Transition training

[chilla]

Looking for P2008 transition training in or near Florida.

[Cluemeister]

Did you check with First Landings in Apopka?

[montanapilot]

You're welcome to call me to discuss First Landings if that's where you decide to go. Marshall Friedman 406-261-7950.

[grantopperman]

It would be super useful to create a directory of Tecnam or LSA CFIs. When I did my transition, I had to ask around and Mark Gregor recommended a guy. These days, I continue to have difficulty finding flight review or recurrent training instructors. How could we go about setting up a thread for that organized by state?

[ChiMike]

First Landings at X04 at Apopka is fully certified for training and check rides for all Tecnam aircraft.

[phone] Ask for Adam.

[remlap]

Looking for trainer in south central PA, to Hagerstown MD area. Thanks much

[Flocker]

Apr 27, 2019 12:29:58 GMT chilla said:

Looking for P2008 transition training in or near Florida.

Would you consider coming to Atlanta?

[Cluemeister]

Mar 16, 2021 1:36:11 GMT remlap said:

Looking for trainer in south central PA, to Hagerstown MD area. Thanks much

Are you looking for transition training?  Or flight training for a SPL or PPL?

[ergo1]

Hi
Do you know of a P2008t instructor who is near Sebring Fl and will reposition an aircraft to south west Connecticut.
Thank you!

[Flocker]

Mar 23, 2021 4:35:13 GMT ergo1 said:

Hi
Do you know of a P2008t instructor who is near Sebring Fl and will reposition an aircraft to south west Connecticut.
Thank you!

Call Tecnam in Sebring.  I'm sure they'd be happy to help.

[FormerCirrus]

Apr 27, 2019 17:37:07 GMT grantopperman said:

It would be super useful to create a directory of Tecnam or LSA CFIs. When I did my transition, I had to ask around and Mark Gregor recommended a guy. These days, I continue to have difficulty finding flight review or recurrent training instructors. How could we go about setting up a thread for that organized by state?

We both have in common past Cirrus ownership, and we have experienced the Cirrus Owners and Pilots Association as a terrific asset. The feeling among COPA members is that Cirri are best flown -- or maybe I should say most safely flown -- by the numbers. 

People fly LSAs for different motivations, of course, than to just fly them by the numbers. But I would love to see what everyone uses as reference numbers for the turbo and non-turbo P2008s.

I'll go first, and feel free to improve, since I only have 15 hours in my P2008 at this point.

Takeoff
  Half flaps, slight down trim
  Smooth acceleration to detent. Slight pause to make sure I'm lined up and feel comfortable. Another smooth acceleration to full power (39-40 MAP). Rotate at 48-50 kias. Accelerate to 80 kias.

Climb Out
  At 700-800 ft. AGL:
     Pull power back to detent, or 35 MAP (unless full power is needed for reasons of terrain, high D.A., etc.)
     Flaps up
     Touch red BRS handle (in Cirri, we call this the "flaps, CAPs" -- a reminder that the chute is there if you need it.)
     Retrim

Cruise
   Set power between 28 and 35 MAP, depending on the need for economy vs. speed. I seem to like 32-33 inches. (I find RPM irrelevant at this point).

Descent
   Approx. 4500 RPM 10 miles out. (At this point, RPM seems more helpful than MAP inches).
   4000 RPM entering downwind
   Half flaps abeam the numbers ("one thousand one, one thousand two, one thousand three")
   Hold TPA and slow to 70 kias before starting base. Full flaps.
   Base at 65-70 kias. Use whatever power is needed. Seems like 3400 to 3800 RPM.
   Roll out to final at 65 kias
   Establish stable approach at 65 kias, working down to 60 kias.
   Cross fence, or pavement at 60 kias, power to idle
   Over the numbers at 55 kias
   Hold off, land on mains

Again, I'm just 15 hours in my new (to me) P2008. So I'd like to hear what others use.


   
 
  

[grantopperman]

Love the flaps and caps call out—though we might want to rechristen as flaps and taps for Tecnam.

