Pierre

That is one beauty of a rig you got there. Now you made me wish my wings folded. No experience with the AeroTrek but I did go T-3 tailwheel (Savage Cub). Best money I've spent on the plane so far. I'm based on a dirt strip that can get rough at times, to the point that I had to hold the stick in both hands to taxi so the stick didn't jerk out of my hands. After installing the T-3, no matter the strip condition, it feels like rolling down a new piece of paved interstate highway. Mine was an SLSA when I bought it but due to various forms of hassle, I converted to E-LSA. Dealing with approvals for even minor modifications from Euro manufacturers is a major pain in the butt. The T-3 tail spring will be a major improvement but good luck with the approval. If you proceed (or rather are allowed to) make sure it is custom fit for your plane and don't try to modify one that is "close". Alaska Airframes sells them now and they do have a custom option but when I bought mine, it was from when they were made in New York and the guy was terrific to deal with and my spring fit perfect. I don't know where they are manufactured now as who I dealt with no longer has a website since AA bought them out. Good luck.

Correction, the guy I dealt with is out of Maine (207 area code). Found his website https://supercubsnorth.com/
Not sure the connection with AA but Dan is who I dealt with for a custom fit.

I'm jealous Pierre.

I've been looking all over for an A220 and can only find a couple 240s on the market. I'm not sure of what I'm going to do. But regardless, you have a BEAUTIFUL plane.

Congrats my friend.

180Marty wrote:

Does Patti still have her airplane? If so, how is it working out?

I looked up the registration and looks like it went to Wisconsin in 2017.

I think it might be this one. https://www.barnstormers.com/ad_detail.php?id=1508297

Totaled by insurance company, bought and rebuilt by Ken Smith and Tom Bauer, Harbor Sport Aviation. They built the Kitfox amphib I used to own. They specialize in float installations on LSA's. Bargain price for an A220, if you trust the rebuild.

Hi Kurt

One of the carburetor links stuck during take off causing the engine to lose power but when the linkage became suddenly unstuck seconds later she lost control totaling the airplane. I caught the whole thing on video. It was pretty frightening.

We replaced the plane with a 172 with O-360 engine -- not quite as sporty, but a great airplane and a nice compliment to the Husky.

Eric

Nizina wrote:Hi Kurt

One of the carburetor links stuck during take off causing the engine to lose power but when the linkage became suddenly unstuck seconds later she lost control totaling the airplane. I caught the whole thing on video. It was pretty frightening.

We replaced the plane with a 172 with O-360 engine -- not quite as sporty, but a great airplane and a nice compliment to the Husky.

Eric

Scary stuff. Glad she’s OK. I looked at some of the rigging on our S7S, notably the bicycle brake cable throttle linkage, and shuddered. Wow, maybe ok in Kansas but not here. First thing that got changed. This is one of several places not to get cheap. Gotta wonder what these kit manufacturers are thinking sometimes.

I received a private message from someone asking my impressions of my new Aerotrek A220 and comparisons to my old Kitfox. I replied this morning, then decided to post that reply as it may be of interest to others. Here it is:

I'm happy to share my impressions so far, but my opinion should be taken with the understanding that 1. I Just got this Aerotrek home and have flown it only about five hours. And 2. , my Kitfox time in 2011-2012 was mostly on amphib floats, not on the conventional gear.

Immediate impressions of the A220 are that it shows that it is a factory build. Well put-together with no rough edges. The paint and stripes are very nicely done. And this is a 2011 machine. It was kept in a hangar at a turf strip in Florida and only had 250 hours so it is almost like new. My old Kitfox was not poorly built, but it did have a few things that made it apparent that it was a home build.

Toe brakes on both sides make this one useful for instructing, should I choose to do that later on. The composite wood core prop has a nice glossy carbon fiber weave finish. I have not yet tried the pitch adjustment so I don't know how easy or hard that will be. Coming from sea level to my home field at 4724' I will want to pitch it a little finer. Right now it only makes about 5100 static RPM.

