Located about six hours north east of Toronto, on the border of Ontario and
Quebec, just 20 minutes from Montreal, is the sleepy little town of Hawkesbury.
It has a population of just over 10,000 people with 80% of these being Francophones.
As you drive into town on HWY 17 coming from the Trans Canada HWY, you have to
be very careful that you do not drive by 3435 County Road #17.
This is the location of Hawkesbury East Airport, home of Focus Sport Aviation
owned and operated by Gina Tremblay and Gerry deGrosbois.
Gina and Gerry run a full time ultralight flight training facility from the
airport training on the Aerocruiser and more recently the PUMA. Hawkesbury East
is also the home base for North American Distributor of the PUMA, Humberto
Dramisino of Otreb Technologies. Humberto contacted me in mid summer of 2007
with an invitation to come over and fly the PUMA if I was in the area.
As it happened in early December I was doing a test flight and service call
in the Kingston and Ottawa areas and decided to give him a call, to see if the
invitation was still on. One thing led to another and a meeting was set for 9
a.m. Monday morning.
Unfortunately Humberto got tied up in traffic and then had a meeting to go.
This gave me some time to talk to Gina Tremblay and Gerry deGrosbois of Focus
Sport Aviation and enjoy their hospitality. But I was not the only one!
A couple
of conventional pilots were out flying and dropped in. They were treated as if
they were family members that Gina and Gerry hadn't seen in some time. Over
lunch, and an endless pot of coffee, we all reminiscent about our flying
adventures.
After lunch Humberto checked the two fuel drains in the wing tanks, and the
gascalator for water in the system, and then pulled the PUMA out of the hangar.
Gerry brought out a small 4 step ladder to fuel up the PUMA's two wing tanks.
For those of you who have tried fueling a wing tank it can be a little awkward
getting the 5 gallon fuel tank nozzle into the wing tanks without spilling fuel
all over the wing.
The trick is to use a product called the "Super Syphon," with it you place
the fuel can on the wing, install one end of the hose into the wing tank, place
the other end into the 5 gallon fuel can, jig the line a couple of times and the
fuel flows effortlessly into the wing tank, with no spilling.
While Gerry was fueling the plane I began a preflight. To do a thorough
preflight on the engine, you have to remove the engine cowls.
This requires a screw driver, to unscrew the series of snap lock
screws located at the junction of the upper and lower cowl, and along the side
of the firewall. To remove the top cowl takes about a minute to remove both
cowls three to 4 minutes. To check the oil, and radiator fluid levels requires
removal of only the top cowl.
Once the cowls are removed the engine can be easily preflighted. The engine
is supported by the
Rotax recommended style of two piece engine mount. The PUMA factory does an
excellent job on their Rotax 912 engine installation of having a place for
everything and having everything neatly in it's place.
Several things you will notice that are different on the PUMA, are that rather
than using the Rotax supplied exhaust, the PUMA comes standard with a dual
exhaust system from Toucan.
It also comes standard with a thermostat in the oil
system, and it uses two K&N air filters rather than the big bulky aluminum air
box system offered by Rotax.
Inspection of the prop revealed no signs of problems, but the wooden prop had
a spinner on it. Pilots should be aware that wooden props tend to swell and
shrink with temperature changes. This can lead to improper torque on the prop
bolts. If flying on aircraft equipped with wooden props and spinners it is
recommended that the spinner be removed and the torque be checked regularly.
Preflighting the control system on the PUMA is easy. All of the control
systems are out in the open and easily accessible. The rudder and ailerons are
operated by cable while the elevator is via push pull tube. These run back
through the center section of the plane. Looking back from the seat you can see the entire
length of the interior of the fuselage.
Checking the wheels, brakes and wheel pants I noticed a small steel cable
running down to the ground, the PUMA comes equipped with two ground cables to
help prevent static discharge during fueling. All of the wing attachment points
are out in the open and the airspeed indicator tubing runs up through the middle
of the streamlined strut.
After I had finished my preflight Humberto, removed a single pin located
under the seat cushion and moved the right seat forward to better fit my 5'6"
frame. With the pin replaced the seat again is locked into position.
The doors
are hinged at the front, and the struts are located behind the door opening.
This means that they do not interfere with pilots entering or exiting the
craft. Add to this short control sticks and even the largest of pilot will not
have a problem getting in or out of the PUMA.
Once in and seated I did up my seat belt and should harness, while Gerry
deGrosbois of Focus Sport Aviation, who is over 6 feet tall climbed into the
other seat. One thing I should mention here is that it is early December and the
wind is REALLY blowing and the temperature is bone chilling COLD! Both Gerry and
I were dressed for these conditions, but even dressed this way, there was plenty
of room for both of us in the 44 inch wide PUMA cabin.
With both of buckled up, headsets on, radio on, it was time to fire up the 80
HP Rotax 912. A check of the fuel shut off valves reveals they are both in the
on position. Throttle at an idle, choke on, ignition on, turn the key. The
engine turns over about three revolutions and fires up. Easing back on the
choke, the engine starts to idle a little smoother, and then begins purring like
a kitten.
