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Hi, a less hi tech option in side by side would be the newer FK14 Polaris with shortened wing span and 915-916 engine options just like the Blackwing as well as constant speed. Fixed gear though. Got some videos of the older version on my channel with 9.5 m wing span and fixed pitch 912 ULS. If you go for tandem, maybe the Tarragon, and then there should be some worthy Vans in side by side. Actually recommended by Niklas Anderberg himself as an alternative to a friend of mine who bought the very first prototype of the Blackwing called Eco 1.

I can´t say which is best bang for buck, but I guess WT9 was a bit more expensive. I didn´t own these planes, just flew them. WT9 is considered more robust although FK14 has been praised for being very well built too. It´s more a feeling inside the cockpit and that WT9 lacks fabric on surfaces. I think the FK14 they´re offering today is the more interesting option with shortened wings and option for constant speed, like a mini fixed gear Blackwing. You have superior view, almost 360, from the FK14, and it´s by far the nicest plane to land of all I´ve flown, at least in nice weather with up to 10 kt crosswind. I think because of design of the fin it´s more stable in yaw at lower landing speeds. Wing is a bit more optimised for speed, so it doesn´t have the same superior low speed handling or strong crosswind capability as the WT9. Try to sit in them, WT9 is more deep and angled back, while in the FK14 you sit more upright like in a Eurostar or Blackwing. You´ll get used to both. Can´t speak of the new short wing, but WT9 had better roll rate, think 6 sek vs 7 sek. WT9 is probably the safest of them aerodynamically with better glide ratio 1:14 vs 1:10, but you don´t necassarily feel this since FK14 is so slippery when it comes to losing speed. When you get slow it will sink through more easily if you have cut the throttle, and FK14 could also have a nasty stall tendency just before touchdown if you used more than flaps 1 in "stronger crosswind", something like +12 kt. It´s mentioned in the POH, but you have to dig to find it. I know some WT9 POH´s says the same, but I could land our SE-VPL in 20 kt crosswind using any stage of flaps, no problem.

Thanks, pretty good acceleration if that´s what you mean. A common trait among many ultralights/LSA´s, and the 915iS adds to it.

70 kt IAS is also in this individuals handbook (SE-VPL), but it´s for the downwind leg. When I trained we used 65 kt since we have a separate smaller pattern for LSA/Ultralights. Unless you have like 100 L fuel and a heavy pax, more than 50 kt over the threshold will make touchdown difficult and unpredictable in a WT9. Check if it really states that speed for threshold/touchdown? I´ve seen that speeds in POH´s can differ, but it´s been mainly notable for max demonstrated crosswind, wich ranges from 16-24 kt for different WT9´s. I don´t understand that either. Our states 18 kt but has been landed in approx 25, with 20 being my personal record. That being said, once you get the feel for it you can fly the WT9 really fast in the pattern and still slow down in time by knowing when to cut throttle early, and even using some slips. You can see some of that in the "old vs new" video. I don´t fly on rpm btw, just speed. Exceptions are tailwind on base, then you´ll have to really keep the speed down whole pattern and make it big enough. I´ve found 57-58 kt being optimal on base and early final under normal circumstances, still a bit more than you need in this low speed monster plane. Being too high can be a problem, 300-350 ft for a 1 km final would correspond to what I use at ESTT. Take notes on how it behaves with different weights, because alone and with <50 L fuel it feels like a feather. On the other hand a heavy plane will build more speed on descent but tend to float less.

Cons would be early on final speed is generally slower with maybe a bit less alt too, so if engine failure less chance to reach the threshold compared to the "dive method into roundout/flare", but once you´re above threshold and home so to speak, I think it´superior. Also very useful in situations where the runway is unfamiliar, less visibility because of rain or it´s getting dark, when it´s easy to misjudge height for any reason. Reduces risk of touching down hard. You can use it only last half of the landing if you like. The WT9 has a great float with glide ratio of 14:1 so easy to cut throttle early. With planes around 10:1 you´ll have to balance the glide with slight throttle a bit longer, so this style demands more feel for it and fine tuning. You don´t want to exaggerate and get a too low situation where you drag yourself with the engine. The goal is to develop a sense for the glide slope which differs from plane to plane. Can take months to do this and re-learn, because it´s so easy to fall into old habits and comfort zones, but it´s really worth it. Btw a tip from a CFI who does landing competitions, in case of engine failure you may reach a little longer by diving into the ground effect and then float there. Haven´t tried it myself though, but could be a last resort especially on finals. Normally you´ll use best glide speed of course, usually close to best rate of climb Vy.

