Showing posts with label Military. Show all posts
Showing posts with label Military. Show all posts

Wednesday, March 1, 2023

Supreme Commander 2 Aircraft Carrier

Supreme Commander 2 Aircraft Carrier

Supreme Commander 2 Aircraft Carrier - The Mastadons cruiser is a naval support unit. It is equipped with long-range tactical missiles, radar and sonar, and short-range artillery for naval warfare. It has particularly good air defense capabilities and can effectively intercept enemy missiles and has no torpedo tubes.

But the Mastadon cruisers had poor ship-to-ship combat capabilities and were easily destroyed by destroyers. Command-class aircraft carriers, mainly for manufacturing and storage and launching air units, equipped with short-range naval guns, can upgrade landing and bounce, can provide take-off and landing of carrier-based aircraft, can be used for two-thirds of the normal cost.

Supreme Commander 2 Aircraft Carrier

Hms Khedive, British Escort Carrier, Ww2

Price production units that act as mobile aviation factories. The Command Class Aircraft Carrier is a Cybran naval unit. Its main role is to manufacture, store, and launch air-units - essentially acting as a mobile air-factory.

Mastodons Cruiser

It also produces units at two thirds of their normal cost. Considering that this unit can go on land with the Cybran LEGS technology, it can also act as a mobile air factory on land. Although the Command Class does have somewhat powerful guns but no anti-air, it is not recommended to put this unit into battle, because when the Command class is destroyed, so are all of the planes inside of it.

Super Triton Experimental Dreadnought | Supreme Commander 2 Wiki | Fandom

Tigershark submarine is submerged under the water, and the radar cannot detect it unless it is detected by sonar. It is immune to most weapons and is a powerful unit for sea dominance. Equipped with torpedoes and deck guns, the submarine can carry additional weapons when it comes to the surface.

. Quite weak in direct combat and vulnerable to enemy torpedo bombers.Salem-class destroyerSalem-class destroyers are equipped with direct-fire weapons, ship-to-air missiles and torpedo tubes, and the destroyers can also be upgraded to gain the ability to move on land.

The Salem-class destroyer can carry out effective naval gun support in the early stage, and can capture submarines and ACUs in potential water, but it has a fatal disadvantage. The main gun can only attack the target in front, and cannot attack the units chasing and outflanking it.

German Aircraft Carrier Graf Zeppelin - Wikipedia

Cybran Aircraft Carrier

The Poseidon battleship is an excellent long-range heavy artillery unit, equipped with a direct-fire artillery company and an anti-aircraft company, with 3 triple-barrel Gauss guns, and an anti-missile system that can be upgraded. She it is the most powerful non-experimental ship in the game.

The land bombing ability is strong, the air defense ability is relatively weak, and it is easily attacked by aircraft. There are three tech 3 and two experimental aircraft carriers in the game. They are often used as strike platforms, deploying squadrons of air units to attack enemy positions while also serving as venerable anti-aircraft platforms.

While it lacks in naval defense, it makes up with having the best AA defense compared to the other carriers, with tracking SAM weaponry. This ship is often used to combat Soul Rippers, over the sea, mainly for its high damage output and the added ability to deploy ASF to aid in its defense.

In First, Marine Corps F-35 Fighters Deploy Aboard British Aircraft Carrier  | Military.com

The CZAR is a unique flying Experimental which makes it the only aerial unit classified as an aircraft carrier. A tough flying fortress, this flying saucer is a solid choice for being able to strike from the air as well as having a plentiful choice to build its own air force.

Tigershark Submarine

In Supreme Commander, Carriers serve as an offensive means in comparison to Air Factories. The capability to launch aircraft is more advantageous on maps where range becomes an issue. When idle, Carriers serve the Air Staging Platforms and any aircraft, damaged or low on fuel, may enter before continuing their mission.

This page contains a list of cheats, codes, Easter eggs, tips, and other secrets for Supreme Commander 2 for PC. If you've discovered a cheat you'd like to add to the page, or have a correction, please click EDIT and add it.

Watch The Navy's Newest, Most Sophisticated Aircraft Carrier Land And  Launch Its First Aircraft

It is vital to protect your carriers from other naval units, especially submarines as they lack surface weaponry. Enemy air have more difficulty fighting them as the AA weaponry is just as potent as a Cruiser's but they would still need protection if the enemy decides to get reckless.

The Iavish is most likely the most versatile ship out of all the T3 carriers, because she is capable of launching her own guided missiles towards stationary targets, in rapid succession. The Iavish also possesses excellent sonar and radar capabilities and decent enough AA to defend itself.

Battleship Poseidon

It is armed with four Flayer SAM Missile turrets and several very high-quality torpedoes, the Atlantis makes for a formidable self sustaining strike force for it can defend itself against both air and naval threats very well.

U.s. Sends Two Aircraft Carriers To South China Sea For Exercises As China  Holds Drills Nearby - Wsj

Being also having the ability to dive to avoid dangerous situations (be sure to dock any assigned aircraft inside before doing so). While it can summon aircraft to aid it in times of desperation, it won't bode well in a serious naval offensive but better suited for defenses purposes as its size makes it more vulnerable to counterattack.

Alter game files at your own risk and ALWAYS make backups. First, locate the Game.prefs file (Windows 7/Vista: C:Users{Your User Name}AppDataLocalGas Powered GamesSupreme Commander 2 ) and open it in a text editor.

At the very top, above options_overrides, add:

In Supreme Commander 2, there are five units in different fields, namely Army, Navy, Air Force, Defense Attack Buildings and Supreme Commander. Each unit has a different role. Players need to develop these units according to their own combat strategy.

Aeon Czar[]

This article focuses on some units of the Navy, hoping to help everyone.

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Private Aircraft Management

Private Aircraft Management

Private Aircraft Management - JEI is especially renowned for its professionalism and success in chartering jets for its clients, with some clients moving from jet cards to purchasing their aircraft. They offer superb, customizable service packages. The best thing about JEI is that they provide one point of contact for all their aircraft management services, which cover:

The costs of ownership for a private jet are extensive. If you want to make income by renting out your jet to groups, individuals, and businesses, many aircraft management companies will manage charters for you. They can help ensure you charter your plane according to government regulations, collect and disperse charter revenue, and maintain safety.

Private Aircraft Management

Rakjet: Gulf Private Aircraft Owners Risk Huge Losses From Poor Aircraft  Management Strategies

With this in mind Privaira helps you find the private jet that meets all your requirements. We help you with all the ins and outs of the purchasing process so that you find the jet that's right for you.

Charter Revenue And Management

In order to help you find the perfect jet, Privaira guides you through the entire selection process. Additionally, buying a private aircraft is a significant investment. Because of the costs associated with private aircraft, you need an expert helping you make the right decision.

