Post by WinP on Jan 1, 2022 11:55:19 GMT
First off Happy New Year to this small but vibrant community. I am in the process of joining it, more on that in a later post when everything is finalized. I have found that this process is full of unexpected curveballs. Hopefully not landmines.
Coming from the Cirrus world, my plane will have a BRS chute. That's non-negotiable. In the Cirrus world though we have a lot of data regarding BRS activation. For example we have the maximum speed at which it can be deployed. We have the minimum altitude (AGL) at which it can be deployed. I don't see those figures in the P2008 POH but I assume I am correct that the numbers exist and will be provided, right?
Moreover, we have real world data in the Cirrus world knowing that the chute works 100% of the time when deployed within parameters. In other words, everyone has lived. As of the 2018 string that I found, there have been no Tecnam deployments. Still correct presumably.
Finally, with the Cirrus we know the speed at which the plane descends and impacts the ground (17kph if I recall correctly). And we know that the cabin was designed (including cage construction, force absorbing seats, and the like) to protect occupants descending at that speed. Though there have been some hurt backs and the like, by and large this has worked in actual practice. That for me is the biggest unknown in the P2008. No knock on the airplane but it seems "flimsier" in construction than the Cirrus, though I'm told it's more robust than most LSAs. That's not surprising, the weight limit has to be met somehow. But I'm wondering if anyone has performed or seen any analysis as to how the P2008 would actually protect occupants in the event of a real world BRS descent and impact with the ground. I am sure we all would prefer not to be the first beta tester.
In the Cirrus world, particularly for those active in COPA or who receive Cirrus-sponsored transition training, the mantra which we all repeat in our sleep is: "If your engine quits between 500ft and 2,000 ft AGL, PULL NOW." If above 2,000 feet you can take time to assess the situation, see if you can re-start the engine, etc. The reason we all are comfortable with that is because we know to a near certainty that we will walk away from the impact if we pull the chute, assuming over hospitable terrain. With the P2008 it would be nice to have the same certainty, and thus I am wondering what data/analysis might exist to inform this question. If I have missed a prior discussion my apologies, I searched and didn't find one.
Thanks.
Coming from the Cirrus world, my plane will have a BRS chute. That's non-negotiable. In the Cirrus world though we have a lot of data regarding BRS activation. For example we have the maximum speed at which it can be deployed. We have the minimum altitude (AGL) at which it can be deployed. I don't see those figures in the P2008 POH but I assume I am correct that the numbers exist and will be provided, right?
Moreover, we have real world data in the Cirrus world knowing that the chute works 100% of the time when deployed within parameters. In other words, everyone has lived. As of the 2018 string that I found, there have been no Tecnam deployments. Still correct presumably.
Finally, with the Cirrus we know the speed at which the plane descends and impacts the ground (17kph if I recall correctly). And we know that the cabin was designed (including cage construction, force absorbing seats, and the like) to protect occupants descending at that speed. Though there have been some hurt backs and the like, by and large this has worked in actual practice. That for me is the biggest unknown in the P2008. No knock on the airplane but it seems "flimsier" in construction than the Cirrus, though I'm told it's more robust than most LSAs. That's not surprising, the weight limit has to be met somehow. But I'm wondering if anyone has performed or seen any analysis as to how the P2008 would actually protect occupants in the event of a real world BRS descent and impact with the ground. I am sure we all would prefer not to be the first beta tester.
In the Cirrus world, particularly for those active in COPA or who receive Cirrus-sponsored transition training, the mantra which we all repeat in our sleep is: "If your engine quits between 500ft and 2,000 ft AGL, PULL NOW." If above 2,000 feet you can take time to assess the situation, see if you can re-start the engine, etc. The reason we all are comfortable with that is because we know to a near certainty that we will walk away from the impact if we pull the chute, assuming over hospitable terrain. With the P2008 it would be nice to have the same certainty, and thus I am wondering what data/analysis might exist to inform this question. If I have missed a prior discussion my apologies, I searched and didn't find one.
Thanks.
