AOPA Turbine Pilot Magazine - November 2018 - 65

way across the Atlantic. The manufacturer vows to swap out
the doors on existing models-free of charge-when the opening windows are introduced.
With three 210-pounders on a 90-degree day at Miami
Executive Airport, we selected flaps at 14 degrees for takeoff; switched on the fuel pump; and pushed throttle, mixture,
and propeller controls full forward on the center panel power
quadrant. About one-quarter of the 5,000-foot-long Runway
9L slipped behind us before the newly uncrated European
wanted to fly.
The V1.0 rotated smoothly at 65 knots with little coaxing.
Solid and immediate feedback from pushrod-actuated control
surfaces inspired confidence. The vertical speed tape of the
Garmin G500 displayed VX and VY, making climbout a breeze.
Very little right rudder input was needed to keep coordinated.
Benaiges looked like a proud parent as the idea for a reasonably priced, well-equipped trainer that he set in motion
three years ago hit its stride. Retracting the flaps with a simultaneous and well-timed pull on the yoke was the secret to a
smooth transition, he said, and we climbed out at 80 knots.
Large side windows, an expansive front windscreen, and
massive overhead skylights made scanning the busy Miami
airspace easy.
The Vulcanair V1.0 climbed hands-off over the deep,
blue Atlantic Ocean and we made our right turn toward
the Florida Keys. We cruised down the coastline at about
125 knots indicated on 11 gallons per hour at 4,500 feet and
"25 squared" on the rpm and manifold pressure gauges.
A JPI engine analyzer showed fuel quantity and flow,
cylinder head and exhaust gas temperatures, oil and manifold pressure, rpm, alternator output, and other parameters.
Future models will replace the JPI and Garmin G500
with the avionics firm's G500 TXi 10.6-inch PFD/MFD
as standard equipment, along with Automatic Dependent
Surveillance-Broadcast In and Out but no autopilot.
During air work, steep turns were
predictable. A quick nose-up flick of
The leather front seats are comfortably adjusted fore and aft. Panel-mounted switches
the manual trim wheel helped keep
are readable and within easy reach, an LED illuminates the beefy center-floor-mounted,
us at altitude. In fact, the trim wheel
red aluminum fuel selector, and a countdown timer mounted on the control yoke assists
didn't need to be moved far from the
with fuel management.
Takeoff position, no matter which part
Additional nice touches for front seaters include sun visors, floor-mounted headphone
of the flight envelope we explored.
jacks, USB ports, and an auxiliary power port. Back seaters get their own pair of overWith power set to idle, the efficient
head headphone jacks and a left-side auxiliary power receptacle with more USB ports.
but forgiving wing needed a moment to
There was enough room in the front seats between Benaiges and me that we didn't
slow down to 78 knots before we could
rub shoulders. On the next leg of the trip, McMann had an easy job of climbing into the
throw in the first notch of electric
rear seat through the aircraft's third door, behind the co-pilot's position.
flaps, quickly followed by the second
Benaiges and McMann said the factory has approved some modifications for the U.S.
notch at 28 degrees. Full flaps are 40
market. Height-adjustable seats, opening windows for the composite doors, map pockets,
degrees, but Benaiges said we probaa baggage door strut, seat rails that will extend another couple of notches for long-legged
bly wouldn't need the full drag effect.
pilots, and other tweaks are on the list of improvements for the next aircraft to make its
He was right.
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AOPA Turbine Pilot Magazine - November 2018

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