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Post by wpballard on Jun 26, 2018 13:07:58 GMT
Got some questions:
I've checked out TecnamOwner.com - lots of PDFs for service bulletins. None of the PDF's work (all are invalid when I load them).
When I register on the Tecnam.com (http://reservedarea.tecnam.com) site - I don't see as many service bulletins.
What source is everyone using as authoritative?
Next question - the aircraft I'm buying has the GP constant speed prop. Does anyone have any experience with these?
Last question - has anyone tried the FlyGas supercharger modification on the 912?
Thanks
WB
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Post by Glenn on Jun 26, 2018 15:33:32 GMT
Got some questions: I've checked out TecnamOwner.com - lots of PDFs for service bulletins. None of the PDF's work (all are invalid when I load them). When I register on the Tecnam.com (http://reservedarea.tecnam.com) site - I don't see as many service bulletins. What source is everyone using as authoritative? Next question - the aircraft I'm buying has the GP constant speed prop. Does anyone have any experience with these? Last question - has anyone tried the FlyGas supercharger modification on the 912? Thanks WB Congratulations on purchasing a Tecnam and welcome to TecnamTalk. As far as I know, Tecnam.com is the only authoritative and official site for Tecnam bulletins and publications. I get Rotax bulletins at rotax-owner.com. As for why you see fewer bulletins on Tecnam.com: when you register on Tecnam.com, you specify what tecnam model you own and a search for publications and bulletins will only display those that are relevant to your Tecnam model. You may find information about props and or Rotax engine modifications if you register at some of the other forums. I don't know of an all-inclusive list but start at Rotax-owner.com and ctflier.com. Good Luck. Post some pictures of your Tecnam. We love pictures!!! Glenn |
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John Crone
New Member
Posts: 33 
Home Airport: North Shore, New Zealand
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Post by John Crone on Jun 26, 2018 20:44:16 GMT
My Sierra RG used to have a GT CSU. Is your control panel an Autoprop 2002? If so I have 4 pages of instructions I could send.
I have since replaced the whole system with an Airmaster AP332F controller and 3 Whirlwind blades partly due to the GT unit requiring a 400hr overhaul.
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Post by wpballard on Jun 27, 2018 22:50:54 GMT
Yes - it's exactly as you mentioned. The GT Constant Speed prop and the Autoprop 2002.
I was unaware of the 400 hour overhaul. Any idea of that cost? Is there a US based facility that can do the work?
How fast did your Sierra RG cruise?
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John Crone
New Member
Posts: 33
Home Airport: North Shore, New Zealand
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Post by John Crone on Jun 28, 2018 4:20:11 GMT
I couldn't get the overhaul done locally (New Zealand) so it required returning to Italy which I wasn't prepared to do. Sorry I don't know cost. My nominal cruise is 125 knots at 5000 rpm and 26 MAP but can easily exceed that speed in smooth air. I posted an item earlier in this forum.
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Post by Glenn on Jun 28, 2018 15:14:51 GMT
Next question - the aircraft I'm buying has the GP constant speed prop. Does anyone have any experience with these? Thanks WB You might send a message to Ed Midgley and ask about his constant speed prop. I've heard he put one on his P2008 and has had very good results. Glenn |
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Post by ChiMike on Jun 28, 2018 19:51:39 GMT
Can someone explain how a constant speed—but LSA compliant—works? Advantages / disadvantages over the fixed 3 blade I’ve got now for a 914.
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Post by Tony on Jun 28, 2018 20:48:59 GMT
Can someone explain how a constant speed—but LSA compliant—works? Advantages / disadvantages over the fixed 3 blade I’ve got now for a 914. As I understand it you can only have a fixed pitch prop for LSA and ELSA aircraft. Not sure how Ed's plane is classified now but it's not an LSA any longer. |
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Post by wpballard on Jun 28, 2018 20:58:28 GMT
My understanding of the rule is there is allowance for a "Ground Adjustable" prop that is LSA compliant.
The Autoprop 2002 in N89PG has a large placard "For Ground Use Only" which must've made someone satisfied at some point in time.
N89PG has also been converted to Experimental registration - which really means those limitations no longer apply.
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Post by Tony on Jun 28, 2018 21:23:58 GMT
Ok that makes sense if it’s ground adjustable only. You can’t have a constant speed prop in an LSA whether experimental or not as I understand it. BWTHDIK
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Post by Glenn on Jun 28, 2018 21:24:50 GMT
Well that sounds interesting. Where is the prop control knob? In the cockpit?
FAA website shows Ed's plane is Experimental and no longer S-LSA.
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Post by montanapilot on Jun 28, 2018 21:28:03 GMT
Re putting a constant speed prop on an LSA. I have no doubt that people have done it. 99% of the time, you can get away with it. The thing that always worries me about doing that is the risk of an accident or incident, and then you have 2 problems.
The first is that if it's something that the FAA will become involved with, you're toast. Second, if an insurance claim is involved and if the numbers are big, the insurance company will do what they always do - find a reason not to pay the claim. One of the very basic issues they'll look at is to determine if both you and the aircraft are compliant. Finding that a CS prop's been placed on an LSA that's still flying as an LSA is a gift to them.
The other thing I think about is the answer to the question "what do you really gain?" Suppose you get an additional 20 mph by installing a constant speed prop, and my guess is that that number is generous. In a 5 hour flight (or two 250 mile legs), you'll be 100 miles farther away from your destination with a ground adjustable prop vs. a CS. At 120 kts, or 138 mph, you'll cover that distance in 43 minutes. Is having (getting?) to fly an extra 43 minutes on a that long of a flight really worth it?
If your flights are of a much more typical distance of 250 miles, you're only going to need to fly a bit north of 20 minutes to make up for it.
This begs another consideration - how often do you make 500 mile flights? For most of us, not that much.
Everybody has their own ideas and goals, and this is just my take.
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Post by Glenn on Jun 28, 2018 21:33:49 GMT
Can't disagree with that kind of logic.
Glenn
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John Crone
New Member
Posts: 33
Home Airport: North Shore, New Zealand
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Post by John Crone on Jun 28, 2018 22:19:24 GMT
Here in New Zealand our microlight category allows CS and retractable and there is no speed limit. Some like the Dynaeros are well capably of 145+ knots.
An advantage for me is increased range - I average around 7 nm/litre at 125 knots giving me a max range (without reserve) of 700nm.
Also the increased speed make it feasible for me to go the length of our country in one day.
Its unlikely a CS on a standard Sierra will increase speed much but it will give a shorter take-off.
I do agree that the extra cost and complication is probably not justified, however it does add to the experience of being a 'real' pilot with lots to play with.
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