Jul 2nd

Reb Wallace died in a trike crash

By Rizwan Bukhari

It is with a very heavy heart that I write this. Our beloved Trike Instructor Reb died in a trike crash. There is not much information on it since it happened yesterday. He was with a student at the time of the crash.

I had the pleasure of flying with him many times and was inspired by his knowledge. He will be dearly missed. My condolences are with his family. When I was in Nevada, I flew with him at Lake Meade and the Hoover dam. I went to his house, where he burnt DVDs for me of that flight. I had the pleasure of meeting his wife and also their dog.

I am creating this blog with a very sad heart. And as we find more information about the accident, we will add it to the blog to learn more about what exactly happened.

 

http://www.ncwlife.com/wreckage-aircraft-chelan-airport-found-officials-attempting-reach/

 

 

Jun 26th

Safety concerns when flying trike with a child passenger

By Rizwan Bukhari

 

Hi all,

 

I am considering flying my 10 years old son on my trike. I fly an Airborne XT which has a nice shoulder and lap strap belt system.

 

Call it a paranoia but my biggest worry is the passenger belt umbuckling during flight. And I am looking for some ideas for redundant seat belt safety for my son before I take him up for a flight.

 

Any input will be greatly appreciated.

 

Regards,

 

Rizzy

 

 

Jun 25th

Trim Actuator

By Bill Chance

Need to hook up a llinear actuator for wing trim.  It's from Revo made by Duff Norton.  Can't find a wiring diagram from Duff Norton.  It has five wires coming out of it.  Three of the wires are hooked to an internal potentiometer and two wires go to the motor.  This unit was never installed and has been packed away for a number of years. The simple wiring diagram from Revo just shows two wires running to the actuator from a double throw double pole switch. Don't know if there should be more info. Running power to the motor wires runs the shaft in and out and my question is the potentiometer just used for motor position control purposes and it's not needed in this application.  Those of you that have the wing trim actuators are there just two wires running to it?  

 

I think Larry is out of pocket right now.   

May 31st

How do you SLSA certify a brand new trike

By Rizwan Bukhari

Hi all,

 

If you buy a brand new trike, then what is the procedure to SLSA certify it? One of my buddies wanted to buy a brand new Aeros 912 trike and asked me if it could be SLSA certified.

Does anyone know what is the process of certification for any foreign made brand new trikes (Aeros, AirCreation, Airborne etc) that is ordered and shipped brand new from a foreign country.

 

Regards,

 

Rizzy

May 18th

senor 'buechoe' and the 'big tail lights'

By monty stone

i was 500 miles south of tijuana, riding my 500cc suzuki dirt bike, reconoitering for a planned ultralight trip down the baja peninsular, to be attempted in 1994. ( described in an earlier blog) i had just gassed up when 'bang', whiffle-whiffle, no compression! i got a tow , 20mls in a raging crosswind, on a very short rope, not a fun trip, into the next town, guerro negro, not a 'tourist destination'. at the motel i stripped the engine and found an exhaust valve had broken and punched a 1inch hole through the piston, in addition to much havoc to the head. i found a local weld shop and they welded the hole shut. surprisingly, few locals speak 'american' and i don't have much 'mexican', but with much sign language i learned that THE meccanico in town was senor 'bueckho' . he was just 'a leedle way that way'. 20 blocks later i trudged up to 'senor 'bhukos' shop, typically, no roof, piles of junk auto parts everywhere, but a BIG sign, proudly proclaiming 'mechanico'. the thing that made this one different was a really nice  black 1959 ford galaxy, the one with the REALLY big round tail lights was parked in the entrance and a couple was , well, coupling, on the trunk lid. the male, with his back to me had really grimy coveralls on, so i assumed he was 'senor bueckho', she had bare feet, tucked under his arm-pits. i asked 'senor bhuekhoe'? he answered, without missing a 'beat', 'si senor, una momento'. true to his word, a few 'momentos' later, he was examining my broken bits, while his 'significant other' dis-appeared into his  'office'. he found, among the junk a suitable old valve, cutting it down to fit, and soon i had a repaired head, and $20 later i was busy putting the engine back together at the motel. one piston ring was broken but having no alternative had to install the broken bits. it was hard to start, low compression, and would only run around 3000 rpm, but with billowing blue smoke and rattleing i made it back to the US. i still have that piston, somewhere with many other 'tortured' parts from my past but senor' buchoes' valve has long gone, but the memory of those 'beautiful' big tail lights lives on!                                                                                                                                                                                                                       freazier  nuttzsoff                                                                                                                                                                                                                                                                                                                                                                                ps, to this day, i get all teary eyed when ever an auto with REALLY big round tail lights goes by!  pps, i just uploaded a pic of the piston and valve head on photos.