Jet Aviation offers defense services, extensive aircraft maintenance, charters, and much more. Headquartered in Basel, Switzerland, Jet Aviation has over 4,000 employees and has expanded to a global operation since its founding as a family business in 1967.

Sedona and Tucson in Arizona; Monterey, Napa, San Jose, Santa Barbara, and Van Nuys in California; Denver, Colorado; Boca Raton, Fort Lauderdale, Fort Myers, Lakeland, Miami, Naples, and Stuart in Florida; Honolulu and Kailua/Kona in Hawaii;

Aircraft Management - Fai Ag

Coueur D’Alene, Idaho; New Orleans, Louisiana; Barnstable, Massachusetts; Columbia, Missouri; Teterboro, New Jersey; White Plains, New York; Providence, Rhode Island; Charleston, South Carolina; Nashville, Tennessee; Dallas and Austin in Texas; Heber and Salt Lake City in Utah;

Your Investment With Aircraft Management

Dulles, Virginia; Marsh Harbor and Nassau in the Bahamas; Road Town, British Virgin Islands; Cabo San Lucas, Oaxaca and San Jose del Cabo in Mexico; and Simpson Bay, Sint Maarten. However, flying by private plane has its own set of challenges.

In addition to regulatory compliance, maintenance, training and staffing, the cost of idle planes adds to private ownership challenges. Privaira knows what you need to help alleviate some of the hurdles of private jet ownership. For this reason, our management solutions offer you a safe, professional, and efficient customer experience.

With our attention to generating charter cash flow, you can enjoy the benefits that come with private aircraft ownership. Transparency is key to navigating the complex aviation ownership environment. Privaira aligns with aircraft owners and charter customers sharing the same overall principles as we do: honesty, integrity, and respect.

Clay Lacy Aviation is one of the country's leading aircraft management companies that offer services across 20 cities within the United States. CLA offers many aircraft maintenance services like cabin maintenance, interiors, parts, and avionics maintenance.

Private Jet Management | Everything You Need To Know | Compare Private  Planes

About Southern Air Custom Interiors

Privaira is a private aviation company focused on distinctive individuals and companies who fly privately. We provide air charter on our own fleet of aircraft and create peace-of-mind solutions for your private jet charter, aircraft management and airplane maintenance.

From implementing a safety management system and hiring flight crew to aircraft maintenance, aircraft owners have trouble managing the vast moving parts of a private jet. To ensure each of your flight experiences is safe, smooth, and comfortable, you might consider enlisting the services of an aircraft management company.

Now, the average aircraft owner might not understand the work involved in aircraft maintenance, know the latest FAA regulations, or have the expertise to enlist the help of the right professionals to take care of their private jet properly.

Aircraft management companies often have years or decades of experience with aircraft maintenance and can manage all the necessary checks and repairs. If you want to use your aircraft for private use only, we completely understand and offer a handful of select services to help you.

Aircraft Maintenance

Each private flight can generate 8-12 invoices from various vendors. We can help with as much, or as little as you require. From hangar and preferred fuel rates, to aircraft budgeting, crew payroll/benefits, invoice payment/tracking, use tax submission, and insurance, we're standing by to help.

China's Private Jet Market Expands | South China Morning Post

JEI is also one of the most renowned aircraft management companies for safety, boasting certifications like Argus Platinum, IS-BAO Stage 3, ASAP, and FOQA. They have over 25 years of experience and are headquartered in Ohio.

Hundreds of electrical systems are fitted to an aircraft to perform vital functions, from light switches to radar sensors. Avionics professionals fix wiring issues and ensure that all of the electrical systems work correctly. Mechanics check for any problems with brakes or hydraulics.

When using Privaira, rest assured that we make the preservation of your aviation asset our most important management focus. It's for this reason we choose the most cost effective and efficient manner of asset optimization when managing your aircraft.

As a result, Privaira plans your aircraft maintenance, hires experienced crews, and ensures regulatory compliance. SERVING OUR COMMUNITY FOR OVER 30 YEARS. Southern Air Custom Interiors opened its doors in 1989 with the goal of providing custom aircraft interiors and service at an affordable rate for regional aircraft owners. Initially offering services such as painting and interior work Southern Air developed a name as an interiors shop that makes sure things

are done thoroughly without compromising on the finished product. Southern Air has continued to build on that same reputation providing quality handmade custom repair, maintenance, design, installations, and renovations to hundreds of small aircraft and jets alike. Our Haleyville, AL hangar has serviced aircraft from all over the country with manufacturers including Cessna

Aircraft Management | Ftc

, Beechcraft, Gulfstream, Dassault, Mooney, and many more. Experts attribute the private jet industry boom to global lockdowns, commercial flight restrictions, safety concerns amid COVID-19, as well as an unprecedented, rapid wealth transfer that the pandemic helped to fuel.

The growth includes private jet owners using their jets and charter customers opting for a private flight instead of a commercial one. Atlanta, Georgia; Austin, Fort Worth, and San Antonio Texas; Boston, Massachusetts; Chicago, Illinois; Denver, Colorado;

Detroit, Michigan; Miami, Florida; Indianapolis, Indiana; New York, New York; Minneapolis, Minnesota; Nashville, Tennessee; Omaha, Nebraska; St. Louis, Missouri; Scottsdale, Arizona; Washington D.C.; Tulsa, Oklahoma Cars require regular maintenance to ensure they're safe and run smoothly.

The same goes for airplanes. Aircraft management companies oversee all the work needed on a plane to ensure safe flight operations — inspections, testing, repairs, avionics, and light and heavy checks. Furthermore, they will complete the work according to America's Federal Aviation Administration (FAA) regulations.

Executive Jet Management is an aircraft management company that offers support with safety above all else, as it has one of the most extensive safety management systems. The system includes an emergency-response plan and risk mitigation.

Private Aircraft Management | Sovereign Jets +44 (0) 1959 580 999

As a subsidiary of NetJets, EJM has the financial resources to effectively and optimally manage clients' best interests with aircraft management and charter management. The average managed aircraft at Privaira generates over $1.2M in charter revenue per year for its owner.

Our detailed easy to follow operating budgets and transparent monthly reporting allow our aircraft owner's the ability to keep their finger on the pulse of operating efficiency. Our objective is to operate aircraft safely and at peak performance, while maximizing charter revenue opportunities around each owner's trip schedule.

Based on our owner's preference, we can scale up to maximize charter revenue opportunities, or scale down to allow for more owner utilization and less charter. Whether it's an update to navigation and avionics technology, a simple repair, or a complete custom overhaul, using best practices and methods, Southern Air Custom Interiors provides a bespoke experience tailored to your needs, tastes, and budget.