Are you allowing rpm into the yellow, above 5500? I don’t go past that line for any continuing ops, but I’m willing to learn.

Also note that there’s a service bulletin that allows first notch of flaps anywhere in the green arc now. That helps a lot in the pattern.

[FormerCirrus]

Apr 6, 2021 17:41:59 GMT grantopperman said:

Are you allowing rpm into the yellow, above 5500? I don’t go past that line for any continuing ops, but I’m willing to learn.

Very smart Rotax pilot/gurus like Roger Lee don't think 5500+ is a problem. I've heard arguments for 5600-5650.

But I'm cautious. Again, going back to Cirrus, I remember when Tornado Alley made the first Cirrus after-market turbo conversion for the Conti IO/550. Tornado Alley and its gurus advocated WOT-LOP operations ... in the turbo Cirrus case, 85% power on 17.6 gph. The gurus made it sound routine. But thousands of hours of experience later showed that 85% on 17.6 gph was pushing the turbo'd 550 engine too hard. Now the best-practice thinking for the Tornado Alley Turbo is a fuel setting at a more modest 15.5 gph.

So while I bow to Roger Lee's experience, I've seen that sort of experience before. It's made me conservative, despite the strong chance that Lee is correct and I'm wrong. I'll stick with 5500 as max cruise, and leave the 5600+ advocates to explain their higher maintenance bills!

[Flocker]

I only fly 2 numbers. IAS and GPH, but I'm one of a few 912iS owners on here.

[buzz]

Apr 6, 2021 16:14:27 GMT FormerCirrus said:

Apr 27, 2019 17:37:07 GMT grantopperman said:

It would be super useful to create a directory of Tecnam or LSA CFIs. When I did my transition, I had to ask around and Mark Gregor recommended a guy. These days, I continue to have difficulty finding flight review or recurrent training instructors. How could we go about setting up a thread for that organized by state?

We both have in common past Cirrus ownership, and we have experienced the Cirrus Owners and Pilots Association as a terrific asset. The feeling among COPA members is that Cirri are best flown -- or maybe I should say most safely flown -- by the numbers. 

People fly LSAs for different motivations, of course, than to just fly them by the numbers. But I would love to see what everyone uses as reference numbers for the turbo and non-turbo P2008s.

I'll go first, and feel free to improve, since I only have 15 hours in my P2008 at this point.

Takeoff
  Half flaps, slight down trim
  Smooth acceleration to detent. Slight pause to make sure I'm lined up and feel comfortable. Another smooth acceleration to full power (39-40 MAP). Rotate at 48-50 kias. Accelerate to 80 kias.

Climb Out
  At 700-800 ft. AGL:
     Pull power back to detent, or 35 MAP (unless full power is needed for reasons of terrain, high D.A., etc.)
     Flaps up
     Touch red BRS handle (in Cirri, we call this the "flaps, CAPs" -- a reminder that the chute is there if you need it.)
     Retrim

Cruise
   Set power between 28 and 35 MAP, depending on the need for economy vs. speed. I seem to like 32-33 inches. (I find RPM irrelevant at this point).

Descent
   Approx. 4500 RPM 10 miles out. (At this point, RPM seems more helpful than MAP inches).
   4000 RPM entering downwind
   Half flaps abeam the numbers ("one thousand one, one thousand two, one thousand three")
   Hold TPA and slow to 70 kias before starting base. Full flaps.
   Base at 65-70 kias. Use whatever power is needed. Seems like 3400 to 3800 RPM.
   Roll out to final at 65 kias
   Establish stable approach at 65 kias, working down to 60 kias.
   Cross fence, or pavement at 60 kias, power to idle
   Over the numbers at 55 kias
   Hold off, land on mains

Again, I'm just 15 hours in my new (to me) P2008. So I'd like to hear what others use.


   
 I think your numbers sound reasonable. I dont claim to be an expert and I like to hear what others are doing. I usually go to idle across from the numbers then hold the nose up to bleed the speed. I still use 71 kias for the first notch of flaps. I then add power as needed then go full flaps on final. Glad to hear you like a little down trim...me too.