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Mr Mednick says it was actually a front wheel oscillation from excess speed. I'm not sure how to stop a truly wild duck walk. They are usually caused by suspension problems combined with cross-winds and rapidly get out of control. The ones I have seen turn into a roll-over. You will probably never have it happen in an ATF.

I’m north of Russellville Arkansas. Working on an Atos C model and Kawasaki 440 trike. Hope to be flying it soon. Where in Arkansas are you located?

Gravelly. Already got the airstrip mowed!

@@jimkerns2568we’re pretty close! We could actually meet up in the air on the ridges!

@@moose7472I hangglide, paraglide and power paraglide already around all the nearby ridges. This will be my first powerflying on a hangglider. Hoping to fly soon with you.

@@jimkerns2568 looking forward to meeting you partner. I hope to have the hangar built by thanksgiving. Not sure if I will bring the Dragonfly to Arkansas, but definitely the hg’s and trikes.

Thanks for watching!

Nothing scary yet. It is the same type air conditions I flew hang gliders in for years. Except for take-off and landing, I keep my altitude well above the mechanical turbulence near the ground. This flight required some focus on landing because the wind sock was moving in every direction and going from limp to straight out, indicating a thermal breaking loose on the airstrip (I landed in the opposite dirction of take-off). I just keep the speed up and the prop spinning just enough to keep it open for a slightly quicker spin-up in case I need to hit the throttle for a go-around. A few times the thermals been so ragged it was more work than fun, but not scary.

sugestions are welcome. What would you like to see?

It depends on several factors, such as how high, how fast you want to get to a given altitude, overall length of the circuit, and wind and temperature. Here at 625'MSL, on an 80F day into a 5mph headwind, I may use 8% of charge to get to 400'AGL, cut power, glide in a circle back and land. I fly from my private airstrip, so there is no defined "circuit" to comply with. On a 100F no-wind day, I may need 10-12% of the charge to do the same (longer take-off run at full power and more time at high RPM to climb in the thinner air). Below 35% remaining charge, you begin to notice a reduction in peak RPM. I could probably do touch and goes for about 20 minutes before I didn't have enough power for another take-off. That factors in taxi time and % charge used to get back to the end of the airstrip for another take-off. Generally, after take-off, I make an initial slow climb to above 750' and then maintain level flight. Using 20kw at peak power vs 6.5kw for level flight makes a huge difference in flight duration. This would not be a trike for a new pilot in training.

@@mikedillonhaswings thanks

and you even made it into the credits, you are a star!!!

Do I need a SAG card now??

If you had been acting. I think it was a reality show. 😉

Thanks. I do too 😉

Para conocer el costo, comuníquese con un distribuidor de Aeros que figura en: aeros.com.ua/dealers.php

Thanks!

Thanks!

Thanks for watching!

Cool, thanks!

thanks, it is a GoPro Max 360 on the end of the keel stinger.

It would be more interesting if we had druids 😀😀

@@mikedillonhaswings haha, very true.

You can do it!

aeros.com.ua/dealers.php

www.newmexicotrikes.com/ or see also - aeros.com.ua/dealers.php

Glad you enjoyed it!

You already kicked off "dust-devil" season. So you get credit for that. 😉

I can retract them. It is not difficult, I am just too lazy to do it, and more likely to forget to put them back down before landing.

What are the differences in experience between the two?

Price vs range

With electric power you have low-noise, vibration free, instant-on/off, nearly no maintenance, no warm-up time, no choke, no carb adjustments, reliable in-air restart, and that wonderful folding prop. I had a 2-stroke trike previously. It was broke down and waiting on repair or adjnstment more than it was flown. I have been flying this electric trike more than five years with no trouble.

@@mikedillonhaswings thats great thank you 👍🏻

Indeed, Price. The market is flooded with cheap, used 2-stroke nano-trikes with very low hours. Range is a subjective thing. I was a hang glider pilot for many years. That was nearly always a one-way trip and frequently a short flight. I stick with-in 10 miles of the airstrip and come home at the end of every flight. If I wanted to go on a one way trip, I'd have a chase crew with a spare set of batteries or a roof rack to bring the trike home. People talk about wanting to fly for several hours in a nano trike and go long distance, but most don't do it. Think about comfort and speed. Would you go on a motorcycle highway road trip in a Vespa or Harley? One hour in a small, cramped, noisy 2-stroke nano trike is about my limit. The electric trike fits my needs very well, but everybody is different.

Please contact an Aeros dealer in one of the countries listed on the Aeros website: aeros.com.ua/dealers.html

@@mikedillonhaswings Thanks.

Contact a dealer in your country: aeros.com.ua/dealers.html

Flylight produced the E-Dragon a number of years ago. Ask Ben about it. It used a Geiger Engineering drive system, which I believe is the best way to go with a turn-key system for ultralight aviation. The Geiger system has more than a decade of development and production behind it. He also has a customer who is building and marketing a different E-Drive system for the Adam trike.

Hi Patrick. The trike has a separate hand operated throttle knob on the ADI pilot interface, which is not spring-loaded like the foot throttle. It is useful for cruise after climbing to altitude and determining the RPM setting you want to run at, then you can release the foot throttle. A switch on the ADI panel selects which you want to use, foot or knob throttle. Optionally, a non-spring-loaded lever type throttle is available for mounting anywhere within reach in place of the foot throttle (more appropriate for fixed-wing aircraft). Another useful feature is the "auto-pilot" mode that can be set to either maintain altitude or maintain climb-rate and the drive system will adjust the RPM for you as needed. More details are available in the "Handbook" in the downloads section of the Geiger Engineering website.

Possibly, I can't say for sure, I have not flown with it. It does look pretty cool. I don't even bother to retract the wheels in flight.

yes , I saw your answer about your retractable undercarriage. Your skill is enough to make the job! @@mikedillonhaswings

you have obviously made a great job to optimize your aircraft. Please let me know the pros and cons of some of your choices: HPD16 engine (vs 20), 16° radius propeller (vs 13), high capacity batteries (vs high power). Best wishes.

Below 16kw power draw (such as level flight at 5-6KW), the performance and battery drain of the HPD16 and HPD20 motors will be similar. The HPD20 can run continuous at 20Kw with peak of 30Kw for one minute while the HPD16 can only run continuous at 16Kw with a peak of 20Kw. The HPD20 can also run a nominal upper RPM of 2700 vs 2280 RPM on the HPD16. Thus the only advantage of the HPD20 over the HPD16 on the ANT trike is a higher climb rate of about 900fpm (4.5mps) vs 400fpm (2mps), dependant on weight, wing model/size etc. Above 16kw, the HPD20 will consume battery capacity rapidly, reducing flight time under power. The 16° prop works well with the HPD16 on the ANT. I believe the 13° pitch prop might be more appropriate for paramotor applications for a slower airspeed at the same RPM. A heavier-duty prop is needed with the HPD20 motor, and is available in both fixed and folding versions.

thank you for your detailed answer!@@mikedillonhaswings