If you are a Part 91 flight department with your own flight crew looking for additional revenue when your aircraft isn't being utilized by the owner, we're here for you. Benefit from fleet-wide discounts, preferred fuel and FBO pricing, and full control over the operating budget.

While the aircraft isn't being used, it's an excellent way to generate $100,000 to $400,000 or more in charter revenue to offset existing overhead annually. Aircraft structural technicians conduct light and heavy checks on an airplane.

Light checks entail checking air pressure, tires, lights, furnishings, and potential cosmetic damages. Heavy checks deal with heavy corrosion, maintaining, repairing, and replacing aircraft structures like wings, tails, horizontal or vertical stabilizers, flaps, and leading edges.

Jet Linx prides itself on its excellent client service and localized business to offer clients familiarity with the Jet Linx experience. They value safety, hold many certifications to that effect, and manage one of the country's most extensive Part 135 aircraft fleets.

Private jets are glamorous, but poor operation or management poses safety risks. Aircraft management companies help strategize a safety management system with alerts, regular repairs, technology, and any other support needed to ensure a safe flight every time.

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Wentworth Aircraft

Wentworth Aircraft

Wentworth Aircraft - BBB Business Profiles are provided solely to assist you in exercising your own best judgment. BBB asks third parties who publish complaints, reviews and/or responses on this website to affirm that the information provided is accurate.

However, BBB does not verify the accuracy of information provided by third parties, and does not guarantee the accuracy of any information in Business Profiles. © 2022 Wentworth Aero, LLC Sales@Wentworth.aero 1.301.806 When considering complaint information, please take into account the company's size and volume of transactions, and understand that the nature of complaints and a firm's responses to them are often more important than the number of complaints.

Wentworth Aircraft

Aircraft Photo Of Lv-Gnz | Cessna 172A | Aeroclub Mar Del Plata |  Airhistory.net #391718

BBB Business Profiles generally cover a three-year reporting period. BBB Business Profiles are subject to change at any time. If you choose to do business with this business, please let the business know that you contacted BBB for a BBB Business Profile.

Grumman Tbm-3 Avenger, Bu85983, Piloted By Chuck Wentworth In Flight Stock  Photo - Alamy

We specialize in used aircraft parts, used avionics, and used aircraft engines for Piper Cherokee, Cessna 100 & 200 series, including the 150, 152, 170, 172, 182 and more, as well as Bellanca Super Vikings, and are the industry leader

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in used aircraft parts for these models.

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Ultralight Aircraft Kits

Ultralight Aircraft Kits

Ultralight Aircraft Kits - The Maverick 2 RT is a trike that takes advantage of an existing airfoil. You'll enjoy the open-air cockpit and inexpensive way to fly. Plus, it's an ultralight aircraft with a higher weight limit to give more people the opportunity to operate an aircraft.

Richard is spot on! I have always been a Lazair man as it was and still is the least powered and slowest stall speed of any of the ultralights out there. Dale was an aerodynamics man.

Ultralight Aircraft Kits

Savage Bobber Kit (1M) +Motor+Prop+ Esc+ Servo Artf Dw-Scg3804 - Wings Over  The Downs Hobbies

I have 1 two place (for sale) and also 6 others. Two flying and and 4 to putter with. Such a simple plane. I will liken designs like these to the last gasp flak that cessna and piper were filling the skies with insisting that huge heavy aerodynamically dirty planes were ideal while the kit plane folks and the european theater kept advancing with new materials and ever cleaner slippery cost efficient designs

Maverick Rt

. In the truest tradition of locking the barn-door after the cow has wandered out, solutions were appearing just as the end was near. Rotax 2-stroke engines began to appear in the marketplace in the late 1970s, which were not only light-years ahead of their predecessors in ruggedness and reliability, but also featured "reduction drives" which produced more power per cc of engine and allowed the

use of larger propellers turning at slower speeds. More importantly, the BRS ballistic parachute was designed, tested, and ready for market by 1986. In the event that the pilot lost control or experienced a structural failure, one depressed button would fire a rocket-powered parachute to the rear and the plane would

float to the ground. The industry was maturing, but the new models debuted to very small audiences. One happy by-product of the house cleaning was that all of the manufacturers with less than exemplary records were eliminated, leaving a dozen or so to continue innovating, and most were (and are) members of the United States Ultralight Association (USUA), which

tries to keep a control on building standards as well as maintain safety reports. Trikes show of the ingenuity of ultralight builders. They use an existing airfoil that's readily available — the hang gliding wing. To it, that add a tricycle-geared open cockpit and engine.

      Kolb Mark Iii Xtra

It's simple and inexpensive, and it makes for a fun flying experience. The Pterodactyl Ascender was first built in the late 1970s and they have been extremely popular. It flew at the Oshkosh air show in 1979 and nearly 1,400 kits were sold by 1984. The Pterodactyl has a hang glider style design.

If you're just getting started with aviation, flying an ultralight aircraft can offer ease for your first solo flights and a great deal of fun. The best ultralight aircraft for beginners are those that don't require a license to fly and some even allow you to enjoy the thrill of assembling them from a kit.

Avocet Aircraft - General Aviation Experimental Aircraft

Learn about these great aircraft for new hobbyists. Aerolites come completely assembled from the company's plant in DeLand, Florida. You get to pick your colors, and the engine you'd like installed. For those who want to build their own, a quick build kit can be completed in less than 50 hours.

The Mark III Xtra has become Kolb's most popular aircraft. It is based off the Mark III Classic design with some aerodynamic enhancements to generate an extra 10-15 mph cruise speed. A sturdy steel and aluminum construction, removable doors/windows and folding wings and tail complete the priced-just-right package.

The First And Last Question On Modern Ultralights

Their MX 103 meets the requirements of FAR Part 103 as an ultralight aircraft. They also make a two-seat light sport version of the same airframe, which is the perfect option for pilots who want type training.

It has a gorgeous panel in the cockpit with a GPS, Full EFIF with artificial horizon, airspeed, altimeter, G Meter, heading indicator, compass, and ball. It also has seven windows and a door. This aircraft packs features typically reserved for fully registered aircraft into an ultralight frame.

It can have either tricycle gear or be configured as a taildragger. If your aircraft's empty weight is over 254 pounds, you will be flying under GA Rules (Part 61 & 91). Under these rules, your aircraft must be registered and have a current airworthiness certificate issued by an FAA inspector.

You will also be required to obtain a minimum of a sport pilot certificate. "Yeah [laughing], I was scared to death when they all came over and sniffed at the framework, but the reporter, who I guess knew his way around a bull, just shook the plane and they jumped back and went away.

