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AN-24 |
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Dave Edward - Sep 03,2004
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Hi Dave:<br /> <br />My thanks for passing on the comments from the SeaRey gang. It is appreciated. I have several good friends among that fine fraternity. Frankly, I am completely surprised at the level of interest as these are 'early days' with respect to this project. <br /> <br />I want to make it very clear that I do not see the A-24 as a threat to the SeaRey. I also want to make it equally clear that I have a very high level of respect for Kerry, Page, Wayne and all the gang down at SeaRey. Kerry came up with an excellent design (which in itself is a remarkable accomplishment), and converted that design into a fine aircraft kit that his company has been able to sell at an attractive price. He has also systematically improved the aircraft over the years. Additionally, Kerry and his hard-working gang have provided excellent customer support (which is not always found in the industry) and above all else, they have operated their business in a stable, intelligent fashion, resulting in the fact that Searey remains a viable and dynamic business...... something that I hope all SeaRey owners appreciate. Having been heavily involved over the last few years in resuscitating a remarkable aircraft (the Venture), without factory support, I can tell you that Searey's continued business success and the <br />personable way in which it is operated should be considered a blessing by all who are involved with the aircraft.<br /> <br />Additionally, having flown the SeaRey and having been involved with the construction of a SeaRey kit, I also know that it represents excellent value for the dollars and time invested. Little wonder that it is so popular and so well liked in the field.<br /> <br />As I mentioned to you, my preference with respect to the A-24 has been to maintain a low profile while I worked through a massive amount of detail work, due diligence, licensing procedures etc. After all, there is very little to be gained by talking about a project of this type until one is reasonably certain that it is viable with respect to its aerodynamic and hydrodynamic design principles, its various construction methodologies, its flight characteristics, the probability that it can meet or be accepted within a specific licensing category, the costs and risks involved in 'container' transportation, the required import procedures etc., primarily because any one of these items could have caused the whole effort to be shelved. Delightfully, and in spite of the passage of a full year, I have found no reason to drop the project and am reasonably confident that the results will justify the effort. <br /> <br />As you are well aware, I have acquired sufficient experience in the aerospace game to know that the well-worn phrase 'Want to make a small fortune in Aerospace?.... start with a large fortune.' has a sobering degree of truth in it. For this reason, the 'due diligence' process with respect to Aeroprakt was lengthy and detailed. Ditto for the A-24. Delightfully, both the company and the A-24 passed muster. That said, it should be clearly understood that until I have spent serious time with the aircraft and wrung it out, until a reasonable understanding has been developed as to its reliability while operating in demanding Canadian circumstances, and until we can ascertain its maintenance requirements and costs, the A-24 is and will remain strictly a 'work-in progress' situation. Yes, at this stage I am impressed with all aspects of its design pedigree, its robust, 'Dehavilland-like' construction and the attention to details evident in its assembly. Nevertheless, the proof of its worth will come only after it has been 'beaten up' over the next several months. If it goes as well as I expect, by next spring, I may be able to report on its good (or not-so-good) qualities. At this point, 'time-will-tell'. <br /> <br />There are a few items that interested parties should be aware of: In no particular order, they include the following.<br /> <br />Aeroprakt is located in Kiev. It is a Ukranian company, not Russian. That said, there are many Russian 'influences' apparent in Aeroprakt's aircraft, including the well-known Russian penchant for designing and building aircraft that can operate reliably in rough environments and demanding field conditions.<br /> <br />While the A-24 meets most of the LSA licensing requirements, once the LSA rules were examined in detail, I provided detailed commentary to Aeroprakt in which I stated that it did not make sense to endeavour to have the A-24 licensed within this category. Yes, the LSA market will be both large and vibrant and yes, it might have been possible to 'shoe-horn' the design, but to do so would have imposed severe restrictions on its capabilities and eliminated some if its more important features. By way of example, its current 680 pound useful load would have been gutted and/or its obvious robustness would have been sacrificed. As a consequence of the above, the aircraft will likely be available only in 'quick-build' kit form and will likely be licensed only under the 'experimental' ('Homebuilt' in Canada) category.<br /> <br /> The A-24 has been designed to take advantage of a variety of aerospace construction methodologies. The hull is constructed largely of sandwich composites, while the wing and flight control sub-assemblies employ formed aluminum ribs, built-up aluminum spars, riveted aluminum skins and some fabric-covered surfaces.