@@flythething193 yeah, my CFI did not like when i drag myself in with the engine, that was a big nono. I was teached the dive and float out method with power off. But yeah i understand the other method can be good in some situations.

​@@IceMan-wj4wg Inspiration for it was from my main CFI who uses a similar style privately but doesn´t teach it, and from an early Blackwing demo with quite well known pilot (former airline) and WW1-reproduction builder Mikael Carlson (www.aerodrome.se). Here´s two links from my channel of that landing which has quite high final speed +70 KIAS. One of them has a comparison landing by myself on the same runway, and it was before I began practicing the style. Aero Expo 2018 ruclips.net/video/mAMR1tZwI84/видео.html Same land with comparison ruclips.net/video/WmZh6JWyns8/видео.html This Rod Machado intro also has a very useful tips I use in conjunction, called "samling the response" from 0805. ruclips.net/video/MqsbqbiDl_A/видео.html You need to find the optimal height for turn to final to make it work. In the "explained"-video it´s 250 ft (elev 12) for an 800 m final, but with a plane with more normal glide ratio you could add 100 ft. In the Aero Expo video final it´s 1200 m but I can´t read the alt, looks like 750-800 ft with elev 296. When you don´t have so much dive it´s easy to get rid of speed, so you can experiment with entering the final faster than normal, which adds a safety compensation besides the fun of it. Concerning engine failure on finals, my thinking goes it´s very unlikely to happen if everyting is running smoothly up to that point and you have fuel. A bit of speculation, but I think it usually creeps up on you with warning signs. Only had one such incident in 9 years, it happened in the pattern on downwind and was a measuring plug that went loose. Made the engine go rough and lose some effect but I could land as normal.

Yes, he is, but a bit less than I usually do, and the grass strip is very bumpy so it´s hard to see when he lands the nose wheel. According to a CFI at ESMH some teachers suggest you should also "land" the nose wheel as a kind of separate art, but I don´t think the demand for it exists in any syllabus. The amount of flare also differs depending on which CFI you ask, and if the plane should stall the last moment before touchdown or not. At ESMH they teach a flare with only around 2 cm raised nose wheel and a touchdown above stall speed. Not uncommon at all to see pilots do landings that resambles a three point with minimal roll on the main wheels. Many times the nose wheel is probably just unloaded, but barely raised. Happens even more easily in the Dynamic WT9 which has a nose up attitude, like in flare, in the taxi position, so many pilots are getting fooled by this perspective. The plane might be in a slight flare, but not according to where the nose wheel is. WMe and this pilot have done many touch and go´s with the aim of only having the main wheels on the ground and prolonging the roll in this attitude when runway length permits.

@@flythething193 I have been learned by my CFI to always fly out all the speed, keep the nose from the ground as long as possible and stall the aircraft when landing. A correct executed landing means you should have the stick all the way back at touch down and roll out on the main wheels before the nose wheel gently goes down. Three pointers puts a lot of stress on the nose wheel and thats not the correct way to land.

​@@IceMan-wj4wg I never said three pointers were correct in any way, quite the opposite. But something that looks like a three pointer with the nose wheel unloaded will of course not put any stress, allthough it will not look very good, and should be improved in my opinion. It´s very hard for pilots to discover these problems unless they film their landings or have someone do it from the outside. Not every CFI agrees on flying out all the speed though, so your teacher is not the "only one", but I understand it´s easy to view your personal CFI as a god or something if you´re during training or a quite new certificate holder. I was teached like you btw, but my personal view today is a steady controlled sink rate, to never lose it completely. Check out my "landing style explained" in the WT9.

@@flythething193 Yes if the weather is gusty and rough i can agree its safer to land the way you are describing. Can you show me a link to the video you are talking about?

​@@IceMan-wj4wg Maybe, haven´t thought about it in that way, but I guess more of a controlled/predictable touchdown point will always be helpful.

