914 or 912?

[Flocker]

Dec 9, 2021 15:39:17 GMT pv9 said:

Dec 9, 2021 13:15:53 GMT buzz said:

Can't argue with Flocks thoughts based on the description of your mission. Not having to deal with carbs is a plus as well.

The ability to fly an extra hour was worth more than the climb rates for him.

Same here.  We used to have to stop and re-fuel on the way back from the beach.  Now we can go there and back without stopping.   32 gallons divided by 4 gph (912iS)  is a pretty nice range on the P2008.  Again, it boils down to your mission.  The 912iS works for mine.

[pv9]

Dec 9, 2021 19:48:39 GMT Flocker said:

Dec 9, 2021 15:39:17 GMT pv9 said:

The ability to fly an extra hour was worth more than the climb rates for him.

Same here.  We used to have to stop and re-fuel on the way back from the beach.  Now we can go there and back without stopping.   32 gallons divided by 4 gph (912iS)  is a pretty nice range on the P2008.  Again, it boils down to your mission.  The 912iS works for mine.

I would be looking to clear 3500-4000 ft but I have 10nm to get to that elevation. Nothing in the immediate neighborhood of the airport which is at sea level (20 ft above MSL actually).

[WinP]

Like pv9 I am weighing the 912iS vs 914. Assuming I get the Tecnam. I haven't decided that yet (am flying the F2 that only offers the 912iS Monday.) One thing I notice in this string as well as the parallel string on cruise speeds is that we don't have many 912 (whether original or iS models) posting their cruise speeds. I'd like to know that. I typically fly in the range of 6,000 to 8,000 feet, though for local flights can certainly be lower. Also relatedly, I see a lot of folks with the 914 setting the prop at 5 (the "Mark Gregor setting.") What about 912 folks? Interestingly I was told by Tecnam yesterday that the dominant share of P2008 orders are for the 912 engine models. But reading these boards you'd think it was the opposite.

[toung]

Dec 18, 2021 9:02:40 GMT WinP said:

Like pv9 I am weighing the 912iS vs 914. Assuming I get the Tecnam. I haven't decided that yet (am flying the F2 that only offers the 912iS Monday.) One thing I notice in this string as well as the parallel string on cruise speeds is that we don't have many 912 (whether original or iS models) posting their cruise speeds. I'd like to know that. I typically fly in the range of 6,000 to 8,000 feet, though for local flights can certainly be lower. Also relatedly, I see a lot of folks with the 914 setting the prop at 5 (the "Mark Gregor setting.") What about 912 folks? Interestingly I was told by Tecnam yesterday that the dominant share of P2008 orders are for the 912 engine models. But reading these boards you'd think it was the opposite.

Me too , waiting to see 912/912is speed.

[jetcat3]

I have some time in a 912 ULS powered P2008 and it was noticeably slower with a 2 blade prop although it was conservatively pitched. I think Jim is getting 108-110 knots out of his iS P2008?

[WinP]

Dec 18, 2021 21:53:30 GMT jetcat3 said:

I have some time in a 912 ULS powered P2008 and it was noticeably slower with a 2 blade prop although it was conservatively pitched. I think Jim is getting 108-110 knots out of his iS P2008?

Tecnam is quoting me the 3 blade prop. Not sure if that makes a difference.  Also wonder how changing the pitch might affect speed vs takeoff climb.

[johndistefano]

Hi all. New guy here trying to learn as much as I can. So far this site has been a tremendous resource! I too would like to know real world cruise TAS for the912is vs the 914. One other point, if the feds modify LSA to include a constant speed prop, can both the912is AND 914 be retrofitted with a CS prop? I read in another Forum that only the 912is can.

[johndistefano]

Perhaps you all can shed some real world light on this scenario. One of the trips we would like to make with what ever airplane we buy is from our home base in NJ to Myrtle beach .KMJX-KMYR.. Approx 435 Nm. Plugged this into foreflight for the 912is with some numbers I could find on the forum. 115KTAS at4.3gph and fore flight determined about 3:45 and lessthan 18 gallons total. Tremendous! So I tried To run some numbers for the 914. What I came up with was order to go nonstop the power needed to be pulled way back to maybe 70%. 8000 ft 70% 5000 rpm,111 TAS 5gph with 4.6 hrs endurance. .. The range with comfortable reserve at comparable 912 speeds is not possible unless 60%-70% power or going up high but even then , I was cutting the reserves way down. I didn't even try a w&b after that.

