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A-24 |
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Larry Woods - Nov 19,2006
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Hi gang:<br /><br />Over the last several months, many list members have emailed me to request that I post comments and pictures relating to my 2 year involvement with the 3 seat A-24 amphibian, built by Aeroprakt of Ukraine. I have been reluctant to do this as there was considerable concern on my part as to just how good an aircraft it would turn out to be and also whether it could be properly licensed here in North America. At this point in time, with my A-24 fully licensed (with close to 40 hours having been posted into its journey log), with many takeoffs and landings now having been performed (including several hours of water work), and having spent considerable time in the factory, I now have few qualms about providing some views. <br /><br />I must admit to being fearful with respect to posting pictures, as my artistic skills in photography are nil and the standards set by many posters on this board are truly superb. That said, I would be happy to post any that might be of interest to members of the thread.<br /><br />Here are a few comments to act as a starting point.<br /><br />My A-24 weighs in at slightly over 1,000 pounds, with a jazzy panel installed (BMA 'Sport' EFIS, etc,.... I am an electronics freak). Gross weight is 1656 pounds.<br /><br />It is a true 3 seat aircraft. I watched several 3 person (full adult) flights take place while I was in Ukraine, both from a grass strip as well as from the water. I have not yet flown with more than 2 aboard but I am not concerned about the aircraft's ability to so do. It appeared to me that the added third person did not seem to detract much from the A-24's excellent takeoff and climb performance.<br /><br />The A-24 does provide excellent climb and takeoff performance. Our current weather is quite cool now and of course this always helps but with full fuel and 2 aboard, I routinely see 750 to 800 fpm climb rates. It gets off our runway in well under 400 feet using 10 degrees of flap. I have not precisely measured the water takeoff distances but they require very little time or distance (more on this as weather permits). <br /><br />Landings on grass or hard surfaces are routine, .... so long as one accepts and adjusts for the added 'mass' and side area provided by the longish fuselage and high 'T' tail. Approach is made at 60 mph (just over 50 K) and touchdown occurs at around 48 to 54 mph. 20 degrees of flap is standard.<br /><br />I have made several two way speed runs using GPS. The key for me is that the aircraft delivers an honest 85 knots at 65% power. Earlier, I thought it might come in a bit slower than advertised but once I balanced and adjusted the Kievprop variable pitch prop, the speed moved up. I am very pleased with this performance on the installed 912S Rotax. By the way, it is extremely smooth running. I really like this prop! <br /><br />The A-24 is robust! It was designed and is built to operate from 'unimproved fields' and rough conditions. By way of example, the landing gear looks like it would support a tank! I have no concerns about its long term reliability or about its ability to handle extreme conditions.<br /><br />I do not have enough water experience under my belt to comment yet on its rough water capabilities. More on this as time goes by. The one thing I can say is that it is very 'forgiving' in its landing characteristics. While working with the aircraft's designer, Yuri, I asked him if I could land it a bit 'tail down' as well as a bit 'nose down'. The A-24 handled both with no problems exhibited. <br /><br />It is worth noting that three A-24s have been accidentally landed in water with the gear down. None of them flipped. Damage was limited to delaminated lower hulls (nose area) in all three cases as well as one landing gear torn off on one of them. All three were repaired and returned to service. <br /><br />The aircraft is built to a very high standard. I was attracted to the A-24 when I noted that the company utilizes exactly the same kind of intricate, and expensive jigs and fixtures that one would see in, say, Dehavilland. Alignments are not a problem when this approach is taken.<br /><br />The aircraft engine is fully cowled and is mounted in tractor configuration. This equates with very little trim change with various power settings as well as few concerns about spray chewing up the prop.<br /><br />The A-24 also sports a high 'T' tail. I love this configuration as one does not have to worry about wave damage.<br /><br />The prop provides variable pitch that is controlled from the cockpit. It works very smoothly, is quiet and provides excellent torque. As an aside, I expected that the prop would be noisy as it rotates in close proximity to the windshield. In fact it is not as noisy as some pushers that I have flown. I suspect this is as a result of the windshield configuration which is well raked and well rounded. <br /><br />As is the case with all aircraft, there are some disadvantages:<br /> <br />The aircraft will be available only in 'quick-build kit' format. That said, and as I personally provided the submissions for kit approval, I can comment that this 'kit' will not be a difficult build. I estimate 300 hours for those who know what they are doing and 500 hours for a beginner. I designed the submissions such that all difficult sub assemblies are completed by the factory, leaving the more mundane (but easier) tasks for the builder. Much thought went into these submissions and I think the results will mirror this fact.