Post by ChiMike on Sept 5, 2017 20:53:35 GMT
Some initial thoughts on my 2015 P2008 turbo:
On background, I'm one of those new pilots who decided 18 months ago at age 57 to learn to fly: my wife decided to give it a try as well and we've done our flight school together. We did the bulk of our training in Tecnam Bravos and P-92's at First Landings Aviation in Apopka, Florida. A great place, by the way. Additionally, between returns to Apopka, we 'stirred the pot' in Flight Design CTLS's at Racine Sport Flyers flight club, just north of Chicago. Another really good place! Additionally I picked up some 172 time: compared to the Tecnam's and especially the CTLS, what an easy plane to fly.
License achieved in March, I needed a plane. I purchased the P2008 from its original owner in May--closed the deal in June--via Mark Gregor--and his pre, during, and post sale support has been first class.
So-impressions of the P2008 Turbo. First, it's an amazingly fun and steady airplane. As a LSA goes, it's physically big-- obviously somewhat smaller than the Cessna 172, but no one who is not familiar with light sport airplanes believes it is a LSA at first glance.
Cabin size is quite comfortable. The P92 was roomier than the 172 and this plane is even roomier than the P92. One caution is that the spacious cargo area can hold a lot more than one should probably put there given weight considerations.
Whilst I'm still mastering it, the instrumentation capabilities are quite broad. Left and right G3X's tied to a GTN 650 and auto pilot, provide a range of options far outside what the plane, or I, are actually certified to do. With a few cross countries now under the belt, a 2nd radio would be a nice addition. I know--weight and not required: but if one is going to fly it like a full certified in B C D airspace, and I do, it would be nice. One trick I've learned is, if there is connectivity, I use my cell phone to call the ATIS or AWOS number for airports enroute or destination-- then I'm not missing a call from ATC. But-- above 5500 feet or so that can be hit or miss.
The Turbo engine is not needed: 912 and 912 fuel injected work just fine, and I had the chance to test fly all three variants prior to purchase. But once you go Turbo it's absence is really noticed for take off and climb out, and if you're over 6000 and want to quickly ascend to a new flight level. It's worth the extra cost.
My mission is cross country driven. Work and family between Chicago and Birmingham to the south, and Ithaca to the east. So when looking for a plane, there really was only one truly 'cruise worthy' LSA option: the P2008. Cabin comfort, stability at cruise--especially 6500 to 10500--is smooth and pleasant. As a low hours pilot, I simply feel safe in this plane: the CTLS, by contrast, was skittish and a bit more bouncy, even in 'smooth' air. One option on my P2008-- standard on the CTLS-- is a ballistic recovery system. Yup-- Weight. Extra maintenance cost at regular intervals. Got that. But there is a reason people buy the Cirrus in such large numbers outside of looks, capabilities, and 'fashion'. That extra safety capability is nice to have. Unlike some folks I've met, I'm not the world's greatest pilot. And if something should happen to me, my passenger--may not be a pilot at all. Pull the Red Handle.
Cruise speed has been quite impressive. At 6-8,000 feet, RPMS at 5300-5400, my Ktas shows 128 to 134. Fuel burn calculated to 5.8 gph on a recent trip to and from Huntsville, AL and Chicago. Just playing around, 4500-4800 is a solid 115 Ktas and closer to 5 on the usage. The plane does not want to go slow. 'Asking' cruise speeds between 105 and the upper end requires no effort from the plane at all. I've yet to level off at 8,500 and take it all the way forward and see what it will really do: I'm pretty satisfied with 125-130.
The auto pilot will fly the plane better than I can. Point in the right direction, set desired altitude and climb rate (or descent rate) and hit the button. It is that simple.
Landings are straight forward. Speed at threshold is key-- carry a little too much and you'll float a long, long way. I use a class D airport and 60 knots setting up isn't the best approach on moderate traffic days. But a solid 75- 80 on base, 65 ish on final, 58-60 at threshold and ease it in has worked well for me.
I love flying this plane. It meets my mission, has been reliable and fun, but the looks and comments from people who aren't familiar with Tecnam-- well, who doesn't like having the prettiest gal in the room?