It´s the same here. Haven´t watched the video since I made it, but I think there is a prolonged stall test that starts higher than 1500 ft and then is interrupted too late at 800 ft or something. If that´s the one, sure, should have been stopped at 1500 ft. As a side note, can be hard to judge height by eyes only, you´´ll get better by time, but when there´s focus on other things like balancing the plane you may notice you´re below minimum too late.

Yes I do, but since flaps 3 isn´t the same type of "anchor" like on for example the Eurostar it´s good to save it for situations where you miscalculate or need to stop really short. Then you get more help/resistance from it, when you´re used to flaps 2. With flaps 3 I can easily fly the final as slow as 50 kt and over threshold 45 kt or even slower.

Thank you, I understand this plane has a certain place in manty aviators hearts. Seems it´s very capable but at the same time more challenging than other pure aerobatic planes, being generally a bit underpowered and with a slow roll rate.

Testa maila en funktionär på ESMI/Sövde flygklubb, typ motorflygchef eller kassör. Finns i deras filarkiv. Den anses dock inte som särskilt bra även om siffrorna stämmer, så man lär sig mer "hands on" från flyglärare. Checklistan uppdateras kontinuerligt på klubben. Nödförfarande är tex mycket mer förenklat och effektivt i verkligheten. Planet i sig är inga konstigheter om man redan kan flyga, så det är Garmin G3X Touch som är finessen även om den är intuitiv.

60 kt över tröskeln är absolut för högt för en förutsägbar sättning såvida man inte har lyxen av en 2-3 km bana. Man får då ligga och flyta och väldigt svårt att tajma det extra bakåttrycket för en snygg sättning på huvudställen. På banor som Ljungbyhed och Sturup testar jag ibland komma in så, men man har fortfarande hjälp av tänket "aldrig tappa sjunket helt". POH för WT9 verkar variera en del, tex för max demonstrerad sidvind, men vår manual v 1.4 för SE-VPL nämner 75 kt på medvind, 65 på bas och 55 på kort final, så det är lite mer åt det realistiska hållet. När man kan planet är det inga problem hålla farten uppe på medvind, men 75 kt där är nog mer tänkt för större varv än tex på ESTT. Folk som kommer från plan som cessnor och eurostarar som sjunker som en sten när man drar av får problem med så hög medvindsfart i korta varv. Minns att vi körde med 65 på min inflygning.

I notified the two previous Fournier-owners at ESTT about your question 1-2 months ago. Don´t know if they found another way to contact you, wasn´t able to or didn´t bother/forgot. I can´t help you as it is, but will let you know if I come across something.

You may be right, but that name is not from me, but from the pilot Per Norén. He wanted this title for the video so I just assumed it was correct. Will check, but may take a while.

Thanks, it´s GoPro hero 5 Black and GoPro Color is ON, but it´s a bit more subtle than in newer versions. Protune settings are: WB Auto ISO 1200 (not available in later models but my value is more close to theirs 800. My default is 1600 which I would use close to civil dusk/dawn) Sharp Medium Stabilisation OFF Shutter Auto and "Exposure EV Comp" 0 (both are default) 2k50fps PAL Wide Audio was probably Stereo Only

Never thought about this, I will try and pass it on, thanks!

Thanks! My personal trim setting is maintaining some force on the stick, so slightly trim back beyond neutral (which moves the whole stick in this plane since no trim rudders) but not as much as some do. Too much gives a mushy feel like in stall. I also prefer manual trim compared to electric, gives more control and fine tuning.

Hi, thank you! It´s 4 Gs allowed, but I think it has quite high ultimate load, although I haven´t seen a number for that one. Normally the security margin to ultimate is +2, but I believe ultimate is higher than 6 in a pragmatic view. Anyway 3Gs feels like the sweet spot if you want to practice airworks in the WT9 and bend the envelope a little so to speak.

Obrigado senhor!

Nice plane to walk around in the hangar as well as to see fly. It was first standing inside among old automobiles, books, models, drawings from the same era. Was a celebration day for aviator Enoch Thulin.

I´m happy you like it. It´s difficult to fit music to flying videos, and if I succeeded I would probably want to make a version without music as well.

