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Preflight Engine To preflight
the engine on the Aventura II, check to make sure the ignition switch is
in the OFF position. Lower the flaps, place a short step ladder below
the engine on pilots side of the hull. Reach forward and remove the oil
tank cap and oil dipstick. Now turn the engine over by hand, turning in
the direction of engine rotation until a "gurgling sound" is heard
coming from the oil tank. Replace the oil stick into the oil can and
then remove it and check the oil, Remember to replace the dipstick and oil cap!
Remove the radiator reservoir cap and check the coolant. The
level should be even with the center of the tank, more than that and
fluid will vent out when it expands after the engine comes up to
operating temperature.
Editors Note: Rotax has RECENTLY updated the radiator
cap from 14lbs to 18 lbs.
Editors Note: Rotax has updated the oil dipstick on the 912 series of
engines, the top of the old dipstick was round the new dip sticks tops
are rectangular.
Look for any signs of leakage in the oil or radiator
system. Check the spark plug caps. Check the ignition boxes and wiring.
CAREFULLY check for signs of corrosion on ground cables, and wiring,
especially if the craft is flown near salt water.
Move the step ladder over to the other side of the
engine and check the exhaust system, springs , optional alternator belts
and brackets if installed. Remember you are flying a PUSHER anything
that comes off the plane is going through the PROP!
Editors Note: Exhaust springs should be safety wired and filled from tip
to tip with silicone. This prevents any broken spring parts from flying
into the prop. Another recommended update is changing out the springs to
the new style of system shown here.
 We are flying on a three blade medium IVOPROP. Check
to make sure that the movement tape is in tact on all three blades.
If
the tape has broken DO NOT fly the plane until the prop has been checked
and all of the bolts have been properly torqued.
Broken tape means that
the bolts are loose and the blades are moving in the hub.
If you do not have a step ladder the Aventura has a
step located on the middle of the main boom directly below the engine
that can be used carry your weight for doing an engine preflight. It is
a little awkward, and is not something I would recommend using if the engine
is
still hot!
The rest of the plane is easy to preflight, as all of
the control systems are out in the open and easy to get access to. Of
course the hull should be checked from damage and water, this can be done by simply
turning the bilge pump on. It is located in the center section of the
lowest part of the hull, with an outlet about half way up the hull on
the pilots side.
The Aventura II also has two inspection and
maintenance hatches, one on either side of the upper hull body enclosure
just below the engine.
Before taking off lets fuel the plane up using premium
unleaded automotive gas. The filler cap for the optional 18 gallon tank, (12 gallon is
standard) can be found just behind the pilot seating area on the outside
of the plane. If you look between the seats you can see the fuel tank,
on this unit the owner has marked lines on the tank for various levels
of fuel, 2, 4, 6, 8, 10 and 12 gallons. You can also use fuel gauge located on the far right hand side of the dash.
Now that we’ve done our preflight and
fueled up lets board the plane. I will be flying from the right hand seat.
Since I am short a 5' 6" I will have to put my right foot up on the tire, support
myself
with my left hand on the upper windshield, and step onto the seat with
my left foot, bring my other foot in and then slide down into the
seat.
Once in I do up the aviation style seat belt with
shoulder harness. (These are an improvement over the old Buc that just
had a lap belt.) Slip on the headset and connect and turn on the
intercom. Travis Jay has come down to the show to help the folks at
Aero Adventure out and will be flying with me to make sure I bring this
old girl back in one piece. Okay let's bring
her to life! Check to make sure the throttle is at idle, apply the
choke, turn the master, and two ignition switches on. Check the area for
bystanders, if looks good YELL
CLEAR PROP!
Wait a second or two just incase we missed someone or something, then
engage the starter.
The Rotax 912 S turns over and then kicks back, but
does not start. We try again same thing. Since this is a newer 912S, it
is equipped with the slipper clutch, and heavier electric start motor,
which should eliminate the hard starting. The
problem may be that too small an amperage battery is being used, Rotax
recommends a minimum 18 amp hour or more or because the battery is
located in the nose we may be loosing some juice through the cables
going back to the starter. The 912S comes to
life on the third try, as it does I release the choke and the engine
settles into a nice smooth idle. We've taxied out of the staging area,
and into the departure area. Ground steering on the rudder pedals is
very positive, visibility over the nose even for me is good. I use to
have to lean a little forward to see over the Buc II nose while taxiing.
Because of the slight cross and tail wind I am going
to follow Travis along as he takes off. He deploys 20 degrees of flaps
and waits for the signal from the flagman. We are given the green light
to go. Travis has brought the stick back to neutral, as he gently but
authoritatively applies power in one steady motion. The plane's tail
begins to lift, he applies a little more back pressure to help keep it
down, and a little right rudder and left stick to compensate for the
torque and cross wind. With over half a tank of fuel, two pilots and
gear the Aventura II is airborne in about 250 feet.
Setting into a nice gentle climb at around 65 the VSI
reads just over 600 feet per minute. At around 400 feet we level off,
retract the flaps and set out for Lake Parker where we will be doing
some work on the water. The plane settles in at 75 mph at 5200 rpm. (5
to 10 mph faster the a Buc II similarly equipped.)
 But
Houston we have a problem! Glancing at the instruments our oil pressure
is just above 20 lbs. It would normally start out around 80 lbs. and
drop down to 55 after the engine warms up!