What are you all seeing real world? Can a 2008 w/914 motor make this trip non-stop? Thanks

[cptndavid]

Hello John, I brought my new P2008T from Kruq ; Mid Carolina to N87 ; Trenton Robbinsville with one stop 2W6 ,395 miles total time on route was 4.8 3500 feet at 5250 RPM. fuel burn was about 6.14 gph.
I am usually in no hurry.The flight from KSER Sebring to Kruq 494 NM with one stop for fuel was 5.3 hours 5250 rpm 30.6 inches mp with one stop for fuel. We did not go direct. TAS 113 kts. GS. of 108 I have a screen shot of the G3X over Fernandia Beach. I could email you a shot of the panel. You can call me at 609 575 0416 seeing as we are neighbors. The fuel stops were not really necessary but I like to do about three hour legs. Even with my DA 42 we did three hour legs. I would be happy to show you my airplane and maybe fly a bit.
Fuel from Sebring to Bamberg County airport was 21.510 gal. for about 350 NM 3 hours and 25 min.

[cptndavid]

I just plugged MJX - MYR into Foreflight = 436 NM about 3hours 41 min. on route. At 7 gph your burn should be about 23.87 gal. That would leave you with a reserve of about 6 gal.

[grantopperman]

In Sept I flew my P2008t / 914 KMBT -KCFS and back. That’s 474.5 miles. 4.5 one way, 5.1 the other. On the long side I landed with about 5 gals in the tank. 5500rpm and 120ish kts. Ragged edge of what I would do in the future. But further than your target and winds always are a factor over that distance.

[johndistefano]

thanks for the info gents. I know the 914 can do the trip. My question really goes to can it do it faster/higher than the 912is? thanks!!

[WinP]

I'm test flying the 912 again tomorrow, want to see how it climbs and performs in the 5,000-7,000ft range.

[FormerCirrus]

My 2018 w/914 apparently goes faster, and burns more fuel, than the average P2008 914 in the fleet.

At 5,500 feet and OATs of 45-50F (numbers recorded two weeks ago) I saw:

133ktas at 35 inches
127ktas at 32 inches
122ktas at 30 inches

Since the 914 is a turbo, I set the throttle based on MAP. The rpm is irrelevant to me. The resulting rpm is what it is, based on the fixed pitch prop. My prop is set for 5.

Hard to know my fuel burn per setting. My block fuel use is 6.2gph to 6.8gph (on 94UL) based on my refuelings and the nature of the flights between refuelings.

In all, I'm extremely pleased to get faster speeds and robust climbs for somewhat more fuel. My previous plane was a 2006 non-turbo Cirrus SR22, where I would see 170ktas on 14gph in cruise (LOP), over a wide range of altitudes from 4,500 to 14,500.

[Mike B]

Dec 7, 2021 3:24:27 GMT pv9 said:

I am looking to spec out a P2008. Currently, the US office is advising that it is a 3-4 month wait which is not too long.
My dilemma is:
- 914: great climb rates, hungrier on fuel, can handle density altitude if I decide to fly to elevation in CA
- 912ULS: sips fuel, lower climb rates, can it handle the 90 degree days in the summer at MTOW?
- 912iS: even smaller sips of fuel, but apparently has bugs and hassles

Would be very grateful for opinions.

No debate for me....I live on an Island during the summer months and fly from grass runways.  The 914 performs flawlessly, climbs like a rocket to my overwater safe altitudes, will handle full tanks with a passenger from the grass runways with great safety margins and fly for four hours with over an hours worth of fuel remaining.  My performance is in line with the others except my sweet spot for cruise RPM is about 5250 which yields about 117 KTAS @ 6 GPH+/-.  I've had the ship going on two years without a squawk.  One other item for me....because of my somewhat remote location, I took the Rotax level one course so I'm able to do my own routine service.  P.S....I'm a former Cirrus owner.
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