Don´t get me started again... :-) You´ll need both! If you search my channel for Blackwing I have already elaborated on this in length in a few posts, don´t remember exactly which videos, but you´ll find it. The WT9 is more unforgiving in the sense that it will develop more stick and rudder skills, where the Blackwing just feels like a neutral airplane. Easy to fly, easy in the view, good potential for aerobatics if they can solve the spin tests. Very fast in pitch and climbs more than you think, but at the same time not that it feels sensitive in that regard. Rudder harmony is neutral and balanced. Picks up speed fast, you´ll have to watch, Vne for the 635RG is 174 KIAS. I´ve been close and everything feels normal. The old WT9 fixed gear I fly feels like a tractor in comparison, although it still has a decent climb. The newer WT9 RG is more on par, and a competitor in side by side, but not as fast and then the WT9´s design including cockpit is more spartan in itself. For pure flying with airworks I still prefer the WT9, more personality. The thing with Blackwing is you can fly fast with decent economy and a light luggage, excellent views and have this impression of technology at the forefront. According to an owner I talked too who had an old VL3 before, Blackwing is 10 kt faster when you compare 100 hp. In the 635RG, when getting past 120 KIAS (the wing has an aerodynamic threshold around that number you´ll need to accelerate past) and cut back to 50-55% throttle speed, will reach 130-135 KIAS at a few thousand feet on approx 19 L/h. So you´ll get spoiled by a new normal speed wise. When you climb into the machine it feels a bit sensitive and not as carefree as in the WT9, but there you´ll on the other hand sit very deep with a restricted view. Such things is just a matter of getting used to, just as the non forgiving flying characteristics of the WT9. I don´t even think about it anymore, but people who come from yokes and non ultralight planes like Pipers and Cessnas seems to have a problem with both types. Landing wise I prefer the WT9, when used to the float/glide ratio, it becomes your friend and makes for safer power offs. The Blackwing is quite similar to a Eurostar in landing, but has more drag with gear down and flaps 2 (normal flaps position used). You´ll need a bit steeper approaches with the Blackwing to be on the safe side. Idle rpm on MML is 1600 instead of advised 1800, so to avoid a semi hard touchdown you may need a touch of rpm until last moment. With flaps 2 or 3 there should be some quirk the CFI told me about, in that you don´t get more lift as you raise the nose beyond a certain point, but else it just feels like a neutral airplane in the landing. Crosswind, seems very capable, but I´ve only had a few instances. POH says 20 kt. For WT9 it varies, I´ve seen 16-24 kt mentioned, but would generally say it´s a confirmed +20 kt plane. At least the fixed gear WT9 is a low speed monster Vs1 (clean) 33 kt, and the wing is more a compromise than primary designed for speed. Some pilots complain that the WT9 is slightly unstable in yaw at low speeds on final, but I´ve never thought about it. Maybe has something to do with a quite small fin, in comparison.

Thank you, its a very nice plane. I´ve got one recent video where I fly it, called "old vs new". View from cockpit, but it starts with a flight in the fixed gear.

Blackwing always had a good sound for being a Rotax-engine. A bit low and dense rumble. I believe they still use an exhaust system in titanium from Acropovic. It was some years ago I got this confirmed from the company, and then they used the 912 ULS 100 hp with carburetors.

@@flythething193I want to see the video of 635RG flying at FL95 @ max speed..

​@@boeing737d If you check the main page of my channel there´s some links to other channels. Elias Sjölander has filmed speed tests at FL95 and more in the 635RG, but as far as I know the material is not edited to a video yet. He has a few nice formation videos with the WT9 though. I may also try FL95 with a camera in the future, we´ll see.

On the FG (fixed gear) it´s a Dynon, but I guess you ment the RG? Maybe a mistake, it´s Touch as I state in the video, and as I looked it up it seemed that version was called HDX.

If no crosswind and tree curtain 450 m for landing, but a friend of mine with 5-6 times as many hours in the Blackwing put MML down on a private 250 m strip with flaps 2, flying the final just a tad over 50 kt. For takeoff I haven´t measured but feels like rotation happens quite fast just like in a "normal" microlight /ultralight, so 150-200 m. Optimal speed over threshold for a predictable touchdown point is 55 kt, and with flaps 2 drag is much greater. Easy achived in calmer conditions with some practice.

