Pazmany PL-2 owners / flyers?

[Sundancer]

Hello All - looking for advice and counsel from those who fly and/or own a Pazmany PL-2; I've already done the online research; now interested in real-world experience with the aircraft, particularly its handling, maintenance, engine preferences, any gotchas. Also, asking as a potential buyer, not as a builder.

[Scooper]

Hello All - looking for advice and counsel from those who fly and/or own a Pazmany PL-2; I've already done the online research; now interested in real-world experience with the aircraft, particularly its handling, maintenance, engine preferences, any gotchas. Also, asking as a potential buyer, not as a builder.

Did you ever hear back from the guy who was advertising the retractable gear PL-2 on airplanemart?

This is a fairly comprehensive flight test article on the PL-2 published in the February, 2003 issue of FLYER, a U.K. general aviation magazine.

http://www.pazmany.com/wp/pdf/PL-2_flyer_02_2003.pdf

[Sundancer]

Hi! Yes, thank you! He did get back to me; it's nearing completion; it has retractable gear, which was apparently positively reviewed by Pazmany. It's close to flying, but the O-290 and retract aspects give me pause. But I'll stay in touch with him - the aircraft is in San Diego and I'm on the east coast, so until it's flying, there isn't much action I can take anyway as far as evaluating it and making an offer.

I did see the article in your link; I think the Pazmany site has that link, as well as a few others, too.

Another one in Florida just came up, and I'm looking in to that one now. There is one in Canada, but it appears to be a big lift to get past both bureaucracies, import here, get an AWC, registered, etc. Also, I have an offer to test fly a T-211 Thorpedo in February; not acro, but interesting.

[LeCunff]

I have a 1980 Pazmany PL2 . IT has about 2600 hours . First engine was 0-290 , is now powered by 0-320 . I have about 124 hours on type . It is a great airplane a delight to fly. I owned a Cessna 150 for about 30 year . The Pazmany was a very easy transition . Love to go flying.

Armel

[Sundancer]

I have a 1980 Pazmany PL2 . IT has about 2600 hours . First engine was 0-290 , is now powered by 0-320 . I have about 124 hours on type . It is a great airplane a delight to fly. I owned a Cessna 150 for about 30 year . The Pazmany was a very easy transition . Love to go flying.

Armel

Blast from the past - I've found a builder/owner with a PL-2 for sale; it looks good, and I'll be taking a look in the next to weeks in person. Two questions - is there a type club or other organization for PL-1/PL-2 owners? I can't fine one. . . .and - is there anything in particular I should be looking at, any known issues you are aware of?

[JohnK]

Blast from the past - I've found a builder/owner with a PL-2 for sale; it looks good, and I'll be taking a look in the next to weeks in person. Two questions - is there a type club or other organization for PL-1/PL-2 owners? I can't fine one. . . .and - is there anything in particular I should be looking at, any known issues you are aware of?

I have a Canadian PL-2, C-GQNW, the one in the thumbnail on the Pazmany web page. 3rd owner, since 2011. There is a PL-2 Facebook group.

A minor weakness is the nosewheel steering T fitting that rotates the upper scissors. The weldment can break. Mine did and had the welded T replaced with a solid machined one.

The main handling issue is it is under-finned IMO. In bumpy air the nose oscillates from side to side somewhat, made worse by the mass of the fuel in the tip tanks. Roll response varies with fuel load. I'd like to add a dorsal fin. You see some with dorsal fins added. The tip tanks are a great safety feature, keeping the fuel far away and breaking away in a crash (a sales feature of the original tuna tank Cessna 310). They also function as your roll trim because any imbalance more than a couple of gallons you know it. Solo I need to have 1-2 gal more in the right tank than the left to fly hands off. Roll trim would be nice. Overall handling qualities are good. Ailerons are responsive but it won't roll like an RV. Pitch feel is very good. Very stable, pleasant stick force gradient. Pitch trim works really well.

The pitot at the top of the vertical fin is an annoyance because it drops into the propeller wash when you get near the stall and the airspeed goes wonky. Not a problem on normal approaches.

Full flap, with the panels that go right under the fuselage, allow you to come down like a Stuka. Power has a direct impact on sink rate because of the center panel. Full flap the burble over the tail creates a strong pulsation in the stick, esp above 80 mph which is a bit disconcerting. I've tried, but have never been able to get it to do anything nasty with full flaps in side slips so it doesn't bother me and I've never heard of the stabilator stall issue that limited flap extension on Thorp T-18s.

Mine has an O-290 and with the wheel fairings on will true about 150-155mph at 8000 ft at 75%. Not an RV, but less than 1/3 the price. I fly it down low at 100-110 mph, 40% power, 18"/2000 rpm, burning maybe 4 US gal/hr without wheel fairings installed.

The plane is built like a tank, stressed for aerobatics (tho not to be spun), designed for mass production, with production grade drawings. Mine has a bit under 1800 hrs and almost 50 yrs old, and I'm just now having to redo the oleo seals for the right main gear this winter. These are the homebuilt oleos built to the plans. It has a fully alodined and primed structure, and being stored inside all its life it's structurally in perfect condition. Annuals are simple, most of the work being around the engine. Only a few panels to remove.

If you don't have the money for an RV-7, it's a great choice.