The engine comes up to operating temperature in about half the time
it would normally take, due to the thermostat in the oil system. When it
does hits the switch for the fan on the in cabin heater, which
surprisingly begins warming the cabin almost immediately.
As we taxi out on to the runway Gerry goes over the control systems,
and speeds with me. Since this is my first time in the PUMA I ask him
take off and do a circuit with me following along on the controls. It is
now about 2 o'clock in the afternoon, the wind is coming across the
runway at an angle, gusting between 20 and 25 mph.
Over the voice activated headsets I hear him go through the standard
radio preflight checks and notifications. He then glances at the
electric trim gauge, hits the electric trim switch to bring the trim to
neutral. Looking out at the rear of the wing he deploys what looks to be
about 15 degrees of flap.
As he advances the throttle the nose immediately starts to lift,
about 150 feet and 40 mph we lift off seconds later at about 500 feet
Gerry retracts the flaps and we continue climbing out at just over 1,000
feet per minute at 80 mph. We climb out to about 2,000 feet do a gentle
turn to the left and then left again and Gerry sets up on the downwind
leg. Brings the power back to 5,000 rpm, the airspeed indicator is
showing 115 mph.
Visibility forward, and to the sides is excellent, with the overhead
skylight giving an additional view for safety. Entering base Gerry pulls
the power back and sets up for a nice gentle glide. About half way
across base he deploys flap, then turns to enter final. With flap on
approach speed is 65 mph, at about 15 feet we begin to round out, we
float in ground effect for about 100 feet, and then the mains touch,
Gerry holds a little pressure on the stick to hold the nose off and then
as it touches he deploys the brakes, and then using the right brake
turns us around so that we are heading back down the runway.
As we taxi back I ask Gerry to release the controls to me. Steering
on the PUMA at anything above an idle is done via the rudder. The trick
is to keep as little pressure as possible on the nosewheel so that the
rudder can effectively steer the plane. At slower speeds you use the
brakes, with the assistance of the throttle.
Taxiing back the wind was coming from our rear and side, which meant
I had to use both rudder and brake to keep the plane straight. As I
approached the end of the runway and tried to turn around I was having a
problem turning. To turn left, from a stopped position meant that I had
to apply the left brake, and at the same time apply a burst of power.
With both the throttle and the brakes centrally located it meant I had
my left hand on the brake with my right hand coming across in front of
my body working the Vernier style throttle which requires you to push in
on a button release while at the same time you to push the throttle in
or pull it out apply or reduce power.
On this first attempt I felt very uncomfortable with this and asked Gerry to
take over and bring the plane back around to set up for take off. Gerry appeared
to have no problem doing this, despite the fact that it looked very awkward with
both his right and left hands coming across to the center of the plane.
Since Gerry had taken the plane of with flap I decided to try it
without flaps. Applying power again brought the nose up almost
immediately, we picked up rapidly picked up speed, after about 300 feet
and at about 45 mph we lifted off. I started a gentle climb out, seconds
later glancing at the airspeed I was doing nearly 95 mph! A little
back pressure on the stick brought me back to 85, with a climb rate of
1200 feet per minute.
Now I weigh in at 200 lbs, Gerry probably closer to 180 lbs., our
fuel tanks were nearly full, and we were flying on ONLY an 80 HP Rotax
912! There are many Advanced Ultralight and Lightsport aircraft that
don't give this kind of performance when equipped with a 912 S 100 HP
Rotax!
We climbed out again to 2,000 feet and set up to enter the circuit on
the downwind leg. I decided come a little higher than Gerry, to bring
the power back a little earlier, and to deploy flaps a little later to
see what type of glide ratio the PUMA had.
In doing so I completely blew
the approach! The plane cuts through the air like a hot knife through
butter, I was on final but was way to high to make a safe approach for a
landing.
So I climbed out again and set up for another circuit. Again
coming in high but setting up on final about a mile from the field. Slow
the plane down to 75, bring the engine back to an idle, deploy what I
think is about 15 degrees of flap.
The plane even with the gusty,
crosswind is coming in like it is on a cable. Still a little high, apply
right rudder and a little left stick, the PUMA responds with a nice
gentle forward slip. I keep the slip in until about 50 feet off the
ground then straighten her out and touch down right where the numbers
would normally be. (Grass strip - No numbers).
Down on the ground I feel the crosswind pushing the plane over to the
right, I apply left aileron and rudder and reach over to give myself a
little left brake. As I slow to a stop and try to turn, I find I am
still having a little problem adjusting to the throttle and brake
arrangement but manage to get it around and back down to the end of the
runway.
Since we have taken off with no flap and 15 degrees of flap I decide
to try it with full flap. Again the nose wheel comes off the ground
immediately on application of power. BUT we lift off in less than 50
feet at just over 35 mph. The plane feels a little mushy so I let it pick
up a little speed in ground effect and then start a gentle climb out,
retracting the flaps as I climbed out.