<br /><br />The A-24 wing is high aspect ratio..... (read long). It spans 36 feet so the aircraft will not fit into all hangars. Yes that high aspect ratio wing provides excellent performance but one has to ensure that it can be housed. In a like manner, the 3 blade variable pitch composite prop also sits quite high. I managed to damage a blade when I forgot to orient the prop like a 'Y' before I pushed the A-24 into my hangar. Yuk! <br /><br />I commented earlier about the need to respect the added tail mass when landing. It took a while but I have now completed several landings in 10 to 12 knot 90 degree cross winds. You have to work at it but it isn't adrenalin-producing once one gets used to the control inputs. I think stronger cross winds could provide one with problems if one has not built up plenty of experience in the design. <br /><br />The most important characteristics this writer wants in an amphibian are robustness and an ability to deal with a variety of water conditions. The A-24 hull shape is quite different but it sure has been well designed and is well built. My experience with it on the water is quite limited but so far, I have been well pleased with its ability to forgive my ineptitudes as well as its ability to cart its gross weight on and off less-than-ideal water with little fuss. More on this as I build time.<br /><br />The A-24 won't be inexpensive. At the current time, one should expect a price in the $100 K range. <br /><br />The A-24 will not be available for several months. Aeroprakt will deliver 2 kits to me in the coming months. One of these kits will be built in my hangar so that we can complete a solid 'Builder's Manual' (and support video) as well as eliminate any 'bugs' that show up. At the same time, Aeroprakt hopes to increase its current limited A-24 output if demand so dictates. It makes a great deal of sense to me that both Aeroprakt as well as this writer, take lots of time at this stage to ensure that the product is delivered in a well-refined manner rather than see its reputation damaged before it gets out of the blocks. <br /><br />Hope this is helpful and I look forward to your comments and questions.<br /><br />Best,<br />Larry Woods <br />
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Dave Edward - Nov 19,2006
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Hi Larry...great synopsis and sounds like quite an airplane. It looks like this is not a SeaRey competitor...more like a step up to a certified a/c. Can't wait to see it on the water in Picton.
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Larry Woods - Nov 20,2006
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Hi Dave:<br /><br />I completely agree with your comments about the A-24 NOT being a competitor to the SeaRey. As I have posted elsewhere, I have huge respect for the team at PA and consider the Searey to be an excellent aircraft. I also admire the business approach taken by PA which is friendly, helpful, professional and down-to-earth. As well, the company has continued to update the design and improve the breed. Hard to ask for much more from a company. <br /><br />Many folks have no idea as to how difficult it is to maintain a business in the arcane world of 'experimental aircaft'. It is no 'walk in the park'. The SeaRey is a well established design that is found all over the world. This is no accident but rather a tribute to a great team and a fine product. I only hope that our efforts with respect to establishing the A-24 as a viable amphibian, come close to what PA has done. <br /><br />Producing a viable and commercially successful product is all about providing a high quality product, good service and finding a niche. The SeaRey quite justifiably dominates the entry level of the amphibious market. Like you, I see the A-24 as a step-up airframe. Time will tell if it can establish itself in this niche. Certainly Aeroprakt puts a remarkable amount of effort into turning out this competent, robust airframe. <br /><br />Best,<br />Larry
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Dan Nickens - Nov 19,2006
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Now, Larry, how are you going to sell A-24's when it is snowing? Clearly you need to bring that thing down here to Florida. I'll make some space in my hangar. Just leave the keys, eh?
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Larry Woods - Nov 20,2006
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Hi Dan:<br /><br />I have long since come to believe that Florida should hire you at almost ANY cost to promote the state. Your pictures are simply amazing and show us a Florida that is never seen by those who travel roads and interstate highways. Can't tell you how much I enjoy the pics as well as the descriptions and stories. <br /><br />Knowing that you and your pals actually land on non-solidified water throughout the winter, all the while wearing TEESHIRTS, sure causes much grinding of teeth up here,..... and I live in the 'Banana Belt of Canada'. (g)<br /><br />I may have to take you up on your offer..... especially once the oil in the 912-S starts to solidify in the crankcase later in the winter. (g)<br />As for 'leave the keys, eh' (good to see that your time up here impacted your speech), my two adult sons already have first dibs on them.... As it is, I can see that I will likely end up with very limited access to my own aircraft once they are seaplane qualified. (g)<br /><br />Very best,<br />Larry
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Charles Pickett - Nov 20,2006
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What defines the Banana Belt in Canada?
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Chris Vernon-Jarvis - Nov 20,2006
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Distance from Nairobi?
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Charles Pickett - Nov 20,2006
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'O' ok
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Larry Woods - Nov 20,2006
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Hi Charlie:<br /><br />I live just east of Hamilton in the 'Niagara Peninsula'. The winters here are somewhat 'moderated' by nearby Lake Ontario and by the Niagara escarpment, hence the whimsical entitlement. 'Moderated' means that the winters are not quite as cold as one would experience a half hour farther north, ..... it is still $#^%$# cold by Dan's Florida standards. (g)<br /><br />Best,<br />Larry<br />
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