Top Single Place Ultralight Aircraft

That was the one and only time I've lost an engine in thousands of ultralight flights. And don't forget that these aircraft are essentially gliders. . . with parachutes for good measure. An irresponsible owner who lacks training or has a thrill-seeking streak may well crash his plane, just as an inattentive car driver will.”

This isn't a comment but a question. I have been thinking about ultralights for years and now that I'm retired I have time for my bucket list. I recently saw a 2009 GT 400 for sale with 96 hours on the airframe.

File:savage Ultralight Aircraft.jpg - Wikimedia Commons

The seller went from b7000 down to 6000 dollars. What is a good price? Is what he's wanting to high or reasonable. ? As previously mentioned, under these rules, you must register your aircraft and have a current airworthiness certificate issued by an FAA inspector.

The maximum approved gross weight for a two-place ultralight is 1,320 pounds. To solo in a two-place ultralight, you will need at least a sport pilot certificate. If you intend to fly with a passenger, you are required to earn a recreational pilot certificate.

The Private Pilot Maze

What any aspiring ultralight pilot wants is precisely what manufacturers have tried to give him: a rugged, dependable, safe aircraft, a low-cost ultralight aircraft. . . and here, strangely enough, is where FAA regulations hamper progress.

A Rotax 503, the industry standard powerplant with sufficient horsepower for even the larger two-beaters, weighs nearly 100 lbs. Good five point harnesses and seats weigh 20-30 lbs each, and a ballistic parachute nearly as much.

Add the barest instrumentation to measure altitude, engine temperature, and RPMs and a console to house them and you're adding 30 more pounds. The design dilemma is now clear. The FAA, by insisting that the craft weighs no more than 254 pounds, is, according to most design firms, legislating dangerous vehicles.

Which component would they suggest we do without? I'm building my first light sport aircraft and it's one step above an ultralight and I wanted to have high back country bush stol capabilities and I would like to know if I should incorporate flaps with my ailerons or should I just run with flapperons what would

How To Choose An Ultralight Aircraft

be the advantages of not knowing and at the risk of sounding stupid. The amount of diversity within this three-fold family is amazing, however. Several fixed wing models have completely enclosed cabins with heaters, intercoms and air to ground radios, and are virtually indistinguishable from small airplanes.

Many designers offer floats to their ultralights which have proven to be extremely popular. The thought of grabbing some fishing gear, hopping into an ultralight, and buzzing to a small island off the coast was more than enough to make eyes and mouths water around here.

Homebuilt Aircraft - Wikipedia

Ski attachments are also available, and there are hundreds of Northern U.S. and Canadian ultralight owners who think nothing of taking off and landing on snow covered backyards and frozen lakes from British Columbia to Maine.

The JackRabbit is the super portable micro eBike loved by pilots: only 24 lbs, 20 mph and slim down to 7 inches wide meaning it fits in any sized plane. The perfect way to cruise to and from the FBO.

What Is An Ultralight Aircraft?

No assembly required. Single place ultralights have just one seat for you – the pilot. To qualify as an ultralight, your prospective aircraft must meet certain weight requirements. To fly under FAA Ultralight Rules (FAR Part 103), the single seat aircraft must be used for recreational flights and have an empty weight of less than 254 pounds.

Training for pilots operating under FAR Part 103 is self-regulated and you do not need to obtain an FAA pilot certification. Finding, at long last, an opportunity not only to escape the confines of ground and gravity but the entanglements of the federal bureaucracy is ultimately what keeps ultralight enthusiasts in the pilot's seat.

I spoke with Donald McKay one afternoon near a local airport as he was in the process of celebrating not only his 70th birthday, but his new ultralight license. "My son was a military and commercial pilot and I've always had the bug to get in the air, but lacked either the time or the money.

It's just great fun for us older guys to have an opportunity to get back to the 'Smiling Jack' stick and rudder days when the sport of flying. . . what a sport.” This helicopter has floats and can therefore weigh more than the standard Part 103 limit of 254 pounds.

      Quicksilver Mx Ii Sprint

The Composite FX XEL features a fiberglass airframe and can reach air speeds of up to 70 mph. The XEL is available as a kit or factory finished for under $50,000. More than anything else, the mid 1970s era of rabid experimentation mimicked the earliest days of aviation, in which no design, however ridiculous or dangerous, was unexplored.

Engines that were essentially lawn-mower and chain saw knockoffs were tinkered and ratcheted up to very torquey, high revving output, and of course they frequently failed. Training was virtually non-existent, since the vast majority of ultralights were one-seaters.

Aerolite 103 Ultralight - How Its Made - Factory Tour - No License Required  - Part 103 Legal - Youtube

Aspiring pilots would just hop into the seat, grab the stick, and fly. The reader is left to imagine the consequences. Biplanes, twin engines, even canard (a plan in which basically the plane was built backwards, with the tail in the lead) designs were built by the thousands...and as might be expected, injuries and fatalities proliferated.

Ultimately, ultralight aircraft is a hobby. While you can travel from one location to another, limited payload and flight time will make it challenging to actually use it for travel. Therefore, ensure that you're looking for an affordable option since this is only a hobby.

      Jordan Lake Air-Bike Ls

There is a certain mystique and allure about ultralight aircraft. They are reminiscent of the early days of aviation when would-be pilots built their own aircraft and took to the skies for their own test flights.

Ultralights are affordable and exciting. Building them from a kit evokes a sense of accomplishment and pride. The kit comes complete with a jig-welded roll cage, seat belts, and a full cabin windscreen. Like many small ultralights, this one is trailerable for maximum versatility.

Owners can keep these planes in their garages and tow them to the airport to save on tie down costs. It also helps that they can build and work on them in their garage workshops, then move them to the airport when finished.

Many other designs are out there that have two seats, higher performance, or larger airframes. These may be built at home by a DIY flyer, or they may be partially completed at a factory and sold as a kit.

Jordan Lake Air-Bike

They will then be certified and registered as an "experimental" aircraft by the FAA under FAR Part 23. They can then be operated under Part 91 (General Flight Operations) by a licensed pilot, just like any other certified aircraft.

The term ultralight often gets overused to describe any very small or homebuilt aircraft, but this isn't strictly accurate. As you can see from the Part 103 requirements above, these aircraft must be single-seat designs that have very strict weight and performance requirements.

Extreme Flight 65

Ultralights come in many forms. The most common designs are trikes, which are simple fuselages suspended under standard hang gliding wings. Also popular are powered parachutes. But if you notice from the rules above, ultralights are not only limited to one category of aircraft.

There are ultralight airplanes, helicopters, and even gyrocopters. When considering your options, rank the merits of each aircraft and compare them using the Ultralight News' handy 10-point system for rating ultralight aircraft. This will walk you through exactly what to look for and what to avoid when selecting your next ultralight.

