Tecnam P2006
I have been lucky enough over the last year to have flown both G-ZOOG operated by airways flying club and the Airborne Technologies MMA demonstrator. (Before it is said, I don’t work for or represent either company or Tecnam)
The un-modified G-ZOOG was a delight to fly and, as has been previously stated, the performance is exactly as it says on the tin with regard to engine out performance and fuel burn. As both a farm strip aircraft and a tourer, I personally think that the aircraft has an awful lot going for it. It has very well balanced controls, crisp response and a cheekyness that makes you want to do things with it you shouldn’t (see the Tecnam Website video, though I think a bit more into wind aileron might help).
Yes it is light, but looking at the structure and build quality, I’d say it is no less well built, or sturdy than the typical spam cans that we all learnt to fly on. How many hours have some of these flown and what punishment have we put them through. I see no reason why the P2006 should last any shorter time or not put up with similar punishment.
The visibility may be a tad limited out of the cockpit roof in anything over 30° bank turns, but then I would say the same for most twins I have flown with the exception of the Dragon Rapide. The difference here is that the chaps at Airborne Technologies have come up with a mod to install roof windows that I understand may be able to be fitted to the basic aircraft.
Point accepted regarding the lack of squat switches / down locks, but then like a loaded gun, would you point a loaded one at someone just because the safety is on. The lever is small and difficult to catch and it does have to come a fair way out (and with some force) before it can be moved to the up position. Whilst some may consider the lack of down locks or squat switches a problem, consider the fact it has no up locks. Like the DC3, the gear is held up by trapped hydraulic fluid. If there were to be a problem with the hydraulic system, and the accumulator were to fail, the gear would sag out under its own weight. Looking at the geometry of the gear (I’ve not tested it yet) , an amount of side slip would be all that is required to over centre the drag stays and hey presto you’ve got main gear at least (I’ll probably have to eat my hat the first time it happens). A bit of forward speed and you might even get the nose gear to over centre.
What engine is in a lady, and why they chose it does not personally over concern me. They all fail in the end, it’s just how soon and how many times they do it. Having operated (not in an aircraft) Rotax engines down to -55°C, I would say they are as pretty much as bullet proof as any piston aero engine on the market, just a lot less expensive to buy and a lot less expensive to maintain. Let alone pay (exception Austro diesel) for the fuel to put in them, especially as a private operator running it on mogas.
Yes, the gear takes a time to retract. However, having tested it on several occasions, simulating an engine failure at the point the decision would be made not to land back on, the aircraft maintained altitude and also showed on occasions a +ve ROC whilst the gear was retracting, and once retracted continued at the scheduled performance engine out. Whilst flying the Airborne Technologies MMA with all sorts of extraneous aerials and equipment, the aircraft still achieved the figures once the main under slung sensor was retracted (still maintaining level or +ve with it out). Currently I fly a twin that should hit at least 200fpm ROC one engine out but persistently fails to meet the scheduled performance by going down rather than up. I know which I would prefer. However, as always taught, the remaining engine on any light twin may only alter the point of impact!
Question: Whilst I accept there may be second hand options available, what, in current manufacture aircraft, can take 2 fully grown adults plus my six month old son, with at least 4 hours endurance at 135kts (+ an hours reserve), operate from a 400m LDA/TDA, 300m LRR/TRR strip (and not annoy the neighbours), suffer an engine failure after rotation, continue round the circuit to land back on, that cost the same or less to purchase new than the Tecnam and then cost you around £90/hour DOC. Then add the fact that it can be configured with 2* Garmin 1000’s/ SVS, JEPPS, TCAS etc with the training and operational benefits this brings for CFT.
Oh, did I say, it’s also a beautiful looking and sleek aircraft, and as has always been said, If it looks right, it flys right (but then it is Italian, wonder if do they do it in Ferrari Red?).
Personally if I could afford one and memsahib would let me, I’d by one tomorrow and fly it out of the fields behind my house. Fuel wise it would cost the same to get to work and take me 45 minutes less.
Minor snags. Yes, fuel injection would be great, and as yet no ski or float STC's available.