My Demo Flight In a P2008

[dannyb]

I’m shopping the market for a possible future aircraft purchase and have always been intrigued by the P2008. I have a PPT, ASEL and Glider. I have 2,000+ hours in gliders (my primary vice, own an LS-8/18 based out of W73), about 350 hours in SEL, with about 250 in a C150G that I owned for about 5 years. I liked the 150 but sold as a project last year when corrosion was found in the wings and I didn’t want to deal with the effort to get new ones put on. I decided that I’d spend a year flying various LSAs and smaller aircraft and assess getting back into the power scene. On my short list are Bristell, P2008, RV12, CTLSI, XL-2, C150, a partnership in something like a DA-40, or??? I found a school with a P2008 a couple of hours away at KLOM (NE of Philly) with a P2008 (late model, 912, big Garmin screens) and scheduled some time with them. Yesterday I flew the P2008 with an instructor. I’ve been flying power off-and-on for the last year and while quite current in glider, I would say I’m a rusty power pilot. I have to say that the P2008 flew wonderfully. Takeoff was brisk with a powerful climb. Good ergonomics and comfortable seat position. I’m 5’4” and 145 lbs. and appreciate the sliding seat that got me forward into a good view and all of the controls within easy reach. Handling, coordination and mannerisms in flight were excellent. Some light bumps afforded by the unstable showery precip were shed nicely by the airframe. After some maneuvers we went off to another airport to do some landings the first being a full stop. I could not believe how nice that went and how short the roll out was (wind was nill). It took a bit longer to slow it down to Vfe than what I was used to but it really was a non event. Slowing down the airplane was easy with a little attention. After a few touch and goes we headed back to KLOM and another decent landing there. I have to say that I really enjoyed flying the P2008 (and I didn't scare the instructor.) The view out is not as comprehensive as the Bristell (which I flew about a month ago) but it’s fine. At this point the P2008 stays on the list. Next on the eval list is the RV12.

Lucky to be doing this!


Danny Brotto

LS-8/18 N8396

[cole505]

Hi Dannyb,

Sounds great! Glad you had a good experience with the P-2008 I think you would really enjoy owning one. I think it’s great you are testing out many different Lsa’s wise move ..... Welcome to our forum!

Ray & Lucy ☀️🐶☀️🐶👍🏻😊✅🔥✈️

[jetcat3]

Danny, I’m glad you got to try the P2008 out! It’s the nicest handling airplane I’ve ever flown in my life and probably ever will fly. They really nailed the handling on all axes.

The Bristell handles decently as well, but very expensive for what you’re getting. I have not flown the RV-12 but have it handles nicely and is quite fast and efficient.

The P2008 turbo is 125 knots true at 6.3 GPH with the right prop pitch and super smooth. Was the 912 P2008 you flew equipped with a 2 or 3 blade prop?

[FormerCirrus]

I've owned a 172S (which I flew from CA to MA and back), a T182T, Bonanza A36, and Cirrus SR22. Then life demanded I focus on other things, and I was without a plane for 11 years. I periodically flew a DA40 and liked that plane, too.

This year I got back into ownership. The Tecnam P2008 won. It's an LSA, which I wanted. But it is remarkably stable for such a light plane. It has really good visibility for a high wing, better certainly than Cessnas. (While I love the fighter pilot view of the Astore, Bristell, Sling 2 and RV12, I don't like the bubble canopy for more than an hour's flight.) The P2008 is easy to fly, easy to slow down, and easy to land. It's fast enough. I see 130-132 ktas at 35 inches on 6.8 gph, or 124-126 ktas at 32 inches on 6.2 gph. Set your prop pitch at 5, max cruise. The turbo takes care of the climb.

I live in CA, so the 914 is mandatory to fly in the Sierra mountains. If you pick a 914, make sure the carb bowls are torqued right, and the turbo waste-gate is lubed at each oil change. (Honestly ... I've no idea what I'm talking about ... but smart people on Tecnam Talk say carb-bowl torquing and waste-gate mouse-milking are keys to piloting health.)

My only complaint is about fuel and the stupid choice we face between gas station fill-up w/ jerry cans of 91-octane, 10% ethanol mogas and dirty bathrooms vs. airport-available 100LL. Nothing is perfect in aviation.

[dannyb]

Jetcat3,

It was a carbureted 912 with a 2 blade prop. The tach had ~350 hours on it. I "think" the carbs needed some tuning as the idle RPM was high at 2,000 RPM and there was a little "shake" with the motor. The school was using 100LL and the instructor mentioned something about lead/fouling/gearbox so that could be a nexus for the "shake". My LS-8/18 glider is known for great handling and of all of the airplanes I've flown, the P2008 seemed to have that same harmonized handling feel. I really like the Bristell and having the importer and associated support in the vicinity (I'm in Baltimore and Bristell is up the road in Lancaster, PA) is a big bonus. The Bristell I flew had a 3 blade 912 with ~1,800 hours on it and it was incredibly smooth running and a smooth ride. The Bristell does have tremendous "ramp appeal" and is nicely finished, no doubt. The pitch and roll controls were very quick but the rudder seemed to require more pressure. This could have something to do with my stature as even with cushions behind me the rudder pedals were a stretch. (They do offer 4" rudder pedal extenders which then puts the single lever brake near the throttle lever.) I'm sure the seating could all be sorted out but having the sliding seats is a real bonus in the P2008 as they would come in handy for accommodating passengers of different stature. I think you have to pay attention to landing speed with the Bristell as there was some "float" nearing the ground; it felt pretty slippery. Again I'm sure this could be sorted out. It's just that at my level flying for a first flight the P2008 was very intuitive (or maybe I was just having a good day.) Fueling the P2008 especially with MOGAS (jerry cans, high wing) would be a chore. The weight of the P2008, as has been spoken about, is a negative to remain in the 1320 lb limits. I like the fact that the RV-12 has the fuel behind the baggage compartment in the fuselage and the wings pop off for easy storage and transport... or maybe that's just my glider background kicking in LOL.