Apr 25th

AGAIN, ALMOST!

By monty stone

last friday was lovely, sunny, 50 deg, no wind. but saturday was different, with possible thunderstorms, etc. this happened  saturday.  i had spent the last coupla' weeks rebuilding 'phang', now known as 'feenix', my cosmos echo, and trailered him up to the airport. i assembled my old 1993 12m wing, it had been bagged for 5years while i flew my 14.7 northwing, which i destroyed in feb while trying to perfect a forward somersalt. surprisingly, despite the rest, the 12m still had that tired look of a 24year old 'molting' python, no apparent healing having taken place. i rolled the trike out to an open area far away from the hangers, and proceeded to pitch the new (to me) warpdrive prop. 1deg at a time. i had the front tire of the trike up against the rear wheel of my van. the wind was 10mph so was on the lee side. each adjustment entailed re-setting each blade, re-torquing 10bolts, sitting in the trike revving till max revs attained etc, re-setting everything again. this all occupied quite some time, but as i was getting down to the nitty gritty i  ignored the fact that the wing was beginning to move around, BIG MISTAKE! i was torquing the bolts when a gust hit, almost blowing the trike over. i was by now grimly pushing the trike up against the van as hard as my ancient bod could, thinking, it'll calm down. NOT SO! i managed to grab a bit of rope and got one side of the a-frame tied loosely to the landing gear, but had no chocks, and nothing else to shove under the tires but my sandelled foot, that wasn't working. the wing was flapping around trying to gouge the van, i grabbed a rear stay wire, i think thats when a nico made a hole in my arm, now blood was getting all over my nice yellow t-shirt. THEN the wind really blew, my bod' propped' (pun) up against the hub, with the 2 blades horizontal, if it blew over it might survive! this uneven struggle went on for another 20mins, i'm desperately trying to get the attention of the only guy i could see, the airport mower-guy, half mile away. i would wave, then he would wave back, he obviously thought i was being  'overly friendly' then, out of the 'blew' (pun) a guy in a blue van appeared at my elbow, uttering those magic words "do you need a hand"?.  i blurted out "yes i need a goddamned hand". he cell-phoned his budds who were cowering in their hanger, listening to the doors rattleing, and pitying any poor sumbitch caught out in this! soon i had 6 guys hanging on the trike and guiding it into the hanger. i was too beat to check for damage, and re-check the bolts, but maybe i SHOULD take up flower-arrainging, or golf, anything not relying on wind, or lack of!                             freazier nutszoff                                                                                                                                                                                                                                                      ps my saviour, ron, now my new bestfriend, was offered my first-born son ,(now 61 ) as reward, but he declined, he already had one of his own.

Apr 24th

New Wings for Airborne Trikes

By Rizwan Bukhari

 

It seems like Airborne has three new wings for their new trike. I wonder if these wings would be available for their existing trikes.

 

XR -S     Toples

XR -K     Kingpost Double Surface Wing

XR -M     Kingpost Single Surface Wing

 

Here is the link, check them out

 

http://www.airborne.com.au/images_new_site/microlights/m3_sport/M3-Sport-A5-Fold.pdf

 

 

 

Apr 16th

Aerotrike Cobra Trike with Skis for Sale

By Rizwan Bukhari

Please contact Tom Shanahan with any questions. Complete and ready to go. Includes two helmets, headsets, Icom radio. Full instructor package with foot, cruise and back seat throttle, foot (nose wheel) pedals for the backseat, training bars. Skis are offered with the sale. Asking price with skis is only $17,000 and without the skis is $16,000 All reasonable offers will be entertained. Please contact me (Tom) at 208-420-2839 or email me at bugsshanahan@yahoo.com for any questions. Thank you.