@@flythething193 wow that’s impressive performance. A 250 m strip for an aircraft with thise performance oriented characteristic is impressive.

​@@dietrichwagner Landing wise it feels very close to the Eurostar, used by many flying schools/clubs in Sweden, and it´s known to be capable of short strips. But the Blackwing has better aileron authority, and more drag with flaps 2.

​@@dietrichwagner My friend used an even shorter at that private strip, full stop landing and takeoff, you can see here: Go Alpin AB www.google.se/maps/@55.4599791,13.09621,343m/data=!3m1!1e3

Thank you!

Yes, it´s an old Hero 5 Black. Protune is on with ISO set to 1200, but the other models don´t have that value. At dusk/twilight I would set it to 1600. Else it default I think, WB on auto etc. I use no stabilisation btw.

@@flythething193 very interesting. That means you have got the 4:3 sensor right? I am blown away how much it captures. I thought it is the new 8:7 sensor from the new models and wanted to see how it would look before I try it this weekend in Dynamic.

​@@lukasplsko I wasn´t aware of that, but seems you are correct. "The new Hero12 Black and Hero11 (Black and Mini) have a 1/1.9″ image sensor and an f/2.5. The aspect ratio also changed from 4:3 to 8:7. This gives a 13% taller field of view." storytellertech.com/gopro-sensor-size/ Yes, the Hero 5 is still very good, at least in 2k, which I started to use since HD1080 without Protune activated (used it out of the box first year) lost too much detail as youtube processed it. GoPro Colors are ON but they have a less intense flair to them compared to for exemple Hero 7. 5 was their first model with built in stabilisation, it works ok but became much better already in 6. I think every GoPro model loses 10% in width with it ON, but I´m not sure since later models seems to have it activated default, with an option to add another level of it.

@@flythething193 yes indeed. If you are interested I can upload the video for comparison after my flight. And are you getting good recording times with the batteries?

​@@lukasplsko Please do! Yes, I bought a new battery last autumn and it seems to work great. Made a mistake with the original two, I had them in a battery charger all the time, even after the indicator went to green, so that must have shortened their life. Had to throw one away, and the other gave maximum 30-40 min last year I used it.

Sure, I´ve sent some info if you check your dashboard. Btw, I think I talked to another guy from Luxemburg at ESML (Landskrona) last summer, he had his 600RG there and was also a previous owner of one of the older JMB VL3. Forgot his name, but he´s in the "Easy to land" video when I make thumbs up after full stop. That gesture was because we first made a short flight where I suspected that the governor wasn´t working, and at the 2nd everything seemed ok.

@@flythething193 I know, I spoke to him about you - but he does not have your contact details saved unfortunately. How can we get in touch ? I don’t see anything on the dashboard

@@egfried I replied to one of your videos with Poul, so I thought you would see it if you click the notification bell. Let me know if you can´t find it.

@@flythething193sorry, I did not see any comment at one of these videoq, no worries, I will ping Poul tomorrow

@@egfried I tried again, in one of your older 12 sec Puy, seems like the comment stays. I wrote before at Training part 3, now I see it´s gone, strange. Maybe youtube auto deletes words like gmail etc, still I didn´t write the "at sign". I get emails with the comments to my account that youtube is associated with, so maybe its saved there for you too? Else Poul has my contact info.

Thank you! No this is the fixed gear version. I´ve tried both, and landing wise they are similar as far as I´ve experienced, but with the gear retracted the RG has a sharper stall if you push it in slow speed manuevering.

@@flythething193 thank you responding me!, I'm wondering how much G's it can pull?, I'm not expecting 9G's like the F-16 but I think it's around 3.5G right?