[buzz]

Apr 20, 2021 12:44:04 GMT dannyb said:

Jetcat3,

It was a carbureted 912 with a 2 blade prop. The tach had ~350 hours on it. I "think" the carbs needed some tuning as the idle RPM was high at 2,000 RPM and there was a little "shake" with the motor. The school was using 100LL and the instructor mentioned something about lead/fouling/gearbox so that could be a nexus for the "shake". My LS-8/18 glider is known for great handling and of all of the airplanes I've flown, the P2008 seemed to have that same harmonized handling feel. I really like the Bristell and having the importer and associated support in the vicinity (I'm in Baltimore and Bristell is up the road in Lancaster, PA) is a big bonus. The Bristell I flew had a 3 blade 912 with ~1,800 hours on it and it was incredibly smooth running and a smooth ride. The Bristell does have tremendous "ramp appeal" and is nicely finished, no doubt. The pitch and roll controls were very quick but the rudder seemed to require more pressure. This could have something to do with my stature as even with cushions behind me the rudder pedals were a stretch. (They do offer 4" rudder pedal extenders which then puts the single lever brake near the throttle lever.) I'm sure the seating could all be sorted out but having the sliding seats is a real bonus in the P2008 as they would come in handy for accommodating passengers of different stature. I think you have to pay attention to landing speed with the Bristell as there was some "float" nearing the ground; it felt pretty slippery. Again I'm sure this could be sorted out. It's just that at my level flying for a first flight the P2008 was very intuitive (or maybe I was just having a good day.) Fueling the P2008 especially with MOGAS (jerry cans, high wing) would be a chore. The weight of the P2008, as has been spoken about, is a negative to remain in the 1320 lb limits. I like the fact that the RV-12 has the fuel behind the baggage compartment in the fuselage and the wings pop off for easy storage and transport... or maybe that's just my glider background kicking in LOL.

The sliding seats in the Tecnam planes were a very big plus for me. I like to be up close to the panel. I drive my car the same way. Just a personal preference thing but important to me. You are right it is a little bit of a pain fueling a a high wing. I was always intrigued with folding or removable wings. Thus I looked hard at KitFox, Europa, Remos and RV12. Definitely something to consider.  Another thing that I like about Tecnam is that it is a sizable company with a diverse product line. I don't expect them to fold anytime soon. I will say that it is a little challenging with Tecnam HQ being across the pond, as many LSA manufactures are. There is one more thing that I considered very important in my choice of planes that I never hear talked about. I think emergency egress is very important. The high wings have the low wings beat in this area typically. Although I greatly like planes like Bristel, Sport Cruiser, RV12 I don't like the flip forward canopy or side hinged. If you flip the plane over you may very well be trapped. I have actually seen this happen. A low wing like the Astore I feel is much better due to the sliding canopy.  I know there are many pros and cons of different designs so I am sure someone can counter my high wing preference with something great that low wings do. That's the nice thing about planes.... there are many different designs to meet everyone's mission and preferences. 

[ergo1]

Apr 20, 2021 1:48:44 GMT FormerCirrus said:

I've owned a 172S (which I flew from CA to MA and back), a T182T, Bonanza A36, and Cirrus SR22. Then life demanded I focus on other things, and I was without a plane for 11 years. I periodically flew a DA40 and liked that plane, too.

This year I got back into ownership. The Tecnam P2008 won. It's an LSA, which I wanted. But it is remarkably stable for such a light plane. It has really good visibility for a high wing, better certainly than Cessnas. (While I love the fighter pilot view of the Astore, Bristell, Sling 2 and RV12, I don't like the bubble canopy for more than an hour's flight.) The P2008 is easy to fly, easy to slow down, and easy to land. It's fast enough. I see 130-132 ktas at 35 inches on 6.8 gph, or 124-126 ktas at 32 inches on 6.2 gph. Set your prop pitch at 5, max cruise. The turbo takes care of the climb.

I live in CA, so the 914 is mandatory to fly in the Sierra mountains. If you pick a 914, make sure the carb bowls are torqued right, and the turbo waste-gate is lubed at each oil change. (Honestly ... I've no idea what I'm talking about ... but smart people on Tecnam Talk say carb-bowl torquing and waste-gate mouse-milking are keys to piloting health.)

My only complaint is about fuel and the stupid choice we face between gas station fill-up w/ jerry cans of 91-octane, 10% ethanol mogas and dirty bathrooms vs. airport-available 100LL. Nothing is perfect in aviation.


Hi FormerCirrus
How are you determining fuel flow for your various ktas speeds? Inquiring minds want to know? Is there a formula or graph that gives you the computation? 
Thank you