The school is specifically involved in Light Sport Aircraft (LSA) and is one of the only schools in the area to provide rental and training opportunities. They called my back the same day and set me up for a flight. I had explained to them that I already had my private pilot certificate and had flown 172's exclusively with only 84 hours flight time. They asked me which plane I wanted to fly, they have four models to choose from. I told them that we would see what was available when I got there.
I showed up and met with the instructor. Since I was carrying my own headset he assumed I was already a pilot. I outlined my limited experience so he knew what he was in for. The instructor picked the plane. In the end I think it was a good idea because I would not have made the same choice based on sight. We were to fly in a Tecnam P2002 Sierra.
A low wing configuration with a sliding "bubble" canopy, complete with a control stick instead of a yoke. This was a hot looking plane. Inside it had almost all of the creature comforts I could ask for. The seats were comfortable and featured four point harnesses for that fighter pilot feel. The panel had all of the VFR instruments along with a Garmin 396 GPS. There was also a single panel "glass cockpit." The only thing missing radio wise was VOR, ADF, and ELT. The plane was also equipped for night flight.
We preflighted and I learned about some of the differences between the C172 and the Sierra. When it was time to climb in and strap in I was excited. My instructor was very patient and was able to know when I needed help with a procedure. Other than him talking my through some of the things that were unique to the aircraft, it was all me at the controls. I got information about VSpeeds and learned that 15 degrees of flaps is used for takeoff and then retracted during climbout. Once we completed the runup and took the runway I made the takeoff run and rotated into the climb. Using the stick was a lot different but at the same time rather intuitive. My instructor complimented me on my proper use of right rudder on the takeoff, rotation, and climb out. Once we were up with some altitude I was told that the handling on the aircraft was rather docile and I would really have to try hard to get myself in trouble. We tried a couple of power-off stalls. They were very benign and the airplane recovered very well without really dropping a wing. The airplane does not have a stall warning light or horn but I found out later on that the EFIS(Electronic Flight Information System) has an angle of attack indicator. The stall warning doesn't really seem necessary. It you are paying attention to the airplane you get plenty of warning before a stall. Next I tried a power-on stall. I wasn't used to the high pitch angle that was required to get the airplane to stall and I started to push the stick forward before we actually stalled. My instructor had to demonstrate for me because the pitch required was rather dramatic. Once again, you should know if your going to stall with this airplane. After that I made some steep turns and some power off glides. The visibility out of the canopy was fantastic. I could actually look behind me and almost 360 degrees. Even though it was a low wing you still had good visibility out of the sides and over the panel. I was also easily able to use the electric trim to stabilize for hands off flight. After flying around a little more I entered the traffic pattern. Some more differences between the 172 and the Sierra were traffic pattern speeds and flap extension speeds. In the Cessna I could extend 10 degrees flaps at 110 knots or below and 20 to 30 degree flaps at 85 knots of below. The Sierra had a flap extension speed of 68 knots. My standard Cessna traffic pattern was to slow down prior to downwind entry with power set at the bottom of the green arc and 10 degrees flaps. That gave me about 80-85 knots if speed in the downwind. At the turn to base the power was lowered to 1400 rpm and 20 degrees of flaps were engaged. The airplane is trimmed for 70 knots until final. On final full flaps (30 degrees) are added and power is further reduced. The airplane is trimmed for between 60 and 65 knots. The descent rate is modulated by throttle inputs. The Sierra pattern was flown at 60 knots and 15 degrees of flaps was the initial setting. It was the pilots discretion to land with any flap setting from zero to 40 degrees. My first landing was relatively smooth but not entirely on the centerline. After we taxied off and opened the canopy I was asked if I wanted to go around again. I decided that I did and hoped that my next landing would be better rather than beginner's luck. Off we went into the pattern. Because of Noise Abatement policies the airport has a rather large traffic pattern. On final approach I could tell that I was low and "dragging it in" I was able to increase the power and get a somewhat better glideslope before touching down once again not entirely on the centerline. I admonished myself and the instructor pointed out that I at least landed on the runway and we could use the plane again. He said that he trained primary students and it was unlikely that I would be able to scare him. After shutting down the airplane I asked an important question. How much transition training did he think I would need before being able to fly solo. The answer surprised me. He said that I had done well and that it would only take a little more time with him to go over some of the stuff we hadn't covered. I was surprised, but them again, these aircraft are designed to be flown under Sport Pilot Guidelines which only call for 20 hours flight time to get a certificate. Needless to say I was very excited by the whole experience and can't wait to fly that airplane again and get checked out.
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