Avanti II documentation
Thread Starter
Join Date: Oct 2007
Location: WGS 84
Posts: 238
Likes: 0
Received 0 Likes
on
0 Posts
Avanti II documentation
Hi,
I'm planning to go for an Avanti II type rating and I would appreciate some help about documentation (POH, checklist) so I can start working on it from now.
Thanks for the help
I'm planning to go for an Avanti II type rating and I would appreciate some help about documentation (POH, checklist) so I can start working on it from now.
Thanks for the help
Join Date: Oct 2005
Location: USA
Posts: 3,218
Likes: 0
Received 0 Likes
on
0 Posts
If you contact your training provider, they should forward the materials to you in advance. If you are able to open smartcockpit.com, they have (or had) the flight manual right there. I can't open it, though some on the technical forum say they can. The Avanti is a very straight forward airplane with no bad habits, with the possible exception of single engine reverse after landing on a slick runway. Otherwise, it's well mannered, very pilot-friendly, and flies about like a slightly-faster Cessna 172.
Thread Starter
Join Date: Oct 2007
Location: WGS 84
Posts: 238
Likes: 0
Received 0 Likes
on
0 Posts
Thank you very much.
I will definitely contact the training facility for this. I knew about the very interesting doc on Smartcockpit but it's mainly technical description and I'm more focused on operational procedures.
It definitely looks like a very exciting aircraft but that for some reasons I always felt tricky on landing. I wish you will not agree on this
I will definitely contact the training facility for this. I knew about the very interesting doc on Smartcockpit but it's mainly technical description and I'm more focused on operational procedures.
It definitely looks like a very exciting aircraft but that for some reasons I always felt tricky on landing. I wish you will not agree on this
Join Date: Oct 2005
Location: USA
Posts: 3,218
Likes: 0
Received 0 Likes
on
0 Posts
The Avanti isn't tricky to land. It does lack anti-skid, and a disproportionately high number of pilots in the type have been guilty of blowing tires by skidding them. It features carbon brakes which are relatively ineffective when cold, and grabby when hot, and this, coupled with the lack of anti-skid contributes to the tire issues. I never found this to be a problem.
It lands at the same speeds one might be landing any business jet; typical learjet speeds. It's a turboprop with the same fuel burn as a King Air 200, but 100 knots faster, and it goes up to FL410. It's got the same wing area (all three horizontal surfaces are lifting surfaces) as a Cessna 182, but four times the weight; it rides in turbulence better than most. It's quiet inside, relatively speaking. The systems are very simple.
The steering takes some a little while to get used to. It works through the rudder pedals, but applies hydraulic pressure to a nosewheel actuator. It also means that on landing where one might use rudder in a crosswind, use of a lot of rudder with the steering engaged can result in nosewheel deflections, which can result in excursions. This isn't a difficult thing, it becomes second nature with a little experience in the airplane.
Otherwise, it lands about like anything else, and flies like anything else. Aerodynamic stalls are more of a rumbling from the back of the airplane and it settles into a 2,000 fpm descent with aileron and rudder control.
The wing is closer to laminar flow than most; it doesn't experience airflow separation until about 50% chord, whereas most airfoils experience it around 25% to 33% chord. With any disruption to the airfoil, including flying through a cloud or raindrops striking the leading edge, or ice, a significant loss of lift occurs. The AFM suggests a 15 knot loss as a result, when flying in a cloud. You'll feel it when handflying through fair weather cumulus clouds; each time you enter the cloud you'll have to come back the control column a full two inches or so. It's seamless when on autopilot, but it's a little surprising when you first expeience it hand flying. After a little while, you won't notice it at all.
For a small turboprop, it does very well on one engine, both landing and flying. It's great to be able to pull the power back at altitude without losing the cabin like some light jets will do. That is, you won't get a big pressure bump or pressure loss when retarding the power at altitude.
The airplane really slows down when pulling the power right to idle, as the props act as brakes; the airplane flies comfortably when a high speed is required to fit with traffic, then slows easily when required, without needing speed brakes.
You might try ebay to see if any materials are floating around.
It lands at the same speeds one might be landing any business jet; typical learjet speeds. It's a turboprop with the same fuel burn as a King Air 200, but 100 knots faster, and it goes up to FL410. It's got the same wing area (all three horizontal surfaces are lifting surfaces) as a Cessna 182, but four times the weight; it rides in turbulence better than most. It's quiet inside, relatively speaking. The systems are very simple.
The steering takes some a little while to get used to. It works through the rudder pedals, but applies hydraulic pressure to a nosewheel actuator. It also means that on landing where one might use rudder in a crosswind, use of a lot of rudder with the steering engaged can result in nosewheel deflections, which can result in excursions. This isn't a difficult thing, it becomes second nature with a little experience in the airplane.
Otherwise, it lands about like anything else, and flies like anything else. Aerodynamic stalls are more of a rumbling from the back of the airplane and it settles into a 2,000 fpm descent with aileron and rudder control.
The wing is closer to laminar flow than most; it doesn't experience airflow separation until about 50% chord, whereas most airfoils experience it around 25% to 33% chord. With any disruption to the airfoil, including flying through a cloud or raindrops striking the leading edge, or ice, a significant loss of lift occurs. The AFM suggests a 15 knot loss as a result, when flying in a cloud. You'll feel it when handflying through fair weather cumulus clouds; each time you enter the cloud you'll have to come back the control column a full two inches or so. It's seamless when on autopilot, but it's a little surprising when you first expeience it hand flying. After a little while, you won't notice it at all.
For a small turboprop, it does very well on one engine, both landing and flying. It's great to be able to pull the power back at altitude without losing the cabin like some light jets will do. That is, you won't get a big pressure bump or pressure loss when retarding the power at altitude.
The airplane really slows down when pulling the power right to idle, as the props act as brakes; the airplane flies comfortably when a high speed is required to fit with traffic, then slows easily when required, without needing speed brakes.
You might try ebay to see if any materials are floating around.