Years Of Money-Saving Tips

Soon you will take to the air flying the best ultralight aircraft for the money. An ultralight aircraft is defined under Part 103 – Ultralight Vehicles. According to the FAA, these aircraft are small, designed just for a pilot with no passengers, and do not exceed 55 knots in speed.

If it fails to meet any outlined criteria, it is no longer an ultralight aircraft and therefore subject to all other FAA rules and regulations, including that the pilot has the necessary license and first aid training.

An ultralight aircraft can take many forms. The most popular style is a trike. Another popular option is a powered parachute. However, a wide variety of plane styles can qualify as an ultralight aircraft as long as it satisfies the FAA requirements.

Then, in 1982, the FAA adopted part 103 of the Federal Aviation Regulations, which defined specifically what an ultralight could and could not be. The ultralight was defined in the code as a one-seat aerial recreational vehicle that must weigh no more than 254 pounds (without pilot), must carry no more than 5 gallons of fuel, must travel no faster than 55 knots (about 63 mph)

Cruising Speed

, and must have a stall speed of no faster than 24 knots. Other parts of the code dictated that the planes could not be flown at night, could not be flown in clouds, over congested population centers or in controlled airspace (those lanes reserved for larger air traffic).

Finally, two-seat aircraft were allowed for the purposes of training. The regulations have remained unchanged ever since. But before you get too excited about flying this aircraft without undergoing training, realize that there are still several rules and requirements you'll need to follow.

You still need to learn about controlled airspace and look for an area that is unpopulated to avoid accidents.

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Rv-15 Aircraft

Rv-15 Aircraft

Rv-15 Aircraft - But it wasn't until the plane showed up here at KOSH that we got our first good look at it. Here are some of the observations we made about this plane, which, it is clear, is so much more than just the first high-wing model from the world's most successful kit plane maker

Seat adjustment is done by raising a lever on the right front of the seat, then sliding the seat forward or aft while holding on to some structure on the door post. Designers are still trying to decide where to put handholds in the cockpit, since they designed a structure that does not require steel tubes above the glare shield and behind the windshield, as are typical with high-wing airplanes.

Rv-15 Aircraft

Vans Rv-4 · The Encyclopedia Of Aircraft David C. Eyre

Strategically placed handholds will be an excellent alternative, and a good trade for the clear visibility of the unobstructed window. There is currently no boarding step, something that most average-height humans will want to help get in and out of the -15.

What’s A Test Article?

But such amenities aren't required for a test airplane, and the design team has some ideas about how to add them without compromising on drag. Overall, the control system is conventional in that cables connect from the pedals to the rudder and the control sticks activate the stabilator through a pushrod—these are concepts Van's is well familiar with.

For other Van's models, roll control is also via pushrod, and one might wonder how that works with a high wing. (With a low wing, pushrod-activated ailerons are almost trivial from a design standpoint.) All day long, crowds of curious people carefully walked around the RV-15, commenting on its sheer size, beefy landing gear, and fat tires.

The size of the fuselage interior and the baggage door—the latter is drawn on the prototype—gained a lot of attention from people who like to have lots of room for their gear. The existence of the first Van's high-wing plane was no secret.

Rumors had been floating around for years that the Oregon kit giant was considering a high-wing model, in part, people assumed, to capitalize on the great interest in backcountry flying. Then, a couple of weeks ago, spy video emerged of a high-wing plane flying around Van's home airport, Aurora State in Oregon, and, well, pretty much everybody assumed, correctly, as it turned out, that the plane in question was

The Cockpit

the much-rumored new high-winger from Van's. With the cat effectively out of the bag, Van's came clean in advance of the Oshkosh AirVenture fly-in and revealed the existence of the RV-15, although not much more than that.

Built using CAD-designed parts and match-hole technology, the prototype was put together with parts produced from punch presses and CNC machines directly from design drawings. This was not cut and pasted by hand, as past prototypes have been—theoretically, production parts for kits can be produced from the same files that made the test article.

But a lot of testing will go into the machine before the first customer receives any kit parts and Van's is happy with the design. Van's salespeople noted that orders for the new design are not being taken yet, because the test flying hasn't been completed, so they don't have all the data needed to determine if any tweaks or changes need to be made before the kit enters

production. The design is meant to accommodate four-cylinder Lycoming engines from 180HP to 220HP. The engineering test prototype has a four-cylinder Lycoming IO-390 EXP-119 engine that outputs around 220HP and drives an 80-inch composite Hartzell Trailblazer propeller.

The Metal We Have

While we have not yet determined the actual speeds or useful load for the final design, we have established design targets of 140kts and at least 900 pounds, with the room to load two full-size mountain bikes in the baggage area without having to completely disassemble

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them (just remove the front wheel like you would when mounting to a car or truck bike rack). Bottom line, then: What will be kitted may be much like the test vehicle, it might have some minor changes that don't really change its performance or mission profiles or it might have such significant differences that this view of the RV-15 is

akin to seeing a child's drawing of one as opposed to sneaking a peek at the CAD drawings. It's been reinforced in our meetings with Van's that many aspects of the design remain to be proven.

Assume things will change. How long will it take? They won't know until flight testing is much further along. Van's Aircraft at 50 is a remarkable company with an incredible history and a full product line—of low-wing aircraft.

Landing Gear

Whether you want a single-seater that is a nimble high performer or you want to carry four adults at 170 knots for 800 miles, you can find the airplane of your dreams from Van's—as long as it is a low-wing machine.

Basic math says that Van's has come out with a new model every 3.57 years (50 years, 14 models if you count tricycle-gear variations separately), and it has been a few since something entirely new has come out of Aurora.

In these days of computer design and computer-controlled production machinery, a smart company will try to design both their test articles and prototypes to the standard that they hope to achieve in production versions. That way, if the test article is a home run, with few changes required, they can roll into production very quickly.

The important distinction is that you use a test article to learn things that you need to know before building a prototype. The developmental prototype is then what you use to figure out what the product that you want to sell will look (and fly) like.

Where To From Here?

Prototypes are still subject to change at all levels—aerodynamically, structurally or in systems. Changes can be minor (where and how to place the baggage door) or major (a new tail). Speculation was heavy as AirVenture approached last year—after a hiatus of two years—so it was with great celebration that Van's announced that, yes indeed, there would be an RV-15!

And there was significant discussion when they added "...and it will be a high-wing, backcountry-capable aircraft with sticks." And that was all the details they would offer at AirVenture and, amazingly, little more has leaked out since then.

Sure, there were online memes and forum speculation, including a few snapshots of Maules and things with "RV-15" badly Photoshopped on the tail, but the actual airplane kept a very low profile through much of 2022.

