Air Creation

Hey Bill..all sound advice from Kev & Crezzi..totally agree with the sail testing concepts & a good aircraft log book is the first place to look when deciding to buy. You can further evaluate the age factor of a machine by the Serial Numbers...both trike & wing. These numbers can provide further evidence of the aircraft's history..model changes, service bulletins & modifications since manufacture. You should also consider flying several different types/models on the market to make an informed choice to best suit your flying desires. Buying an aircraft is a major decision & getting second opinions from recognised personnel is good advice. Good luck & smooth flights Chris :yin_yan:

Yes..that's correct. Commercially manufactured Single seat trikes are not too common anymore across the globe. Air Creation have decided to cease production of the RACER since its inception 1985...with over 700 machines still flying around the world we have limited choice in flying s/s aircraft. Air Creation have recognised that a majority of pilots are requesting 4 stroke engines & with the Rotax 912 being extremely expensive... AC have opted for the HKS 700E four stroke 60hp engine..with 800 hour TBO and very economical low noise capaability...the HKS is the new engine on the European trike scene. The Air Creation TREK is fitted with the HKS 700E - fitted with a KISS 450...you have a flexwing machine that is extremely reliability, very economy & two/single seat versatility...at an affordable four stroke trike price...! Maybe we will see the CHASER on the scene in late 2008, very fast but a bit of a trick to land...I have one with a Rotax 447..which is now out of service as the wing fabric is sad..! On another note..take a look at www.social.trikepilot.com ... a great site full of international pilot stories, pic, videos & a host of trikers stuff..! There really is more to flying just one brand of trike! Broaden your knowledge..explore the alternatives. Smooth Flights Chris

HGFA vs RAA & Why? Good topic boys.... Hey its been a long time since the rules where set out.. CAO 95.32, but back in 1987 the HORSCOTS Inquiry is where it all began for trikes and being legal. In the beginning, the then AUF management (Rod Birrel & others) didn't want trikes in the AUF..., so Paul Mollison from Airborne, Trevor Burns CAA and yours truly came up with both AUF & HGFA as the administration bodies for weightshift aircraft. Seem'd logical and all agreed.! Basically, at this time all trikes were mostly for aerotowing, and recreational trike flying was just beginning to be seen as a recreational sport. It was also a matter of all the right people in the one bed ..so to speak that made it possible for Airborne & the HGFA to dominate the Aussie trike industry...no apology made if anyone is offended - but it is the truth! So it is today in our grand country of Australia, that we have this shamble of a system that is not absolutely transparent with certain problems that indirectly restrict the growth of our flexwing industry. In fact, we (Ossie's) would be the ONLY country in the world with TWO Federations to administer one sport aviation fraternity...!! Insurance has been a major factor with HGFA having passenger liability up until just recently and the majority of flight schools are Airborne agents so the HGFA has been the preferred choice. Although, in 1996 I tested the water with the AUF and found that I could not fly my aircraft that were HGFA registered when all my pilots converted to the AUF, some machines had several months of HGFA rego left..but all aircraft had to be re-registered with the AUF for it to be legal to conduct flying operations ..a very expensive exercise at the time.! It would make better sense in the management of all powered aircraft, to be administered under one Federation which would give us sound procedures for matters of importance to safety... ie. accident reports, flight training standards and of course aircraft registration certification acceptance & maintenance....! So there you have it...those that created this problem with dual Federation Administration of weightshift controlled aeroplanes operating under CAO 95.32. It seem right at the time...! My opinion of pilot numbers would be closer to just over 1000 or so...just an assumption! Clear Air - Smooth Flights Chris :yin_yan:

Hey Lance.. Thanks for the comments. Sure do remember you all now..! Still have all the student training records from that exercise in my archives. Had about three visits to the Ridge teaching Peter, Roy & big Stan...fond memories of those early days in trikes. Great to see you are flying a pedigree of the Aussie industry, the Buzzards were great with the Rotax 532..climb like a rocket with a two blade wooden propellor we made in the Prop Shop.. 66" x 36". I have a few photos of the flying we did ..may be able to post one soon. Love to fly with you again sometime. Smooth flights Chris:yin_yan:

Nice comments Perry..very informative and absolutely correct... buying a machine is a major decision. As a newby to the trike world.. you must make an informed decision and explore all the alternatives prior to handing over your hard earned cash. Check both imported and Australian products to get the machine ideal for you. Chris:yin_yan:

Hey Bruce.. You can get wing rego numbers from Alby Daniels at Wingtech in Newcastle, NSW. They make the sails for Airborne wings and supply high grade sail cloth easy apply rego numbers to order. WINGTECH Contact tel: (02) 4944 9222 Unit 19, 30 Kalaroo Rd, REDHEAD. NSW. 2290 Smooth flights.. Chris:yin_yan:

Trike # 102 Hi Darryl... found your post and thought you need some advice. Yes.. Airborne did build this trike/wing configuration and it is by number trike number 102. A very early machine that I have flown and was involved with in its construction. The boys at Airborne possibly have told you it is past its used by date and that would be totally correct. The Arrow wing was a great machine built by Moyes delta gliders and modified by us at Airborne to fit the Osprey Robin trike. Never seen a rotax gearbox fitted to a Robin engine though..always belt drive reduction in those days. Anyway... should yu need any better clarification of what to do with this piece of the past and Airborne are too busy..just drop me an email for a chat. But really..it could be very detrimental to your health and anybody who loves you if you should fly this machine... you only get one chance to have fun..don't risk anything just to taste the freedom.! Chris:yin_yan:

XC-Buzzard Howdy Lance... Chris Brandon on the visit..seen your comments! Refresh my memory on how we know each other.. maybe a surname will prod the dull area of sense... I remember flying several times at Lightning Ridge with the brothers...I'm certain from your comments - I am able to assist you with anything about early trikes & wings... especially Ospreys, Arrows & Buzzards...the good old days before it all got real!!! .. you can never get away from being held ransom to the Airborne link... maybe that's the way it's meant to be... I guess..! Regards Chris:yin_yan:

Not sure if my attachment file is goin to happen..? ... you should be able to view an Air Creation iXESS 15 mounted on the German DULV Flexwing Pitch Vehicle in 2002. Chris:yin_yan:

Maybe you wanna fly an Air Creation machine... plenty of fuel capacity..68ltrs, very economical and the wings have German DULV/QRU Pitch Test Certification too..! So many reasons.. always more choices... satis-fly your passion..! Chris:yin_yan:

Thanks guys.. nice to see some wisdom about flexwing pitch stability emerg... on ya Crezzi for a clear picture..! We flew 2gether in the Hunter Valley...sure you remember.! Pegasus Quantums & Quasars...them good English machines. The real question is since about 1990 - manufacturers of hang gliders are to satisfy either USAHGMA or DULVQRH pitch testing..! Just wondered if any trikers out there really see the reason why our machines cost so much today..! The pitch test rig in Germany is an amzng expensive piece of equipment. This vehicle is fitted out with several computors and has a massive steel support arm above which a wing is mounted... and can be hydraulically moved in the pitching axis whilst driven at nominated speeds - forward & in backward flight attitude positions! This method of flexwing aerodynamic pitch testing allows the crew to position the wing beyond normal flight pitch attitudes. Confirmation of the wings lift characteristics is substantiated by video footage & lift coefficient tags which confirm the correct CG position, operation of the reflex trailing edge bridles and the leading edge round/twist performance of the airframe. The computor software is able to replicate by mathimatical algorithm the aerodynamic performance of the wing under test and by digital printout the wing either passes or fails the acceptable NAA Design Requirements for flexwings. Therefore...the cost is enormous to have a wing tested & certificated under the DULV rig.. the manufacturers of Europe build great flexwings and they are expensive.. But the security and safety is more important to me, when you fly a wing that is pitch approved ..especially if the air is big, rough and unpredictable!! A DULV pitch tested wing has a defined accurate sense in all flight attitudes. I witnessed the first tumble in Australia.. Ian Hodgenson, the RAA honour this gentle man with the best trike trophy each year at Natfly...bless his soul! We have lost several other pilots/passengers over the years... and my opinion about pitch stability and 70knot flexwings is that we can never really talk enough about how to handle your aircraft in all aspects within the flight envelope..! Therefore my question is...are our Aussie trike wings pitch tested on either the DULV or HGMA test vehicle or another test vehicle I am not aware maybe...I know the Moyes & Airborne hang gliders are... but is your Wizard..Streak 1,II or III or B..not sure how many there are now!?? There is no price limits on safety ..and its gotta be fun.! It's not always what happens in the air that's dangerous.. ...rather - how you decide to handle it that matters! Have fun..clear skies. Chris :yin_yan:

As many posts read.. majority of pilots fly Airborne machines and a few fly the European brands. The reasons are common and usually simple... price, parts and that's how its'bin for many years. In contrast, the price of European microlight aircraft is higher than our Australian products due to exchange rates and manufacturing cost for NAA Certification - the German DULV Flexwing Aerodynamic Pitch Stability Requirements are expensive and tough on stability... Just wondering if any pilots out there have evr thought about this subject or if the product you fly is pitch stable by NAA Certification Compliance... Can anyone confirm if Airborne wings are pitch certificated..? Interesting subject actually..! Smooth flights.. Chris