I asked Gerry to take over the controls, and climb out to altitude so
we could do some stalls and turns, while I set up my video camera so I
could get some video of the the instruments, cabin visibility etc.
Glancing at the engine instruments which are located in the center
section of the instrument panel revealed that all of the gauges were in
the green areas, recommended by Rotax. The PUMA is one of the few ultralight/lightsport aircraft that I have
flown where the manufacturer has designed his systems so that they all
follow Rotax recommendations.
We take her up to 3,000 feet, use the radio to let any traffic in the
area know that we are going to be do some work with stalls. Gently
bring the power back to idle, hold the plane level with back pressure on
the stick. At around 60 mph I feel the plane shudder a little, at 55 mph,
the nose dropped straight over with no tendency of any wing drop, a
little forward stick and 50 feet later we are back flying.
We then climbed back up to 3,000 feet. This time applying about 20
degrees of flap. Power to an idle, back pressure on the stick, again the
PUMA gives a little shudder, this time around 50 mph, with a break at 45
mph, but the nose only drops about 15 feet and we were flying again.
I ask Gerry to take over the controls again, so that I can time a
climb from straight and level cruising flight through 1 minute of full
power application. I give Gerry the signal to go and start the timer. 60
seconds later we have climbed through 1250 feet.
Next I tried doing right and left turns using just the rudder. Then
right and left turns using just the ailerons. The plane responded
exceptionally well with no tendency to drop a wing while using the
rudder, and no problem initiating or bring the plane out of a turn with
just the ailerons.
Setting the throttle at 5,000 rpm produces 115 mph indicated. With
the plane trimmed pulling back on the stick and releasing it the planes
did two small oscillations and then came back to level flight. The same
when the stick was pushed forward and released.
With the plane trimmed for straight and level flight Gerry took over
the controls, let go of the stick and with only the rudder pedals did a
complete 360 degree turn first to the left and then to the right.
Back at cruise I removed my headset to judge the cabin noise. I was
surprised to find that the headphones we were using were so effective,
as the cabin noise was louder than I expected. Then I realized that the
rear of the cabin was open all the way to the back of the plane. This
was amplifying the noise in the cabin.
I also believe that the dual Toucan exhaust system, was just a little
noisier than the standard Rotax system. But it is probably contributing
to the extra power that the 80 HP Rotax 912 seemed have.
Most other ultralight and lightsport aircraft I have flown have a
rear partition separating the cabin from the fuselage, which
considerably cuts down the noise. This is even more effective in a
composite style of fuselage as this style of material tends to absorb
noise better than a metal or fabric.
Time to head back for one more landing. This time I decide to try a
full flap approach. As I apply the flaps I notice the pressure increase
on the stick. Gerry asks if I want to trim it out, but I decide that to
leave it as is, to better feel the plane as I come in.
I have set up on final with an approach speed of 55 mph. The wind has
changed directions and while still strong and gusty it is now blowing
straight down the runway. Still a little high, a little forward slip,
holding it in until about 25 feet, straighten it out, at about 15 feet I
feel it in ground effect, touch down on the mains at what seems to be
just over a fast walking pace!
Apply brakes and we have stopped and turned around in less than 50
feet!
Summary:
The PUMA is a well designed aircraft, built with technology that
is on the leading edge of our sport. As mentioned it's performance with
only the 80 HP 912 is exceptional. It is a very comfortable plane to
fly, with great visibility.
There are a couple of negatives that I feel detracted from the mostly
positive feeling I got from flying the PUMA.
The steering, and throttle arrangement.
If the PUMA had throttles on the left and right hand side versus only in
the center I probably would not have reported this as a negative factor
in the plane. Better yet would be dual throttles with toe
brakes.
As of this writing December 2007 the Italian factory has produced 65
aircraft, which is low compared to the years they have been in business.
A positive to this is that many of these planes are being successfully
used in a training environment.
Currently there is only one PUMA
flying in North America, with two others in cargo containers on route to
Canada from Italy.
That said the PUMA as a Canadian advanced/basic ultralight, or as a
lightsport aircraft in the U.S. rates very high. Especially when you
consider that it is priced mid range for this category, while delivering
many high end features.
Editors Notes:
Since I did this flight report, Humberto has installed a 1 inch foam
barrier directly behind the pilot seats to separate the cabin from the
fuselage.
He has also changed the positioning of the brake lever handles so
that they give more leverage on application. I found I had to apply
quite a bit of pressure to get them to work. By lowering the pivot point
on the lever it means the pilot does not have to apply as much pressure,
and he has more lever action.
For More information contact:
Otreb Technologies Inc. 2561 rue De la Symphonie
ST-Lazare J7T-3L1 QC
CANADA
514 581-5577
Fax 450 510-1700
www.puma-aircraft.com
Light Sport Aircraft News Web Magazine PO Box 1710 Holland Landing
Ontario Canada L9N 1P2 647-723-8767.
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