On background, I'm one of those new pilots who decided 18 months ago at age 57 to learn to fly: my wife decided to give it a try as well and we've done our flight school together. We did the bulk of our training in Tecnam Bravos and P-92's at First Landings Aviation in Apopka, Florida. A great place, by the way. Additionally, between returns to Apopka, we 'stirred the pot' in Flight Design CTLS's at Racine Sport Flyers flight club, just north of Chicago. Another really good place! Additionally I picked up some 172 time: compared to the Tecnam's and especially the CTLS, what an easy plane to fly.
License achieved in March, I needed a plane. I purchased the P2008 from its original owner in May--closed the deal in June--via Mark Gregor--and his pre, during, and post sale support has been first class.
So-impressions of the P2008 Turbo. First, it's an amazingly fun and steady airplane. As a LSA goes, it's physically big-- obviously somewhat smaller than the Cessna 172, but no one who is not familiar with light sport airplanes believes it is a LSA at first glance.
Cabin size is quite comfortable. The P92 was roomier than the 172 and this plane is even roomier than the P92. One caution is that the spacious cargo area can hold a lot more than one should probably put there given weight considerations.
Whilst I'm still mastering it, the instrumentation capabilities are quite broad. Left and right G3X's tied to a GTN 650 and auto pilot, provide a range of options far outside what the plane, or I, are actually certified to do. With a few cross countries now under the belt, a 2nd radio would be a nice addition. I know--weight and not required: but if one is going to fly it like a full certified in B C D airspace, and I do, it would be nice. One trick I've learned is, if there is connectivity, I use my cell phone to call the ATIS or AWOS number for airports enroute or destination-- then I'm not missing a call from ATC. But-- above 5500 feet or so that can be hit or miss.
The Turbo engine is not needed: 912 and 912 fuel injected work just fine, and I had the chance to test fly all three variants prior to purchase. But once you go Turbo it's absence is really noticed for take off and climb out, and if you're over 6000 and want to quickly ascend to a new flight level. It's worth the extra cost.
My mission is cross country driven. Work and family between Chicago and Birmingham to the south, and Ithaca to the east. So when looking for a plane, there really was only one truly 'cruise worthy' LSA option: the P2008. Cabin comfort, stability at cruise--especially 6500 to 10500--is smooth and pleasant. As a low hours pilot, I simply feel safe in this plane: the CTLS, by contrast, was skittish and a bit more bouncy, even in 'smooth' air. One option on my P2008-- standard on the CTLS-- is a ballistic recovery system. Yup-- Weight. Extra maintenance cost at regular intervals. Got that. But there is a reason people buy the Cirrus in such large numbers outside of looks, capabilities, and 'fashion'. That extra safety capability is nice to have. Unlike some folks I've met, I'm not the world's greatest pilot. And if something should happen to me, my passenger--may not be a pilot at all. Pull the Red Handle.
Cruise speed has been quite impressive. At 6-8,000 feet, RPMS at 5300-5400, my Ktas shows 128 to 134. Fuel burn calculated to 5.8 gph on a recent trip to and from Huntsville, AL and Chicago. Just playing around, 4500-4800 is a solid 115 Ktas and closer to 5 on the usage. The plane does not want to go slow. 'Asking' cruise speeds between 105 and the upper end requires no effort from the plane at all. I've yet to level off at 8,500 and take it all the way forward and see what it will really do: I'm pretty satisfied with 125-130.
The auto pilot will fly the plane better than I can. Point in the right direction, set desired altitude and climb rate (or descent rate) and hit the button. It is that simple.
Landings are straight forward. Speed at threshold is key-- carry a little too much and you'll float a long, long way. I use a class D airport and 60 knots setting up isn't the best approach on moderate traffic days. But a solid 75- 80 on base, 65 ish on final, 58-60 at threshold and ease it in has worked well for me.
I love flying this plane. It meets my mission, has been reliable and fun, but the looks and comments from people who aren't familiar with Tecnam-- well, who doesn't like having the prettiest gal in the room?