An airplane that will get you there reasonably quickly, get down and stopped and then back off the ground in short distances, while letting you carry all the stuff you need to answer the question, "Okay so we're here, what are we gonna

Everything We Know About The Van's Rv-15, So Far… : Flyer : Flyer

What We Know So Far

back?” Fish, bike, camp, hunt, whatever you can think of. You choose. The shock absorbers will provide both spring and damper functions so that landing loads are absorbed without the plane being rebounded back into the air.

The tailwheel is similarly sprung, with a vertically oriented shock absorber connected to a custom-CNC-machined pivot block that is mounted to an arm hinged to a point on the fuselage about 10 inches in front of the shock.

The result is a long-travel gear that should be able to take quite a pounding, plus the linkage allows the tailwheel pivot to have constant camber even with a significant amount of travel. Main gear is currently sporting 6.00×6 tires on Berringer wheels (and brakes).

Current plans are to fly it on those, but they have a set of 26-inch bush wheels sitting in the shop for use on the plane—that is their default size for "bush wheels." They have incorporated provisions for an easily installable jack point on the gear, inside of the axle, to make jacking easier.

The Basic Airframe

We tend to use the term "prototype" a bit loosely. Some are really better described as test articles, which are really "proofs of concept," something that a designer (or a company) does to learn more about what they really want to design.

A good aviation example from the last century would be the X-plane series of aircraft built by industry to specifications provided by NACA, NASA, the Air Force, etc. From the X-1 through the X-15 (and continuing on to today's X-40-something), these aircraft were not designed to be prototypes of anything: They were specific aircraft designed to study things like how to go supersonic or hypersonic,

how to fly into the edge of space or how to control an unstable aircraft using computers. And before we leave the cockpit, let's answer the obvious question I know is out there—can you add a back seat?

We talked about it with the design team, and they are well aware that someone is going to add one or two. The current design doesn't preclude it, but it also isn't specifically designed with anchor points or extra structure.

Push Or Pull?

Nevertheless, the current thinking is that the RV-15 is a two-seat airplane with a generous baggage capacity. The RV-15 will prove its place in the sky—and in the marketplace—within time, and we look forward to seeing them in numbers all over the backcountry.

We're not sure when that will be, but we are certain that Van's success over half a century will continue, and another "total performance" machine will swell the ranks of E/A-B aircraft everywhere. The roomy cockpit is designed with two seats, which are mounted on rails for easy adjustment as well as easy ingress and egress.

The seats in the test article are actually from another (unnamed) airplane and are being used to "get it flying." Cockpit controls feature a standard control stick that has been shaped with a large curve to avoid contacting the seat or the pilot's legs.

File:van's Aircraft Rv-10 Compton Abbas (10121068894).Jpg - Wikimedia  Commons

In fact, we were shown a couple of different sticks that will be tried, to see which the test pilots prefer. Rudder pedals likewise featured two different designs, one for the pilot, one for the copilot.

Firewall Forward

Test pilots will use both and decide which gets the nod for incorporation into the kit. The pedals feature toe brakes, as is typical on Van's aircraft. Engine controls are conventional push-pull knobs mounted under the center of the instrument panel.

We can tell you that the engineering behind the RV-15 is extensive and first-rate, and benefits from a top-notch team. Besides longtime Van's engineer (and current president) Rian Johnson, there's Rob Heap, formerly with Scaled Composites and Cessna.

Brian Hickman recently engineered for Glasair Aviation. Another recent addition is Axel Alvarez, a graduate of the U.S. Navy Test Pilot School (as a civilian) and highly experienced test pilot and engineer. These professionals join many Van's stalwarts to help make up an impressive 12-person engineering and prototype-shop team—and Van himself is only a phone call away for a carefully expressed opinion.

The luggage area is built large—large enough for a couple of small bicycles, a full set of camping gear, a couple of dogs—or maybe an elk, if hunting is your thing. There was no baggage door when we visited the factory in June, but the frame for a large baggage door was sitting on a worktable, ready to be installed when they have the time.

Number Numbers Who’s Got The Numbers?

How large? Big enough for a cooler—or for a medium-sized person to crawl through without extensive cave exploring training! And the design goal is to have the bottom edge of the door flush with the luggage area floor, so that you don't have to lift items in and out—they can slide through the door easily.

Counteracting all this wing is a horizontal tail consisting of a stabilator. The current stabilizer has a removable leading edge for easy replacement should it become dinged up in the backcountry—or if Van's decides they want to try something else.

A stabilator was chosen instead of a conventional horizontal stabilizer and elevator to provide a wide range of pitch control for the large flaps. An added bonus is that the stabilizer will hopefully prove to be lighter, as it gives more power for less area, which means less weight.

The test article's stabilator uses two different tabs—one is the trim tab and the other is an anti-servo tab. Stabilators in other designs—think Piper Cherokee—move the anti-servo tab for pitch trim. Now, back to the RV-15 itself.

It is indeed a high-wing, two-seat backcountry airplane with a large cargo allowance that can be lifted by its IO-390 engine. It is a hefty airplane—not six-seat hefty, but easily the size and weight of a Cessna 170, which is large by homebuilt standards.

Compared to other two-seat high-wings on the market, it is different—so how did Van's come to this configuration? Well they didn't just pull it out of the employee suggestion box. Van's has been asking their customers for several years now what they would like in the next model, and they have been listening—as hard as that can be when you ask a large group of pilots what they want.

Everything We Know About The Van's Rv-15, So Far… : Flyer : Flyer

The noise in the virtual room has been tremendous, with lots of great ideas tossed about. What about fuel? The first article has 40-plus gallons of fuel in a handmade tank fitted where a passenger would go.

This is for several reasons. First is to ensure that the first flights would have a conservative CG loading. Second is that Van's hasn't decided if the fuel, to be carried inboard in the wings, will be in separate tanks fitted into the wings, or if the wings will be "wet" like most RVs are.

(Remember the aileron pushrods go through the wing D section, so, if this is the configuration used in the kits, fuel can't go there.) Final fuel capacity is also still being discussed—but the engineering team wants to provide maximum flexibility

in loading and range for the pilot, so our expectation is for bigger rather than smaller. Let's call it in the ballpark of 50 gallons. The fuselage is all aluminum and has forward and rear wing spar carry-through structure as part of the cabin ceiling.

There are large entry doors on each side of the cabin, with steel-tube-framed plexiglass doors covering the openings. The doors are hinged on their front edge but have quick-release pins on the two hinges so they can be removed in about 10 seconds to allow open-door flying.

Although the doors may look bulged out, they actually follow the contour of the fuselage. The cabin feels and looks roomy. The engineering team is not certain that the doors will be rugged enough as-is, so they might be iterating on the design with a beefier armrest or other structure.

