Sport Pilot Talk

I currently fly a Tecnam P92 in New Zealand. I've had it for over 7 years and often cruise at 130kts with full power (rotax 912) (1 POB / full fuel) - never had any issues. Most Engineer's here tell me that Rotax engines are like Motorbike engines and like to run hard out which I've done for years without any trouble.

I'm looking to upgrade, considering a P2008 with Rotax 914 Turbo and I hope to get 140kts atleast. Any experiences out there ?

The 914 will allow you to maintain full manifold pressure all the way up to cruise altitude, which will certainly improve takeoff performance and rate of climb. This may give you a slight increase in cruise speed, but that plane will most likely be drag-limited, so don't expect a huge change.

Turbocharged engines generally perform best when driving a constant speed prop, which unfortunately isn't allowed under US LSA rules (I don't know the NZ limitations). One main advantage of the 914 is its use of lower compression heads and jugs, allowing you to run it on regular 87 octane unleaded mogas, instead of the premium fuel required for a 912ULS.

I know several people who use this engine on the SeaRey, which gets them off the water much quicker (although that plane is really draggy, so you get no cruise speed advantage).

I'm not sure how the airframes will compare speed wise, though I expect the P2008 to be less draggy but heavier. As you probably know going up in altitude increases true airspeed. With you current combo though as you go up in altitude the engine produces less power. With the turbo you will be able to maintain sea level power at altitude while taking advantage of the reduced drag created by the less dense air. This gives the turbocharged airplane an advantage in cruise speed at altitude.

MKL wrote:I currently fly a Tecnam P92 in New Zealand. I've had it for over 7 years and often cruise at 130kts with full power (rotax 912) (1 POB / full fuel) - never had any issues. Most Engineer's here tell me that Rotax engines are like Motorbike engines and like to run hard out which I've done for years without any trouble.

I'm looking to upgrade, considering a P2008 with Rotax 914 Turbo and I hope to get 140kts atleast. Any experiences out there ?

You’re in luck! A P2008 914 constant speed combination will give you about 140 knots above 8,500ft pushing the 914 at max continuous power (100hp). The P2008 is a completely different aircraft from the P92 and handles like a dream. It has also has a laminar flow airfoil whereas the P92 Eaglet has a high lift airfoil and the carbon fuselage is super clean too.

Now, the real insane numbers I’ve seen are with a 130 hp turbo Rotax. This is how the 915 could be with a constant speed prop.

Thank you everyone, you've all been great. I understand better now. I have been led to believe that the P2008 is a great plane. My present P92 Eaglet is a joy to fly, however, I'm unsure if its a sensible decision to upgrade, being as though it will cost me additional 210k, my P92 will probably sell at 120k at best, and the new P2008 is $330K new. Big decision. I've put a new Engine in the P92 and its only done 200hrs. Any comments are appreciated.

I looked at the P2008 a bit over a year ago - to buy. Beautiful plane, however, given the 1,320lb LSA weight limit here in the USA, there wasn't much left for humans after gas assuming a 3 hours trip for ex. So, I went with the Flight Design CTLSi, which I love flying...
I really like the Eaglet however... looks like a nicely built plane.

MKL wrote:Thank you everyone, you've all been great. I understand better now. I have been led to believe that the P2008 is a great plane. My present P92 Eaglet is a joy to fly, however, I'm unsure if its a sensible decision to upgrade, being as though it will cost me additional 210k, my P92 will probably sell at 120k at best, and the new P2008 is $330K new. Big decision. I've put a new Engine in the P92 and its only done 200hrs. Any comments are appreciated.

My take on it - there is nothing P2008 does better than your average LSA ( which you can get for half the price of a new P2008) that would justify this price tag - the same engine, the same avionics as every other LSA , so you paying premium for what exactly what ? .

Your average LSA doesn’t cruise at 125 knots true on 6 gallons of gas and handle like a dream. It handles turbulence so much better than many of the LSA’s I’ve flown it’s honestly a night and day difference. It’s also the best looking sport high wing aircraft that I’ve ever seen.

With that said, 330K?! What? That’s insane. With a constant speed prop? To me, the P2008 914 combination shouldn’t be priced one dollar over $220K and even at that it’s too expensive. Just like the 915 Bristell at $296K. These companies at this point are just seeing what they can get away with.

jetcat3 wrote:Your average LSA doesn’t cruise at 125 knots true on 6 gallons of gas and handle like a dream. It handles turbulence so much better than many of the LSA’s I’ve flown it’s honestly a night and day difference. It’s also the best looking sport high wing aircraft that I’ve ever seen.

With that said, 330K?! What? That’s insane. With a constant speed prop? To me, the P2008 914 combination shouldn’t be priced one dollar over $220K and even at that it’s too expensive. Just like the 915 Bristell at $296K. These companies at this point are just seeing what they can get away with.

Stuff you listed is highly subjective and , no , not all LSA can cruise at 125 knots but quite a few do , especially with the 914 up front.

I have never flown in a P2008 but I have been in one and to me it felt like a premium Jabiru 230D - I have flown in quite a few LSAs and , for the most part, all of them fly within reasonable envelope of what I would consider an enjoyable plane to fly - some obviously are better than others but , unless Tecnam has some secret that nobody is aware of ( in an industry where there is no secrets and just about every way of making an object with wings fly has already been tried and adopted ) I highly doubt there is anything special about a 1320 lbs frame that would make it so much better in turbulence than any other 1320 lbs frame.

To me it’s not subjective but tangible. Flying a SportCruiser and P2008 with a similar empty weight back to back on a hot day in Dallas couldn’t produce a more different experience. The reason? I’m no engineer but a laminar flow airfoil is one big reason along with a large vertical stabilizer and stabilator versus the high lift airfoil and short coupled small vertical stabilizer and elevator of the SportCruiser. I still love both aircraft though.

The handling qualities are tangible as well. If you ever get a chance to fly one I think you’d be surprised. Maybe I’m over exaggerating haha.

How do I reply to someones individual comment? please advise.

MKL wrote:How do I reply to someones individual comment? please advise.

If you hit the quotation mark button in their comment it will quote them like what I am doing here. Is that what you want to do?

Btw.
If there is someone with a P2008 around Chicago and willing to take me for a ride in their plane, I would certainly love to ...

I've flown a P2008 with 912ULS. It was an okay flying airplane, but there wasn't anything special about how it flew.

Dave C wrote:

MKL wrote:How do I reply to someones individual comment? please advise.

If you hit the quotation mark button in their comment it will quote them like what I am doing here. Is that what you want to do?

Yes Dave, thank you.