In the air, it flies just like a Kitfox. That nice light feel in the stick and overall "put a grin on your face" handling. If anything, I find that this one needs less rudder input for a standard turn. With the Kitfox, the adverse yaw was such that I trained myself to start every turn with rudder pressure, then stick. With this A220, when climbing and turning crosswind, it takes no left rudder at all, maybe even still a touch of right to keep the ball centered. Stalls are straightforward, and right about as placarded at 41 MPH. When you hold the stick full aft, the nose drops, airspeed increases, the nose comes up then "lather-rinse-repeat". It is not certified for spins, but the dealer (Rob Rollison) sent me a link to a YouTube video showing spin demonstrations in England and it appears that it recovers normally using PARE or similar technique. I do miss that about my old 140C conversion. I enjoyed spinning it now and then.

On the ground it is better behaved than my Kitfox because my Kitfox was a Model III fuselage with Model IV wings. It had the tube and bungee gear with a fairly narrow stance. The A220 has a wide stance on a one piece laminated composite gear. I hate to admit it, but while practicing short, off-field landings I did manage to drop it on pretty firmly once and the gear handled it well.

The mention of that firm landing brings me to my one complaint so far and I think I'll get a handle on it. I find the throttle difficult to control smoothly when trying to use it to arrest the vertical descent just prior to touchdown on a short field landing. Two issues. One, if you twist it hard enough, I've been able to cause the engine to quit. Now that has only happened on the ground. The idle is set to about 1550-1600 RPM (which through the 2.43:1 gearbox results in about a 650 prop RPM). That is important because any higher and the thing wants to float a long ways down the runway. I've found myself pushing in more throttle or not enough in that short field scenario, resulting in either a balloon from too much, or that firm drop from too little (none). I think it might be as simple as training myself to make sure my thumb is pushing the button firmly all the way in. Also, I'm going to take it to the local Rotax mechanic to have him adjust the carburetors for this altitude.

One small disadvantage is that when folding the wings, the Kitfox had a clever "double knukcle" system of u-joints that allowed the control rods to fold up. The Aerotrek requires removing a bolt and retaining castle nut/pin. It only adds a minute or so to the procedure.

Make sure you verify the outside dimensions when folded. I wrote to Kitfox and inquired about that width and received this reply from John McBean: "On a 7. It is closer to 8'1"
Yes the BRS can be installed.
Quick build options are available."

That might make it a no-go for trailering. I bought the Discovery trailer from Detro trailers in Indiana. They supply Rollison, the Aerotrek importer. He finishes them by paining the interior and putting floor channels, winch, and D rings to fit your plane. I already own a 8.5' x 28' extra tall cargo trailer, but the interior width is restricted at the ramp door opening, and the rest of it is barely 8'. This one has thin walls and a full size door frame. I think some of the older Kitfoxes may be narrower, but verify that width if trailering is an important goal.

Wow, this went on longer than I thought! One good cup of coffee did that!

Let me know if there is anything specific I can answer,

Pierre

Oh, almost forgot to mention. The stock tailwheel is small, solid rubber. I will upgrade to the approved Matco. I also have gotten the dealer (Rob Rollison) interested in the T3 coil-over-shock TW. He likes the looks of it but right now doesn't have time to follow up.

I want to work with him on that project because for now I plan to keep this plane in SLSA, not moving it to ELSA. I've been encouraged to get my CFI ticket and do tailwheel and seaplane instruction around here. This A220 would be a good little tailwheel instructing machine.

Pierre

Oh wow Eric, sorry to hear that. I did not know.

Hope all is well.

Kurt

Thanks for the compliments guys. I'm enjoying looking at her out my front window. She blends well with the Aspen leaves. Autumn yard art!

Its a nice flying airplane, and glad you are enjoying it. (and it sure fits in well with your environment.) Like any new airplane, there are a multitude of mods that improve its performance. We went with bush wheels, skis, and larger tail wheel to name obvious ones.