|Super AVA Pro-e Specification|
|Wing span||3.73m||147 in|
|Wing area||82.3dm2||1275 sq in|
|Typical flying weight||1579g||59.4 oz|
|Wing loading||20.4g/dm2||6.7 oz/sq ft|
|Centre of Gravity||100-108mm from wing leading edge|
|Controls||Elevator, rudder, spoilers x 2|
|Super AVA Pro-e Typical Weights|
|Hoz tail||25g||0.9 oz|
|Vert tail||39g||1.4 oz|
|Total structure||1059g||37.4 oz|
|Elevator & rudder*||Corona DS843MG, Hyperion DS09-AMD, MKS DS6100, KST X08|
|Spoilers||Corona DS843MG, Hyperion DS09-AMD, MKS DS6100, KST DS113MG|
Review by: Brian Rivas
This classic design has been around for so long that there surely can't be anything to add to what has already been said. Or can there?
Being a purist, I never liked the idea of a prop on the front of a sailplane - until I tried the Kappa 20 and realised just how much flying time I had been missing. In an instant my so-called purist days were over and a whole new field of enjoyment opened up. And so I spoke to Neil and ordered an e-fuselage for my Super AVA Pro. He didn't have an e-fin and rudder in stock, but advised me that it wasn't necessary, that with today's lightweight powertrains the rudder and elevator servos could be mounted up front in the fuselage. How right he was - as usual: with a Powerline 1020, 3S 1300mah graphene lipo and two KST X08 mounted just behind the hatch, I still needed to add some noseweight to get the CG at 99mm. I also fitted a Reisenauer aluminium motor mount, which I secured with JB Weld. Well worth all the drilling and dremelling, as the result looks so classy.
As with all Vladimir's designs, the quality and fit and finish are stunning, but I didn't get on too well with the standard 1.83mm carbon pushrods: the outer tube is quite rigid and I found that the slightest bend stiffened things up, so on Neil's advice I used 1.5mm carbon rod in 1.93mm PTFE tubing. Much lighter, silky smooth, and more than strong enough for the flight loads.
As for the AVA's flying qualities, there really isn't much left to say. 'It just doesn't want to come down' has become something of a cliche in soaring circles, but that's because it's true. However, it certainly wants to go up and the Powerline has no problem doing it vertically. You don't need a thermal to enjoy long and relaxing flights with the AVA, for it settles majectically into what seems like walking pace, yet with a touch of down elevator it quickly gathers pace. Response from the large rudder is instant and it is capable of very tight circles, almost turning on a wingtip. Accurate landings are a piece of cake with the spoilers extended, and very little up-elevator compsensation is needed.
This is one of the most beautiful and easy-to-fly sailplanes you could hope for, so rewarding and satisfying - and great value too. An aging design for sure, but one that in its category is still hard to beat, perhaps only the 4m version having the edge. I love it!
Review by: Peter WoodSuper Ava E
There is not a lot I can add to the RCME review by Andy Ellison. I took his advice on replacing the elevator pushrod (my supplied carbon rod broke the first time I tried to dismantle it). I also used 2mm bullet connectors on the servo leads at the tail as conventional plugs will not pass into the boom.
To install the Hyperion DS09 AMD elevator and rudder servos in the fin I wrapped them in masking tape then epoxied directly to the inside skin of the fin inside the cut outs. However I quickly discovered that normal epoxy does not bond well to the resin/ carbon used by Vladimir as the servos came loose under moderate handling. Having roughed up the internal surface slightly I got a good bond but the fin skin is so thin that the servo flexes it under load resulting in some play on the rudder. I will probably add a doubler of 1mm glass sheet when I get around to it.
Unlike Andy I operated the spoilers directly from long servo arms bearing on the underside, I used New Power XL161HM servos which are small, powerful and cheap. The servo lugs were removed to enable them to butt up to the spar and a square of 3mm liteply brought them up to the right height. As with the tail servos they were wrapped in masking tape and epoxied in place. No bonding issues here.
Fitting all the gear in the pod took some planning. I used a 4S 1600 mah / 50C flight pack which fitted comfortably under the hatch with the Rx and UBEC behind and under the wing mount. With the CG exactly in the middle of the recommended range this left sufficient room for a satellite Rx behind the motor along with the telemetry module. A further satellite Rx was fitted in one of the spoiler bays (with a small balance weight in the opposite wing).
Power was a Plettenberg HP220/A3 p4 with a 5:1 gearbox driving a 14x8 prop. I had intended to use a 15 x 10 but broke it whilst bench testing. In the event the smaller prop has proved entirely adequate giving 200m in 18-20secs.
Flying it is a joy. I had none of the issues with power to glide transition that Andy noted. I did mix some down elevator into motor to control a tendency to loop under power but when the motor stops at 200m the plane just levels itself out and starts gliding. I have slightly more throw on the rudder for thermalling but a lower rate for the climb out. The spoilers are progressive and give just the right amount of pitch down for controlled spot landing.
So my only minor criticism is the flimsy elevator push rod. Otherwise I cannot praise it highly enough.
Review by: AnonymousSuper AVA Pro E - equipment experiences
I just wanted to provide some data from my Super AVA Pro E, since I know you use to publish recommendations on your site.
I use a Kontronik Kira 500-30 with 6.7:1 box, 18x9 RFM prop, 4S 2.45Ah 30C LiPo (48A, 3300 fpm)
Current, Climbrate etc. logged and live data using EagleTree Seagull Pro.
Another interesting thing regarding the AVA is the CG. I have to move the battery quite far back to achieve the right CG. I was a little afraid about being careful with the tail weight you wrote about on RCG. Maybe the Kontronik motor is a little heavier than others?
With 2.2Ah 3S the battery front end needs to be moved back to 177 mm behind the firewall (this gives a AUW at 1740g ex Seagull system).
With the new 2.45Ah 4S the battery front end needs to be moved back to 220mm behind the firewall.
To me this is all god since it give space for the Seagull system. I thought you would like to know for future equipment discussions with clients.