<br /> <br />While the aircraft has been tested and flown with all three Rotax four stroke engines, the 912S or the 914 will likely be the engine of choice for most folks. While climb always benefits from added horsepower, the aircraft's high aspect ratio flight surfaces provide efficient lift characteristics, hence the added maintenance requirements that accompany a 'turbo' are not really required. Our first A-24 will be 912S equipped. <br /> <br />In standard configuration, the aircraft carries 23 gallons in two wing tanks, which should provide in excess of four hours of flight duration. Given its ample storage volumes, additional tankage can be added. <br /> <br />The aircraft sports very consequential storage capacity both within the nose as well as behind the seats. For this camping enthusiast, this item ranks high on the list. <br /> <br />Aeroprakt devoted much attention to the hydrodynamic characteristics of the hull. As a consequence of this, the loft lines are quite unusual. The pronounced bow 'cleavage' (for lack of a more descriptive term) in particular is very noticeable. Far too many years spent building and campaigning the Tornado Catamaran (by far the 'hottest' of the Olympic sailing class boats) perhaps overly-'sensitized' me to the need to 'keep the bow from burying' and of course the 'costs' associated with a 'pitch-pole' event with respect to an amphibious aircraft are infinitely larger. The A-24 hull volume-to-total-airframe-weight ratio appears to be excellent and the bottom of the A-24 hull also includes a remarkable 'web' comprised of several very high (deep) longitutional strength members. As a consequence of the above-noted hull characteristics, the aircraft has the potential to be a decent rough water (a relative term) performer, but again, time and testing will provide the required hard evidence. Colour me cynical but physics-derived hopeful on this issue.<br /> <br />No A-24 has been previously imported into North America, hence gathering hard data has not been easy. What flight and water-borne data I have gathered is strictly anecdotal and comes from sources that I cannot confirm as being 'objective'. Put another way, those who have flown the aircraft in its native land are most enthusiastic but their breadth of amphibious experience might not be broad. Their comments have been 'encouraging'.<br /> <br />Particular attention has been devoted to the landing gear and its associated retraction system. Both are extremely robust and appear to be, if anything, over-designed/built. I can live happily with that. <br /> <br />The A-24 carries three seats, two side-by-side up front and one in the rear (and with close to 700 pounds of useable load, that rear seat might even be occupied on occasion by a smallish person). It has a variable pitch prop. Both the extra seat as well as the variable pitch prop would have to be discarded under the LSA rules. No way, 'niet'. They stay. <br /> <br />The engine is completely cowled and considerable attention has been devoted to reducing cooling drag. A cockpit heating system is available..... not an option up here!!!<br /> <br />I spent considerable time examining the engineering details of many aspects of ther A-24. I was particularly interested in load path distributions, especially as they relate to the high aspect ratio flight surfaces as well as with respect to the high 'T' tail, and the engine mount. In all respects I came away impressed. Both proved to be 'robust' to say the least. In essence, the A-24 airframe reminds me of both Dehavilland and Mooney products....both of which might be built to lower weights, but neither of which are going to fail under duress.<br /> <br />The aircraft performance numbers are impressive on paper but I will discuss them only after verifying them. <br /> <br />It should also be noted that A-24 delivery is going to be slow for the near term as the factory is in the early stages of production ramp-up. <br /> <br />In closing, I would like to suggest that while I think the A-24 is going to prove to be an solid performer, there is always the risk that it will not live up to its apparent potential. Additionally, there is a great deal of work that must be completed before an A-24 kit appears. Some time in the new year, I will set up a dedicated web site so that interested parties can follow its progress. The one thing I can promise is that the information provided will be as accurate as I can make it. <br /> <br />Finally Dave, if you wish to share my comments with interested parties, please feel free to do so, but only if my commentary is provided in full. I hate 'paraphrasing' as inaccurate beliefs arise thereof.<br /> <br />Best regards,<br /> <br /> Larry <br /> <br /> <br /> <br />
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Thomas Alexander Bowden - Jun 11,2008
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Any ideal of the price a kit may cost? How much did it cost you to get one imported?
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Bruno Grondin - Jun 12,2008
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PA is working on a 4 places now for over 4 or 5 years... Does anyone knows where they are in the progress... Kerry told me last year that they where suppose to fly it to Oshkosh last year. I saw it when I went to PA's installations 4 or 5 years ago and it looks similar to the A-24 but 4 places.
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Thomas Alexander Bowden - Jun 12,2008
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I saw it about a month ago, its still just a fuselage sitting in the back of the warehouse.
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Bruno Grondin - Jun 12,2008
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Too bad......
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Larry Woods - Jun 12,2008
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Hi Thomas:<br /><br />The basic A-24 'Quick Build Kit' (minus engine, prop, avionics) currently sells for $80,000 up here in Canada.<br /><br />The price of the Rotax 912-S varies rather dramatically with the US dollar - Euro exchange rate. Reckon on a bit over $20,000 The variable pitch prop (Kievprop) sells for $2950. <br /><br />Of course, the US dollar has already lost 40 % of its buying power over the last few years (and is likely to fall much more, courtesy of the insane 'money printing' and the attempts being made to prop up the failing US bank system), hence 'prices are subject to change'.<br /><br />Best,<br />Larry. <br /><br />
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