​@@حساباصلینوبیتکس It´s approved for a maximum of +4 Gs (so 4 is the limit, not above), but it´s probably not wise to practice such loads on a regular basis due to risk of fatique in the materials. 3Gs feels like the comfort zone for the plane during regular airworks, but many pilots rarely even reach 2Gs with 60 degrees of bank, it´s outside of the comfort zone for the vast majority GA-pilots, which it shouldn´t be. Ultimate load (i.e. the limit where you run the risk of breaking up parts in the moment of action) is not mentioned, but I wouldn´t be surprised if it´s in the 8G area for the WT9. This because ultimate for the Eurostar is 6Gs (with 4 as allowed) and everyone seem to agree that the WT9 is stronger or much stronger built. It has wooden wing spars, reinforced with glass fibre and carbon fibre, an outer layer for the carbon fibre if I recall correct.

@@flythething193 thank you again dear pilot!, but how would I know I'm pulling 3g's ?😂 Is there a G metter? Can I buy it and install it in the cockpit?

@@حساباصلینوبیتکس There is a G-meter in the Dynon EFIS. Shows current G´s, maximum during the session or before reverting back to zero, and minimum obtained in the same manner. If the numbers are not visible they can be activated from settings.

Thank you very much! It´s a sensitive aircraft, good for developing flying skills. Beautiful in many ways. Looks like a 109E in its wing planform.

I have more text descriptions in the newer videos that in some way mimicks subtitles, but never tried speech.

Hi, thanks for the comment! The WT9 is a low speed monster, stall with flaps 3 is 27 kt IAS (450) kg. Have confirmed it. Most pilots I talk to think power off landings are easier, like you should do them everytime. I try to practice them regularly, but never had a problem. For me the TGL No 3 is the ideal, especially if you can "feel" the touchdown point 100-200 yards ahead of time. Keeping the glide slope is of course balanced with some power, but I think in your example you are more floating along the runway behind the curve (than constantly sinking into it) and cutting power decides the touchdown spot. Are you talking about some landing competition with the jet, Electric Lightning?

@@flythething193Yes. I spent 2 weeks living in the Mess with our Chipmunks and Meteors. We painted whitewash lines on runway - had to get wheels down between, or buy a round in he Mess, later! Lightnings are just point and shoot, so came in fast, slamming down between the lines.....after a few days, the Mechs asked us to stop as they were getting only 9 landings from a set of tyres!! We were treated with respect....on taking my parachute/dinghy pack back, the stores guy, "This would never have opened. There is a kink in the pull wire!" Never ever thought of bailing out - just no time. Best wishes.

​@@davidwheatcroft2797 Interesting read, thank you very much! Sounds like you were an instructor pilot for the first phases of training, if you flew Meteors as well? In Sweden they used the combination Saab Safir and Vampires in the 50s-60s. Your anecdote brings to mind that those who do para jumps as a sport at least nowdays have an extra chute. Hope that´s the case with aerobatic pilots as well, but I just know they usually sit on one of them.

@@flythething193We were only allowed to fly the 2 place Meteor with an Instructor and not very often....when there was a sugar strike, launched a 1 place to Dublin and filled ammo bay with 200lbs of sugar - strawberry pie that night with cream, "There's more, sir!" No only one parachute; is compulsory for aerobatics. All pilots hate jumping from an intact aeroplane. I had to buy one for C-IAVW a biplane, aerobatic. About $2,000 and is supposed to be repacked every year - has a little logbook in it with repacker and pull strength. You flew with the Swedish airforce? Always fancied blonde Swedish girls! CAVU skies!

@@flythething193Only with Instructor, and not often. Meteors were called "meat boxes" because 24% of pilots killed. Flame out when turning too tightly usually. The 2 place had no ejection seats, so would have to ride her down. You flew with the Swedish Airforce? I always fancied blonde Swedish girls, but I hear most now are lesbians. Pity! A tough challenge, eh?

One of the CFIs at Kristianstad (ESMK) do that with their Dynamic SE-VPF during training. Never tried it myself but heard it alters the glide somewhat.

@@flythething193 with a bit of training it could be done from 10km distance. Or 30 :)

Would be nice to see some footage of! I´ve flown some airworks with reduced rpm (quite low noise below 4000 rpm) to more resamble a glider, and the CFI (old glider pilot as well) mentioned he had flown the WT9 as a glider seeking up thermals, also with reduced rpm. I think it was more around 3000 rpm to equal the performance of a glider. He´s my flight medic as well, so will ask him soon.

Thank you very much!

