We had three new Revos arrive about a year ago. One for me, one for Raj/John and another fully loaded fuel injectedI I had in stock which went to a happy owner. We have a new batch, a wide variety of new trikes ariving early this coming year. In January, a Delta Jet 2 and a Northwing soaring trike with 17M wing. Both to students who are training with me. Additionally, I will have a new fully loaded fuel injected Revo in March which I will have in stock ready for you to fly away. I will be also selling my 912S used Revo so you will have two Revos to choose from.
2014 was awesome and I feel a great 2015 is ahead.
Hopefully you will get some new trike or trike accessory you want for this holiday season or in 2015.
Happy new year to all.
Winter is here and I have been really bothered by water/moisture in my oil system. When I check my oil water drops on the oil cap or a milky substance indicates unwanted moisture in the oil system. Rotax recommends that the oil temperature should get to 212F/100C sometime during the flight to evaporate this moisture. I was only getting to 180 max when it was 40F or so OAT so I blocked off the cooling air inlet with some aluminum tape and now I get to 212 and the moisture is not there anymore.
I have seen others cover the oil cooler surface directly to achieve this.
Other thoughts on this subject. Boiling point of water where water will vaporize goes down by about 2 degrees per 1000 feet in altitude so water would boil at 202 degrees at 5000 feet. Additionally, oil temperature is read after it goes through the oil cooler and cooled to the engine so the temperature of the oil leaving the engine going to the oil canister will be higher than that read from the oil temperature gage. Under this scenario perhaps I could boil off my water at 5000 foot altitude with the oil temperature reading 192F or so. Any experience or observations from other pilots?
Finally getting a handle on fine tuning the oil temperature, heating it in low temperatures in the winter, and cooling it in high temperatures during the summer.
I am an Apollo Monsoon owner considering a new wing to replace my Profi TL 14.5. I was vacationing in Daytona for the week and decided to make the two and a half hour drive to SilverLight Aviation in Zephyrhills to test fly the new DJ-II with the 12.4 Cheval wing.
I met Abid on a chilly 40 degree Friday morning. After a quick preflight and flight control orientation, I climbed in to the front seat and we were off. The front seat was very comfortable and the controls were almost identical to my Monsoon. Wing control on the ground was noticeably lighter than my Profi. As soon as we rotated I could tell that the Cheval was much more nimble than my Profi as well. We climbed out at about 1000 feet per minute and headed north. We climbed to 2000ft and made some gentle carving turns. The wing control was incredibly light and responsive. Even at hands-off speeds at near 100 MPH it was rock solid and reassuring. We were at medium trim and cruising about 85 at 4700 RPMs. I cut the throttle and pulled the bar in to my chest. The acceleration was incredible and immediate. After about 3 seconds I glanced down and the air speed indicator was reading 109 MPH. VNe is 115! I think I made Abid a little nervous. I was impressed with the response. I attempted a few power off stalls but could not get the Cheval in a true stall. After a few more turns we headed back to the airport. As we turned for final, I was able to appreciate the glide slope and energy retention of the Cheval. Out of the corner of my eye I could tell from the wind sock there was a light crosswind but it was not noticeable on the controls.
The Delta Jet II with the Cheval wing is an impressive and great flying aircraft. The round trip 5 hour drive to fly it was worth it. The Cheval will be the next wing on my Monsoon and I’ll get to maintain my S-LSA status.
If you have the opportunity, give Abid a call and schedule an introductory flight. You’ll be glad you did.
Look for article dated Dec 9, 2014 called "Fresh American LSA & Ultralight Exports"
i frequently trailer my trike, and often, inquisitive earthlings ask 'what is it'? well, trike don,t cut it. their little kiddie has a trike, and it don't fly! using fed-speak 'flex-wing' only makes it seem dangerous! so, i usually tell 'em 'it's a little airyplane', which seems to satisfy the average proleteriat, but one little snot-nosed pre-adolescent asked 'who flyes it for you? obviously his part-formed logic-center (centre to my anglo buds) couldn't equate how a pot-belly, bald, funny-talking octogenerian could possibly master this fearsome array of tubes and wires, when i admitted " i do" he walked away muttering 'lying old coot! another time when i was busy 'fettling' my trike a feminine voice behind me said "it's bigger than i expected". well! it's been a LONG time, if ever, that i,ve heard similar words! the voice belonged to a little old lady out walking her dog, which had not stuffed its snout into my crotch, nor had 'it' tried to hump my leg, so i didn't know she was there. she lived locally and said she enjoyed watching me fly my 'little airyplane' and that it 'looked like fun'. i agreed, it was fun 'flying my little airyplane'.. ps. for the non-anglophiles 'fettling' refers to tightening the swathes of baleing wire seemingly applied to those parts most likely to fall off, also wrapping another layer of duct-tape to any weather ravedged tape already applied to cover something we would rather not see any more, etc. pps. some years ago we 'trike drivers' had a lively discussion as to what it is that we fly. hardly anyone suggested 'flex-wing', but that's what we're stuck with. so be it. but i still like to think i fly 'a little airyplane' it's more fun that way. ppps i remember when SEX was fun and FLYING was dangerous! but, now..... monty
Is there any pilots on this forum that also fly PPGs? I have been thinking about exploring PPG flying in 2015.
I have done some research on it, my biggest fear like most new pilots would be the wing collapsing. Personally, I think this can be a great form of aviation. My inspiration to explore this field came from reading the book, "Running into the sky by Chris Wolf".
If there is anyone who was/is a PPG pilot then I would like to hear your story and experiences and recommendations.
. Speed over a closed course, 40 km:
Flown with 2 persons, Gordon Douglass pilot, UK
P&M QuikR, Rotax 912, 106.11 MPH
. Speed over a straight course:
Flown with 2 persons, Gordon Douglass pilot, UK
P&M QuikR, Rotax 912, 106.78 MPH
.Distance in a straight line without landing:
Flown with 2 persons, Olena Ostahova pilot, Ukraine
Aeros 2, Rotax 912, 438.17 miles
All three of these report a Rotax 912, and I don't know if in fact they were 912s's. It's easy to pull the bar in on a QuikR to 120 MPH but it's difficult to keep it pulled in and maintain that speed. I would think it would be easy to fly a QuikR over a 110 MPH for an hour or more but very difficult with any wind at all over a closed circuit. Any wind hurts rather than helps you in a circuit. And as far as the two up 438 mile distance...I don't know about two up but one up it would be easy to more than double that mileage with an additional gas tank. There are lots of records out there to be had. It's difficult jumping through the FAI's hoops to properly certify these attempts, however.
IMHO the ultimate World Trike Record is an American Transcontinental Speed Record. I've flown coast to coast five times but never trying to set a record. I thought I was going to be the first person to set a San Diego to Jacksonville speed record and it can be done in well under 24 hours. Alas, it will not be me, probably someone younger.
Congrats to Gordon and Olena but why are the Euros getting all the Glory?
There is a significant discount of $3500 being offered for first quarter 2015 deliveries for orders placed by Dec 15, 2014. That's like getting an upgrade to 100 HP and a radio installed for free.
Please check http://www.deltajet2.com
for specs and configurator. The discount will be on the prices gotten there.
Happy and safe flying.