Just to add a few facts about the P2006T – and possible dispel a few stated myths...
The aircraft is EASA IFR certified.
The G limits are:
+3.8 and -1.78G clean; +2G and 0G with flap.
There are NO restrictions for flight in turbulence - check the AFM if you want further proof!
Presently the MAUW is 1180kg with a rise this December to 1230kg. Gear speed should be increased to 119 KIAS (IIRC) at this time too.
Taking the Tecnam UK demonstrator G-ZOOG (operated by Airways Flying Club), the useful load is presently 342kg (so 392kg in December). This means in real terms (today) it’ll fly three 75kg persons for over 4 hours – over 5 hours with the MAUW increase.
Performance is a genuine 135 KIAS at low level for a total fuel burn of 38LPH. The aircraft is EASA certified for MOGAS up to E10.
If you use more than 30% MOGAS then the oil and filter change is carried out at 100 hours (50 hours if more than 30% 100LL). That means an oil change of 6 litres every 100 hours and perhaps a litre of oil for each engine in that time although that is unlikely – so worst case is 8 litres over 100 hours. Compare that to a Seneca or Duchess which will have consumed around 52 litres of oil in the same time and almost exactly twice as much fuel....
Real world performance is very similar in all aspects to a Cirrus SR20 (according to an experienced SR20 pilot) with the P2006T providing better ‘rough’ field performance and two engine security (although no parachute...).
G-ZOOG climbs on one (either) engine as per the book figures at MAUW.
The Rotax 912S is an extremely well proven and reliable engine – something that can’t be said for the motors found in another modern twin. It worked well in the Predator UAV on extended missions (in turbo 914 form).
To try and dismiss the Rotax as an ultralight/LSA etc engine as an intended insult does nothing to demonstrate a mature understanding of the world of aircraft engines - especially when the praised opposition is based on 1935 farm threshing engines!
Being a high wing design the props would be clear of the ground even if it was landed gear up. Prop speed is low (around 2100rpm) and the cabin very quiet when this is combined with small displacement and well silenced motors.
The airframe is a nice, simple aluminium design – easy to repair and maintain as required. As I mentioned we have put 350hrs + on G-ZOOG in 18 months and most of that in the MEP training role. There have been a few minor snags – engine indications for instance but factory support is excellent with parts normally available within 24 hours. An indication of the product’s design quality is the few ADs that have appeared.
The Multi Mission Aircraft (MMA) was designed and is produced by an Austrian company, Airborne Technologies, not Tecnam although they obviously work closely with Tecnam.
The IO-240 is a bigger, heavier engine and the Rotax works just fine. Even the C162 O-200D is around 50lbs heavier. The 912S was in the C162 prototype initially but was changed for the heavier and thirstier O-200D to keep the locals happy due to a lack of knowledge of the foreign Rotax – not because it was a better engine.
I’ll take your word for it that an IO-240 produces 125hp for the same fuel burn as a 100hp 912S.... Americans still have to embrace the fact that there are good aircraft engines made outside the USA!
Like it or not, in a similar way that the R22 unintentionally changed helicopter training for ever, the P2006T will do likewise in CPL/MEP training as well as being a very capable private owner/operator machine.
Last edited by smarthawke; 11th November 2011 at 09:04.