 

Apr 8th

Engine Failure After Takeoff

By Paul Hamilton

Engine Failure After Takeoff
As discussed earlier in Chapter 7, Takeoff and Departure
Climbs, proper takeoff technique provides lower pitch
angles during the initial climb to provide the slowest possible
descent rate for an engine failure after takeoff. The pitch
angle and altitude available for engine failure at takeoff are
the controlling factors in the successful accomplishment of an
emergency landing. If an actual engine failure should occur
immediately after takeoff and before a safe maneuvering
altitude is attained, it is usually inadvisable to attempt to turn
back to the takeoff fi eld. Instead, it is safer to establish the
proper glide attitude immediately, and select a fi eld directly
ahead or slightly to either side of the takeoff path.

The decision to continue straight ahead is often diffi cult to
make unless the problems involved in attempting to turn back
are seriously considered. First, the takeoff was probably made
into the wind. To return to the takeoff fi eld, a downwind turn
must be made. This increases the groundspeed and rushes
the pilot even more in the performance of procedures and
in planning the landing approach. Second, the aircraft loses
considerable altitude during the turn and might still be in a
bank when the ground is contacted, resulting in cartwheeling
(a catastrophe for the occupants, as well as the aircraft). After
turning downwind, the apparent increase in groundspeed
could mislead the pilot into a premature attempt to slow
the aircraft to a stall. Finally, it is more than one 180° turn.
For example, it is fi rst a 225° turn in one direction, then
another 45° turn in the other direction, totaling 310° of turn.
[Figure 13-6]

On the other hand, continuing straight ahead or making a
slight turn allows the pilot more time to establish a safe
landing attitude. The landing can be made as slowly as
desired, but more importantly, the aircraft can be landed
while under control.


At airports where the runways are much longer than needed,
there is typically ample runway to make a straight ahead
landing. If a tight pattern is being used and the crosswind leg
is started at the end of the runway, turning back the additional
90° to the runway could be the best option, depending on the
suitability of landing areas straight ahead.

Depending on the specific design of the WSC aircraft
considering weight, wing, and carriage, this maneuver can

be performed with no reaction time and as low as 250 to
500 feet AGL. However, the pilot should determine the
minimum altitude that such a maneuver would require of a
particular aircraft. Experimentation at a much higher, safe
altitude, 700 feet AGL as an example, should give the pilot
an approximation of height lost in a descending 225° and
45° turn at idle power. Starting high above the ground at
low bank angles and monitoring the altitude loss while doing
the required turns to line back up on the runway provides a
good reference. Finding the best bank angle to perform the
required turns for this maneuver with minimum altitude loss
is key to optimizing this maneuver and developing a habit if
this maneuver is needed in a real emergency.

By adding a safety factor of about 30 percent to account for
reaction time and no thrust from the propeller, the pilot should
arrive at a practical decision height. The ability to make these
turns does not necessarily mean that the departure runway can
be reached in a power-off glide; this depends on the wind,
the distance traveled during the climb, the height reached,
and the glide distance of the aircraft without power.

This is a highly advanced maneuver with turns close to
the ground. This should be practiced well into the training
program with the instructor. For example, consider an aircraft
which has taken off and climbed to an altitude of 350 feet
AGL when the engine fails. After a typical 4-second reaction
time, the pilot pulls down the nose, maintains control of the
aircraft, and elects to turn back to the runway, losing 50 feet.
[Figure 13-6, A to B] The pilot performs the 225° turn and
loses 300 feet. [Figure 13-6, B to C] The pilot must glide back
to the runway, losing another 50 feet. [Figure 13-6, C to D]
The pilot must turn another 45° to head the aircraft toward
the runway, losing another 50 feet. [Figure 13-6, D to E] By
this time the total change in direction is 310°, the aircraft
will have descended 450 feet, placing it 100 feet below the
runway.

 

Mar 6th

What is the correct tension on a batten clip

By Rizwan Bukhari

 

Hi all,

 

I have a question about batten clip tension. In the past the wing I owned had a bungee or string cords (tensioners).

 

But now I have clips. The wing I have is a Streak 3 wing from Airborne. I checked in the manual and it talks about detension or tensioning the clips to fix a minor turn in the wing.

 

But my quetion is when you are putting the wing together for the very first time then how do you know what is the correct tension?

 

Turning the batten clockwise detensions them and anti clockwise tensions them.

 

Are all the batten clips suppose to be equal distance out of the batten?

 

How hard should a batten clip be pushing against the pocket?

 

These might be very basic questions but I never had a wing with batten clips so any help would be grealy appreciated.

 

Regards,

 

Rizzy