The Gippsland GA-8 Airvan...
Thread Starter
The Gippsland GA-8 Airvan...
Hello all,
I've recently started to fly one at a jump-site and I'd like to hear what other users of the 'Van have to say about it.
regards
TDD
I've recently started to fly one at a jump-site and I'd like to hear what other users of the 'Van have to say about it.
regards
TDD
Join Date: Aug 2001
Location: UK
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I flew an Airvan for para dropping for a season when they first arrived in the UK. It was certainly an improvement on the 206 we used to have but was let down by its lack of power and poor climb rate above FL80 although I believe there is a turbo version available now.
Do the weight and balance carefully and don't be tempted to trade off too much fuel to lift that extra jumper. The trouble with the Airvan is that it has the space of an Islander but it really won't do the job of an Islander in spite of what the salesman might tell you.
If you fly out of a small strip, use the correct VREF (as I am sure you always do) - it will float and float if you don't. Finally, watch out for jumpers crowding in and around the exit. That wide door is ideal for group exits but four in the door and two on the step can and has resulted in a couple of stall/spin scenarios that I know of. Enjoy!
Ap
Do the weight and balance carefully and don't be tempted to trade off too much fuel to lift that extra jumper. The trouble with the Airvan is that it has the space of an Islander but it really won't do the job of an Islander in spite of what the salesman might tell you.
If you fly out of a small strip, use the correct VREF (as I am sure you always do) - it will float and float if you don't. Finally, watch out for jumpers crowding in and around the exit. That wide door is ideal for group exits but four in the door and two on the step can and has resulted in a couple of stall/spin scenarios that I know of. Enjoy!
Ap
Join Date: Jun 2007
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Uk Parachuting currently use one at Old Buckenham in Norfolk here's their website http://www.ukparachuting.co.uk/
They use G-VANA
Hope this Helps
They use G-VANA
Hope this Helps
Thread Starter
Hi all
So far; it's lovely to fly, being very stable once accurately trimmed out.It has a low-geared trim wheel, which falls nicely to hand, but which means lots of winding.The cockpit is cramped because the seat rails don't go far enough back to allow the seat to be slid back enough for tall pilots.Apparently, this was not possible as a structural frame prevents fitting extended rails.I'm told that this is being addressed by the company but it's a long while in coming....the cockpit is nicely arranged and has a bright, airy feel to it.The door windows are bulged out, meaning that the pilot can look almost straight down, which is very handy for accurate "spotting" for para-drops.The presence of an overhead panel gives it a big aircraft feel, as does the provision of two big control yokes.It's roll rate is good enough, lighter than Cessna 182 or 206, I'd say. The rudder, unusual looking though it is, is good enough,too.....there's a central pedestal for the engine controls, which also has a gate for the top of the pitch setting.The engine is limited to 2500 rpm by this gate but it can be over-ridden to give 2700 rpm for the full 300 hp....the steering is by direct linkage to the nosewheel and pilots are specifically warned to avoid dragging the large mainwheels by Cessna-style use of brakes to "assist" turning on the ground.the brakes are big and quite effective....space in the cockpit is a bit limited for stowage of chart,etc.There is a big door-pocket on either side but, if the door leaks, the pocket will fill with water! the doors are also slender and getting in is a squeeze for the bigger pilot...There are seat-back pockets but only a contortionist can reach them once seated.There are stowage areas under each seat but there are also placarded warnings not to use them!? ...the cabin is big, bright and is well-equipped with airvents, seat belt anchors, and cargo tie-downs.The big sliding main door, a strong selling point of the aircraft, is excellent but has the drawback of not being closable in flight by the pilot.Apparently, the cost of certifiying a fix for this was too prohibitive.There is also a hand rail fitted outside, above the roofline, as standard, which the "meatbombs" love....there are at least four fuel-drain valves (Curtiss type) so it can be drained without need for a fuel test tool....a Cessna-style towbar is supplied as standard and lives on a clip on the back bulkhead.....the whole aircraft looks and feels well-built and appears to be (mostly) very well thought out, especially for rough-field operation, although a stepladder is compulsory for all but the very tallest of beings.
I'd give it 8.5 out of 10.I wonder if an Allison-engined Airvan is being planned.
regards
TDD
So far; it's lovely to fly, being very stable once accurately trimmed out.It has a low-geared trim wheel, which falls nicely to hand, but which means lots of winding.The cockpit is cramped because the seat rails don't go far enough back to allow the seat to be slid back enough for tall pilots.Apparently, this was not possible as a structural frame prevents fitting extended rails.I'm told that this is being addressed by the company but it's a long while in coming....the cockpit is nicely arranged and has a bright, airy feel to it.The door windows are bulged out, meaning that the pilot can look almost straight down, which is very handy for accurate "spotting" for para-drops.The presence of an overhead panel gives it a big aircraft feel, as does the provision of two big control yokes.It's roll rate is good enough, lighter than Cessna 182 or 206, I'd say. The rudder, unusual looking though it is, is good enough,too.....there's a central pedestal for the engine controls, which also has a gate for the top of the pitch setting.The engine is limited to 2500 rpm by this gate but it can be over-ridden to give 2700 rpm for the full 300 hp....the steering is by direct linkage to the nosewheel and pilots are specifically warned to avoid dragging the large mainwheels by Cessna-style use of brakes to "assist" turning on the ground.the brakes are big and quite effective....space in the cockpit is a bit limited for stowage of chart,etc.There is a big door-pocket on either side but, if the door leaks, the pocket will fill with water! the doors are also slender and getting in is a squeeze for the bigger pilot...There are seat-back pockets but only a contortionist can reach them once seated.There are stowage areas under each seat but there are also placarded warnings not to use them!? ...the cabin is big, bright and is well-equipped with airvents, seat belt anchors, and cargo tie-downs.The big sliding main door, a strong selling point of the aircraft, is excellent but has the drawback of not being closable in flight by the pilot.Apparently, the cost of certifiying a fix for this was too prohibitive.There is also a hand rail fitted outside, above the roofline, as standard, which the "meatbombs" love....there are at least four fuel-drain valves (Curtiss type) so it can be drained without need for a fuel test tool....a Cessna-style towbar is supplied as standard and lives on a clip on the back bulkhead.....the whole aircraft looks and feels well-built and appears to be (mostly) very well thought out, especially for rough-field operation, although a stepladder is compulsory for all but the very tallest of beings.
I'd give it 8.5 out of 10.I wonder if an Allison-engined Airvan is being planned.
regards
TDD
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Noise
The biggest headache of this aircraft is noise, if you are on the ground doing 20 odd round trips a day. The residents on the ground will be hiring an Ack Ack team. It just groans to jump height.
