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I have a question for 912 Trike Owners. I am trying to learn more about 912 80 hp engine Trikes. What kind of fuel pumps do you use on your trike? My guess is that most are mechanically driven diaphragm fuel pumps.
And if so, do you think it is a good idea to have a backup electric fuel pump? I just sold my HKS trike and it had electric fuel pump. And I liked the peace of mind that I had Electric fuel pump as a backup (should for some reason the mechanical pump failed).
Do you 912 80hp trike owners feel as strongly about an additional back up electric fuel pump? or is it too paranoid to think that way :D
Thanks for your help.
This weekend is the annual Triple Tree fly-in located near Woodruff, S.C. Last year we only had one trike attend. Doug Boyle with his Tanarg. This year looks to have a few more trikes flying in. As of now (1:15pm 9/8/16) Doug should have already arrived, Tony Ford and Fred Snyder are coming, John Williams from VA in his Revo (hope I got his name right), a gentleman named Quinn with a Delta Jet (I think), Todd Halver is flying down Friday afternoon in his new Tanarg, Chris from GA is supposed to be bring an Aeros Ant and I plan to leave at first light to fly down in my XT. Did I miss anyone?
I am just curious about 80hp vs 100hp trikes. Is 100hp too much engine for trikes? For example, an Air Creation, Airborne, Northwing, Delta Lite, would they significantly benefit from a 100 hp motor?
In the past when I flew with my instructors of friends who had a four stroke trike, it was always a 80hp engine and seemed to do just fine.
Can someone please shed a light on this, is there a significant benefit of a 100 hp engine over a 80hp engine, if you are flying from lets say 2400' elevation.
Does anyone have thoughts about economical and practical ways to become ADS-B compliant? We've got until 2020, but avionics folks will be inundated as the deadline approaches. I'm motivated as I regularly fly inside the SFO veil. This is the cheapest option I've found: http://www.navworx.com/ADS600EXPDescription.php It needs to connect with a transponder (A/C & with an altitude encoder) and ipad. I'm curious if new trikes are already equipped.
P&M, Pegasus and Mainair Owners:
***IMPORTANT - NEW SERVICE BULLETINS POSTED ***
There are NEW Service Bulletins posted in the Downloads section of the P&M manufacturer's web page. These are dated June 29, 2016. Specifically SB 135 to 139.
Please make sure to check the Download section often, and to comply with all issued airworthiness and safety directives and bulletins that apply to your particular aircraft, model, and keep records of compliance in your a/c maintenance manual.
The direct link:
You can also get to that same section from my webpage:
Please contact us if you have any questions or need assistance.
Everyone has their different opinions about what should be posted on this or any other trike web site.
I would like to hear from the collective group of where the video, picture, and content police should ban and/or attempt to disallow trike content.
Other sports are not critical of this but shoul;d we as trike pilots draw a line as to what we and the public should see?
Should trike content be banned/shunned that:
1. Shows a trike without a visible landing area?
2. Bank or attitude out of the manufacturers limitations?
3. Formation flying?
4. Flying in high or bumpy winds?
5. Ground skimming?
6. Flying near a cloud?
7. Flying in crowded airspace?
Always being called from people who are looking for trike pilots and instructors near them.
I send them to
Please send people here to find the most updated pilots/CFIs, add your self to the map, and let me know if this represents your area. People are especially looking for flight instructors to get started. I personally do my best to keep this updated with the most accurate information.
e mail me at paul@SportAviationCenter.com if you have any updates.
We are considering holding a Weight-Shift 16-hour Repairman Course at Marchmont Plantation Airpark (6NC8) near Winston-Salem, North Carolina (6NC8) on November 12-13, 2016. Cost per participant is $375 and we need a minimum of 10 participants to hold the class (max participants 16).
Neil Bungard from Air Creation USA will be our instructor for the class. Neil is one of the most experienced and knowledgeable weight shift CFIs, DPEs in the country- and one of just a few people certified by the FAA to teach this class for weight-shift. He is looking forward to leading the two-day session.
For background - FAA regulation §65.107 allows the owner of an Experimental Light-Sport Aircraft to earn a Repairman (LSA) Inspection rating by attending an FAA accepted course. Successful completion of the course allows you to perform the annual condition inspection on any Experimental-LSA airplane you own - now or in the future. The repairman certificate earned during this course is only applicable to aircraft certificated as Experimental Light Sport - in the specific class you attend i.e. Airplane, Weight Shift, Glider. Powered Parachute
It IS NOT valid to obtain a Repair / Inspection Certificate for an aircraft with an Airworthiness Certificate in the following categories: Special Light Sport Aircraft (SLSA), Experimental Amateur Built (Homebuilt from plans or a kit), or Experimental Exhibition.
We are able to secure lodging at an attractive rate at a local Super 8 motel for those looking for accommodations.
Please message me at firstname.lastname@example.org with your interest (name, address, phone number) and we will see if enough folks would like to participate.