yourself. While this sounds like a comment that deserves a “duh!” response, don’t be too quick to judge. If every pilot or buyer of an aircraft knew what he/she needed or wanted, my job would be easier. But it isn’t so. Most pilots know something about what they want, but many don’t have enough information to make the best decision.
Some readers are “experts.” A good many ultralight or light plane enthusiasts have been around long enough and owned enough of a variety of ultralights to know what they like. These veteran sport aviators represent a lot of combined experience. If you’re new to ultralight flying, I strongly encourage you to seek out local experts. They can be your very best source of information because they know you. (However, as I reminded you last time, remember that anybody selling any aircraft – whether their own or one they represent – has a bias that you must not overlook.
Air Sports Expo 2001
Sport aviators host their own traveling event.
Boat and RV shows are in full swing during the winter months when use of these toys is low. It proves to be a popular time for sportsmen to look at gear for the upcoming season. Flying should be no different.
Yet most of the major aviation trade events are held in conjunction with airshows. Needing good weather, these gatherings are clustered throughout the late spring, summer and early fall. If successful, they get established in one location that requires everyone to travel to them.
Traveling Airshow
If we are to attract new people into aviation, maybe we need to go to where they are rather than demanding that they come to us.
Attracting the general public is worthy, but such a traveling event can also motivate local pilots. The truth is, popular as airshows are, most pilots don’t get to them. Attending more than one or two airshows a year is time-consuming and expensive.
Buying Used: Tecnam P2008
Most of the factory-built Light Sport aircraft that rolled after the FAA defined the category in 2004 were rather utilitarian—with rudimentary avionics and spartan interiors. Some of today’s Light Sport planes, however, are better equipped and more luxurious inside than GA planes that cost significantly more. Tecnam Aircraft was among the first manufacturers to recognize there was a market for upscale LSAs, and it responded with the P2008. The plane has become one of the company’s most popular aircraft.
“I don’t think there’s a better value out there when you look at ownership costs and resale price,” contends Mark Gregor, a former Tecnam dealer and long-time P2008 owner. “I don’t consider it an LSA…just a top choice for a two-seat aircraft.”
If buying a used P2008 is something you’re contemplating, then this article is for you. It will introduce you to the aircraft, model variations and flight characteristics, as well as provide advice for a pre-buy inspection and long-term ownership.
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