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Post by brucehorn on Feb 9, 2024 21:19:44 GMT
Folks,
I am very interested in the P2008T and am wondering about the best possible performance I can get if I switch to ELSA and run a constant speed propeller. Does anyone have real world experience with this configuration? I usually fly pretty high, 12,500, and am guessing that the P2008T could do very well at that altitude. What could I expect for cruise and fuel flow?
My other option is the Risen 915 which has extremely impressive performance but would require a factory assist build, and is a bit more expensive. I also think that the luggage space in the Tecnam is going to be much more usable than that in the Risen.
Thoughts?
Bruce
(Bonanza A36TN owner, pondering downsizing)
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Post by Ed Midgley on Feb 10, 2024 13:37:39 GMT
My original engine in my P2008 was a 914. With the Airmaster constant speed I would get about 136kts at 12k. That was at 35” and 5400 rpm
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Post by brucehorn on Feb 11, 2024 3:24:22 GMT
Ed, thanks, that’s exactly the information I was looking for!
Most of my x/c flying has been in a Cardinal RG, which did about 140kts, so that is in the ballpark of what I’m used to.
It sounds like a very feasible option.
Best,
Bruce
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bigmo
Junior Member
Posts: 54
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Post by bigmo on Feb 12, 2024 0:34:49 GMT
FWIW, the 914T does fabulous with the 3 bladed Sensenich 3B0R5R68C. Today I was at 10K up and 7K back and was at 127KTAS at 10K and 124KTAS respectively at 5400RPM. At 5500, I slightly overachieve the POH at 128-129KTAS at a decent altitude.
I'm SUPER pleased with those numbers. There's no doubt the 914 has a little more guts to give. I wonder if a 69" or even 70" ground adjustable might be a better/lower cost/simpler option. For now, I'm staying S-LSA, but at some point might go E-LSA. My gut tells me that extra inch or two might get you north of 130KTAS and keep it simple.
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Post by brucehorn on Feb 13, 2024 17:15:19 GMT
Those are great numbers--I'm still learning about the P2008T. What is your MP and FF at 5400RPM and 5500RPM?
Most of my flights will be in and around the Pacific NW. Portland to Seattle and further north. Some flights Portland to the SF Bay Area. The P2008 could cut my fuel use by 70% over the Bonanza on these flights, which I usually fly by myself or with my girlfriend. And using mogas would cut the cost even further. Thinking, thinking...
Bruce
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Post by fly2fish on Feb 15, 2024 3:03:40 GMT
Selling my 2016 P2008 with 700 hours and fresh annual Jan 2024
mariobme@hotmail.com
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bigmo
Junior Member
Posts: 54
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Post by bigmo on Feb 15, 2024 5:20:54 GMT
Those are great numbers--I'm still learning about the P2008T. What is your MP and FF at 5400RPM and 5500RPM? Most of my flights will be in and around the Pacific NW. Portland to Seattle and further north. Some flights Portland to the SF Bay Area. The P2008 could cut my fuel use by 70% over the Bonanza on these flights, which I usually fly by myself or with my girlfriend. And using mogas would cut the cost even further. Thinking, thinking... Bruce I’m flying a long cross country this weekend (St. Louis to Dallas). I’m filing IFR, so I’ll be a little limited on altitude, but I’ll experiment a bit on RPM, speed, and note the MP for you. I have oxygen, so if winds are good I might get up into the low teens. You’d be surprised how well these planes do at 12-15k. |
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Post by whitey on Mar 7, 2024 7:34:06 GMT
I have 914T with MT constant speed prop. 130kts is regularly achievable at 9500’. at 35” and 5400/5500 rpm and often a few kts faster. Depending on conditions I often see good speeds at lower altitudes as per this photo a few weeks ago. Attachments:
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Post by kelvin on May 12, 2024 19:02:51 GMT
whitey, how do you measure your fuel flow? I have nothing in my P2008 914 except the POH, the analog gages and a stopwatch to compute my fuel consumption. I seem to burn about 6 gph at 5200 rpm on longer trips, but I really miss a fuel flow meter. I do 3.5 hour legs, once a 4 hour leg, with a good reserves left every time. Thanks!
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