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 450 510-1700 www.puma-aircraft.com
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