It can do many things, a good blend between speed, handling, short field and robustness. Check out my "old vs new" where I fly one from 2017 directly after SEVPL.

Thanks, it´s a capable aircraft for airworks.

Good question, part of the black cross-pattern Textreme carbon fibre material is visible in the text and on some parts though. Maybe someone will order one with the text Back in black instead.... 😏

Tack, försöker upprätthålla en viss flygtrim några minuter varje pass, förutom detta med landningar och navigering med ATC. Det grymmaste airworks jag haft med Blackwing när jag flugit själv var ett separat pass i Höganäs, från Chandelle-flygningen. Hade drivit in ett halvmånformat molnområde från öst med lodräta väggar uppe på ca 5000 ft, med klart åt väst åt Helsingör till. Var som att flyga mot en skateboardbacke på insidan av detta. Tyvärr ingen film på det, gamla batteriet räckte inte till något under det passet, har nytt nu. När flygpass blir av är alltid lite osäkert beroende på väder och personlig timing, men ta kontakt med Söderslätt eller Sjöbo/Ljungbyhed där de har dessa lite sportigare UL/NLF så blir det lättare att komma nära och känna folk. Bo som mekar UL-planen hänger ofta på Söderslätt.

Ja, häftigt plan! Vi får låna ner kärran igen, kunde nog bli en boom för flygintresset. Eller SE-VUO från Smålandsstenar. Analog cockpit, kolla ditt mail från 30 juni 2022 för bilder, men kan citera mig själv igen: "Svårslagen snygghet hemmahörande i Smålanda. Placeringen av brytarna skiljer mot YJZ som har dem till vänster istället och saknar switcharna för ljus. Manuell trim på denna också med mer ergonomisk spak av tjocklek VPL. Designen på huvlåsningen ser ut att skilja mot YJZ. Trevlig kompass, mer utseende av kursgyro än de vanliga. Tog inga närbilder av det, men infästningen av pitotröret var på samma plats, dock något under vingen istället. Lika smalt rör men något stabilare av metall. Versionen som hemsidan annonserar idag har 8,5 m spännvidd istället för 9,5 m som YJZ (och VUO också ser det ut som). Constant speed som tillval www.fk-aircraft.com/fl14%20polaris.htm "

I´ve asked the pilot to get back to you. Hope he will. Thanks for the comment! I´ve go a few more Fournier videos on my channel too.

Hi, interesting, I had a look at their site not long ago, and it seemed they were offering the FK14 with shortened wing span and constant speed as an option too. They hade a cool retro line with the Jungmann and Jungmeister a couple of years ago. Even with a small radial engine. Don´t know what happened to all that. My impression was they still have a workshop for service in Germany, but unclear if production still is in Poland. SE-YJZ was bought from Finland by the way, and to my knowledge there´s only one more in Sweden, built here as a kit. SE-VUO if I recall correct. And yes, it´s slightly faster than a fixed gear WT9, stable up to just above 290 km/h...

@@flythething193 wait can it go 290? or do you mean in a dive

​@@DanFrederiksen It was in a slight descent for a low pass or downhill from a wingover, you had to watch the throttle not to pass Vne 270 km/h. A couple of times I reached 280 where it was completely stable, and one time for an overflight I let it go to just above 290 where I reduced power. Slight buffering. Interesting thing, the english FK14 Wikipedia page specifies Vne 290. en.wikipedia.org/wiki/B%26F_Fk14_Polaris (290) (Wingspan: 9.04 m) (2010/2011 data) but not the current homepage, which is on hold, not updated. fk-aircraft.com/fl14%20polaris.htm (270) (Wing span 8,5 m) (600 kg) Wingspan for SE-YJZ was 9.5 m according to POH and MTOW 544 kg. However German Wikipedia has interesting numbers: de.wikipedia.org/wiki/B%26F_FK_14 Max permissible is still 270 km/h but max demonstrated stated to 290 km/h for normal FK 14 B2 version and 305 km/h for FK 14 B2 SW (short wing 8.5 m).

It´s his personal "thing", a bit airforce nerdy, and mostly that he actually prefers the feel that way. You can check out Elias channel if you like, he´s in the comments here and also on my main page. There´s a good playlist at his channel.