Let's talk about the gear. Both the main gear and tailwheel are using TK 1 Shock Monster shocks for their action—a proven brand out of Lincoln, California, that is equipping a large number of bush aircraft.

The main gear is unlike anything Van's has designed before, with two separate aluminum legs hinged at the lower corners of the fuselage. Part of the leg extends upward, above the hinge point, and is connected to the large shock absorbers that are oriented across the fuselage laterally and are sandwiched between the belly skin and the floorboards.

For now, the maximum gross weight is 2050 pounds. Again, this is the test article. Van's hasn't said if that's the final weight goal or not, but our guess is that it isn't. There's a lot of wing on this airplane—easily 170 square feet or more—which would support higher gross weights while maintaining a low stall speed for good backcountry airfield performance.

Then again, it's not out of the realm of possibility that this is more wing than Van's finds optimal. So much could change. Let's wrap up by talking about expectations. The RV-15 likely to be unveiled at AirVenture is a huge achievement for Van's Aircraft—it represents years of market surveys, design and manufacturing work using everything they have learned over 50 years of innovation and production.

As we write this, no one has flown it except the Van's test team—although we hope to get a crack at it soon. And realistically speaking, we expect that there are going to be design changes to make "it works" go to "we really like it!"

2-Person Private Plane - Rv–12Is - Vans Aircraft, Inc. - Single-Engine /  Piston Engine / Instructional

With such a radical departure from previous Van's designs, we have to expect that control harmony will be improved and tweaked until Van is happy to put his name on it. Visibility from the cockpit on the ground appears to be excellent.

Comparing it to similar taildragging high-wings, I'd have to say that it is superior to most. The upright seating allows you to easily move your head forward to see around the forward door post if required to see what's coming up in a turn.

And the view over the top cowl was excellent for taxiing. The design eye height is fairly high in the cockpit, and an extra cushion (on top of the temporary seats) was required to get my average height up to that level—but once I did, it sort of felt like I was sitting in an

Air Tractor, casually surveying a large domain. I liked it! The RV-15 is still not at the prototype stage, and although it was built from CAD models that can be replicated by the push of a button, we expect that significant tweaking could happen before any kits are shipped.

It is possible that the tail might change, or that the ailerons might need more or less area. If the ailerons have to change, that means the wing changes—and no one is going to want to "un-build" their kit to change things drastically.

Manuals have to be prepared, and the factory tooled up to produce the new kit. So when will the kits be available? We expect it will be a while—but the wait will be worth it. Rian Johnson, president and chief technology officer, understands that you have to pull all of the information together and look for consensus—you can't give everyone what they want because many ideas are diametrically opposed.

When we have looked at the market ourselves, looking for a niche that hasn't been filled, we have come to the conclusion that Van's has hit an open spot with the RV-15—it's larger than LSA-capable machines, smaller than a

Moose—and right where the burgeoning backcountry market is looking to expand. It's a load hauler that can get you from the flats to the mountains in reasonable time, with enough camping gear to keep you there in style.

The market spoke, Van's listened, and they gave the most they could to the largest number of potential builders. The trike is likely to use an RV-10/14-style nose gear and a more common aluminum leaf gear with a less complex fuselage structure;

the thinking is that the trike is less likely to be taken far into the backcountry and therefore does not need the weight or complexity. I was told flat out that they would not try going head to head with the NX Cub.

Here's where you might end up confused. The test airplane you see here—and might have crawled through at AirVenture—does not represent the likely final form. This airplane carries a series of pushrods and bellcranks to translate stick motion up through the aft door frame (the B pillar), with a short torque tube and then a long pushrod that's actually just ahead of the aft spar.

From there, a bellcrank and short pushrod connect to the aileron. When will it be ready? I'm sure that the standard homebuilder response of "Tuesday" is probably accurate. With the first flight just a month before the AirVenture debut, it is far behind the test curve of, for example, the RV-14.

That airplane was introduced by surprise at AirVenture 2012, but it had been flying for a month before its debut. Tail kits weren't being delivered for quite a while after that, and fuselage and wing kits followed.

And while there were tweaks, the first customer airplanes were very much like what was seen at AirVenture that July.

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Skysurfer Aircraft

Skysurfer Aircraft

Skysurfer Aircraft - I truly started the process back in 2017, spending an incredible amount of time making it work on paper and crunching all the numbers. I wanted to build an ultralight aircraft powerful enough to carry a person through the sky.

I went over everything a million times before trying to turn those calculations into real world results. I knew that I would only have one shot at doing the prototype right. Every time that I fly I am getting better at it and getting more aggressive.

Skysurfer Aircraft

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I feel like I have pretty good balance, because I was on a competitive snowboarding team. The best way to describe the sensation for me is it's like snowboarding, and skydiving in a wind tunnel. I have all of these gusts being whipped around in the air, and any movement that I make outside of my platform affects the flight.

From the company website, here is how a flight begins and ends: “The initial thought was to deploy it from an aircraft in flight; however, stability issues and forces on deployment quickly ruled this out. Instead, a WingBoarder starts the same way a glider starts: on tow behind the tow plane.

The WingBoard is equipped with landing gear, allowing a rolling takeoff. The tow rope design permits the rider to maintain a relaxed position while allowing the tow plane and WingBoard to do all the work. “Two options exist for landing: a rolling landing and landing via parachute.

A rolling landing is performed just as a normal landing is, although the tow plane pilot must pay attention to the WingBoard's distance from the runway. This maneuver is practiced by gliders in the event that a tow rope becomes stuck and they are unable to separate from the tow plane.

The rider may also elect to disconnect from the tow line and use his or her parachute for landing.” There was this seemingly endless routine where I was designing, fabricating, breaking and then redesigning. One hour while I was doing a calibration, the craft just took off full power straight into the air.

I found out that there was a little bit of dew that built up on the trip from the inside to the outside, and that fried the electronics into malfunction. The first time I was standing onboard the platform I was very aware of all of the craziness going on below me.

Hunter Kowald On Instagram: “I'm Back From The Future To Introduce  Generation 2 Of The Skysurfer Hoverboard Aircraft In Times Square. I've  Designed This To Have 20+…”

The propellers spin faster than the speed of sound and are able to compensate for any outside forces. During the first four feet off the ground there is tons of rattling and shaking. Ground force is coming back at you, and the movements are aggressive.

I was nine years old in the backseat of my parents' car when I first started sketching some sort of hoverboard. I actually still have the drawings. My dad had a pilot's licence, and I would go on flights with him when I was young.

I guess the idea was always somewhere in the back of my mind, and I always had a passion for flight. Later, as I studied mechanical engineering and mathematics, then worked in the industrial world doing design, the concept of building something like that became more real.