I bring this to Travis's attention and he indicates
that the gauge has been reading like that since he started flying the
plane. Since the oil temperature and water temp
are showing in the area 180 degrees F, and the EGT's around 1200 it
appears the engine is running cold. If it was being starved for oil it
should be running hot or NOT running at all. Rotax 912 engines are not
known for running very long when short on oil!
Editors Note: The oil temperature on a 912 should run around 230 degree
F, the water temp 200 to 215. The 912 series of engines need to run
these temperatures to "clean themselves out." EGT’s will generally sit
around 1450 F.
We continue on the Lake Parker, staying below 500 feet
until we get out of the restricted area around Sun N Fun and then climb
up to 1,000 feet. At Lake Parker we do a circuit of the lake checking
for traffic and wind direction. Then set up for an approach, loosing
altitude in the circuit until we turn final at around 250 feet.
We reduce power to 3,000 rpm, deploy flap, retract the
electric gear by simply moving the handle up and then back. The green
light on the dash changes to blue to indicate gear is up and locked.
Set up an approach speed of 65 and come it at what I consider to be a
fairly flat angle. With this power setting we basically come in and land
the plane on the water, once the plane touches, power is reduced and the
plane settles into the water! Can't get much easier than that!
But I am not use to coming in with power, I prefer to
back power down to idle and make my approach so that I am turning final
at around 700 feet. That way if the engine quits I can still make a safe
landing. Also I find if you continually use power to land, the one time
power isn't available for whatever reason, you have a problem.
So let's try another one without power. As we turn back
to set up for take off the one sponsor is dragging in the water because
of the cross wind, making it difficult to turn. We back power down and
then try it again. This time applying opposite aileron and a blast of
power, she comes around without any problem. Just like the old Buc II be
prepared to get at least you hand and arm wet as you come around. It's
nice to know something's haven't changed.
Another improvement over the Buc II is that the Aventura
has a solid fiberglass top rear deck. On the Buc II this area was dacron
sail cloth, which was attached to the hull using velcro. Water would
enter the hull in this area. Also the velcro and or the glue holding the
velcro to the hull would separate which resulting in water entering the
hull, or worse the fabric being sucked into the prop. Now
taking off from water was one problem that pilots, new pilots
particularly could have with the old Buc II's. The procedure was, stick
just forward of neutral, full power, compensate for the overhead thrust
with back pressure on the stick as needed. Get her up on the step and
then apply just the right amount of pressure on the stick to keep it
from porpoising! If your timing was off, especially in glassy calm
conditions you found yourself riding a bucking bronco! This same
scenario happens on landing. The Aventura II
showed no signs of that during landing. Nor during take off. We
basically did the same procedure. 20 degrees of flap, stick to neutral,
full power, plane comes up on the step, gains speed with no indication
of any trend to porpoise, at around 45 mph lifts off and sets up in a
nice climb out at 65 mph.
We climb to altitude and set up in the circuit, on
base I bring the power back to idle, flaps are still extended. The plane
sets up in a gentle nose down glide, at 20 feet I start to level, 10 feet
level, she floats in ground effect for about another 75 feet and then
touches down, and settles into the water.
We play around doing some fast step taxiing, take-offs
and landings for another 30 minutes. The Aventura II gives you excellent
feel and feed back in all aspects of it's operations.
Taking off and climbing out to altitude we steer clear of Sun N Fun
and level off at 1800 feet and set up as if we
are going on a nice cross country. 5200 rpm, produces 75 mph, we adjust the
trim, located between the seats. A pilot could easily and comfortably
fly this plane hands off for hours once it is trimmed.
We are using noise cancelling head sets, that are voice
activated. Conversations between the two of us is relatively noise
free, and I was quite surprised that the cabin noise was low enough that
headsets were not continually clicking on and off.
Turns on the Aventura II are effortless. You check the area out that you
want to turn into. Apply light rudder pressure in the direction you want
to turn, and the plane comes around. To come out of the turn just
release the pressure and apply a little opposite aileron and you back
straight and level.
One thing you will notice, just like on the Buc II, is
that there is a pile of pressure on the stick when you use the ailerons.
The saving grace is that you only have to move them a little, and that
the plane is extremely rudder dominated.
For those wanting a little more excitement,
application of a lot of rudder and aileron will really make this angel
do a dance in the sky! But for the old guys like me that want, comfort
and relaxation, with no headaches or surprises, the Aventura II fits the
bill. Especially in a stall.
Applying full power and climbing out with stick all
the way back will only caused the plane to shudder she refused to drop
her nose. With power back to an idle and full rear stick she started a
little shutter at around 55 and then dropped her nose gently,
automatically starting to fly 25 feet later.
With 20 degrees of flap, and stick all the way back she simply
shuddered, the nose would drop 5 or 10 feet and then start to fly. For a
plane of this size, drag, and with a gross weight of nearly 1450 lbs. that is testament
to how well it was designed. But all things must
come to an end. It is time to get back to the airfield. We head back
loosing altitude on route and enter the circuit. At about 300 feet on
final we drop the gear, the blue light changes to green. Deploy flaps,
the plane slows to 65 mph, sets up and nice gentle glide. With the
engine at 3,000 rpm we touch down in a three point stance, bring the
throttle back, apply the brakes and taxi back into the staging area.
Where half a dozen prospective customers are anxiously
waiting to take my place in the plane. |