That is where I broke my personal altitude record recently, in the sand dunes of San Diego. Before the highest I had flown was 60 feet, and I beat that by a lot just recently, going up what I am pretty sure was around 100 feet.

It is hard to know for sure, because it would take some calculating. But it is surprising to me how comfortable I am being up that high. I used to be careful just getting off the ground, now I barely hit the controls and I am 50 feet in the air.

Impressed by the hoverboard, they initially asked Kowald to fly down the red carpet on the SkySurfer dressed as the Green Goblin for the movie's launch. Due to logistical hurdles this didn't come to be, but you can learn about the planning that went into the attempt in this video.

Once the parts arrived, the next phase was a rigorous testing process, running it through an incredible amount of cycles. I needed it not only to perform well, but perform well with a good deal of weight stressing it.

Hunter Kowald Rides Skysurfer Hoverboard In Nyc's Times Square, Mistaken  For Green Goblin - Techeblog

For safety with aircraft you are always making sure things can function with 150 percent of the maximum load you are expecting. I was looking for the frame to carry 500 pounds, so that meant that I was testing it with 750 pounds.

The most common phrase I hear is, “The future is here.” And after all the work, that is an amazing thing to hear. I'm excited to see where I can take it next, in the world of movie stunts and sports.

The next step for me is working with a Guinness Book of World Records to get a few feats in the book as far as altitude and speed. But after that, who knows what's next? I was never worried too much about heights, and for whatever reason, I feel especially comfortable on the SkySurfer.

It must have something to do with how much time I spent with the numbers before, and that I know that I built it with a lot of care. I am definitely not always the safest person, but it seems like a good idea to wear a helmet for protection, and a heavy jacket to help defend against the elements.

The Times Square stunt caught the attention of the producers working on Spiderman: No Way Home, who drew the same comparison with the Green Goblin as, well, almost anyone seeing Kowald fly on the SkySurfer does.

But as evidenced by his many viral social media videos, of a helmeted man soaring over New York City or Venice Beach on a real-life hoverboard, Kowald has made that dream a reality. Below, Kowald shares what it was like to design, develop and eventually fly his ground-breaking personal aircraft.

I learned throughout the process of designing this thing. . . [that] I need to make sure I take every step possible that I know that could fail and make sure that it's covered. If something goes out, something catches fire, it'll switch over to the other without any latency issues.

I Built The Worlds Smallest Aircraft. 19 Year Story To Fly. Skysurfer  Aircraft Drone Ft. Insta360 - Youtube

Hunter Kowald is a name that you might not know but will probably hear about very soon, thanks to his giant drone-like vehicle, The SkySurfer. The young engineer grew up with a dream that many share, yet ultimately dismiss as impossible: flying through the air freely as if in some futuristic movie or video game.

Safety was top of mind as Kowald worked on the SkySurfer. He has had many failed test flights along the road towards creating a working platform. Although painful—not to mention expensive—these failures helped him learn where the weaknesses were in his design.

There are a lot of industrial spaces in Los Angeles, where the majority of the early flights took place. People were usually pretty cool about it, except for the occasional security guard who would be a little weary about a hovercraft flying around their patrol.

They would usually just try to get me to go somewhere else nearby. I fly all of the time now, in all sorts of terrains. He only began working seriously on the hoverboard idea about two years ago, although he had been thinking about it since he was young.

Once he started the work, he pursued it tirelessly, performing test after test to create the world's first functional hoverboard. . . . When it comes to the actual flying sensation itself, I like to think that it's pretty much like snowboarding or surfing.

It honestly does feel like you're standing on the ground once you get up there and you're comfortable with it. The only thing that took me a while to understand was managing the wind. . .

I'm in a 500-pound wind tunnel as this air is flowing around me in every direction possible. So I stick my hand out, that's going to definitely shift it and cause me to twist around.” There are four or five different things that I am thinking about while flying.

Sky Surfer – Questacon

The handheld controls are very complex, and have all sorts of sensors built in. But the more that I fly, the more that I get used to it, the less I am actually thinking about each little detail.

It has started to feel like running or driving, in the sense that it is more and more like second nature. I see somewhere that I want to go, and I fly there. The cities are probably the easiest, because there is even pavement to take off of, but you have to be cognizant of the buildings as the gusts are being whipped all around.

My favorite place to fly is in the desert, there is something beneficial mentally about having a little softer ground below when you are high in the air. And it looks cool. I just have to look out for sand and dirt kicking up because it will damage the propellers.

The funny part about wearing the helmet, is nobody really recognizes me, they recognize the SkySurfer. I get a lot of attention when I am flying around, either in the suburbs or the city. I never expected to go viral so quickly, I had some friends a jetpack company post a little flight that I did and it got millions of views.

It has been fun to shoot footage when I do my flights, because the reactions are hilarious. Lots of people want to stop and take photos. It consumes a ton of power to be able to fly in such a small form factor.

And that's the biggest obstacle that everybody else has faced who's tried to do it. It's either going to catch on fire or you have to design custom components to be able to crank that much voltage and current into it to be able to get this power.

If a motor fails, the tips in the propellers will spin faster than the speed of sound to be able to compensate for that. This series is done in partnership with the Great Adventures podcast hosted by Charles Thorp.

Skysurfer Hi-Res Stock Photography And Images - Alamy

Check out new and past episodes on Apple, Spotify or wherever you get your podcasts from. Past guests include Bear Grylls, Andrew Zimmern, Chris Burkard, NASA astronauts, Navy SEALs and many others. The moment that I got beyond four feet off the ground the flight experience changed dramatically.

I remember that flight perfectly. In field stack. The movement was very smooth and the turbines were running quietly. The feeling was incredible and I felt as secure as I would on anything that was riding on the ground.

That's when I knew that it was really going to work. Test engineer Aaron “Wyp” Wypyszynski formed Wyp Aviation in Huntsville, Alabama, to create a surfboard for the sky—one towed behind an airplane. The concept involves a surfer wearing a parachute and standing on a Wyp WingBoard that has its own parachute.

An introductory video shows both the airplane and the surfer doing formation rolls. The tow apparatus has multiple breakaway links for safety. For a few of the critical elements like the frame and the propellers, there wasn't anything close to what I needed on the market.

The only option was to design it myself. I didn't realize how time consuming this process would be when I first started, or I probably wouldn't have started to begin with. I got in too deep, and at a certain point the only option I had was making this happen.

I was waiting months sometimes for pieces to be manufactured internationally and sent to me. I built failsafes and redundancy after, but it was a bit of a wake up call to make sure everything was right before I stepped on it.

Because my design is so much smaller than people have tried or thought about before, it creates an enormous amount of heat. I had to make it fireproof, because I am consuming the same amount of power as 10 houses during flight.

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