My comments about the P2006T were attempting to allay your fears that an engine might suddenly run down without warning in flight (‘IMC’) as you have experienced when taxying with cold engines, especially when the air is cold and damp.
I was taking it for granted that you perform standard FREDA checks and give the engines a blast of carb heat regularly. If you’re operating at low power (descending or perhaps aerial survey/photo work…) then the risk of suffering carb ice is greater, as with most carburetted aircraft piston engines.
The P2006T Aircraft Flight Manual dictates that carb heat should be used ‘as needed’ in cruise (Section 4 Para 3.10).
In the AFM Section3 Para 5.5 (carburettor icing), it expands on this as follows (remember that the P2006T is not approved for flight into known icing):
‘5.5 CARBURETTOR ICING
DURING TAKEOFF
The carburettor icing in “full throttle” mode is unlikely.
Take off in known or suspected icing formation is forbidden; in order to dispose
of full engine take off power, take-off must be performed with carburettor heating
OFF.
IN FLIGHT
Carburettor icing is considered probable when external air temperature is below
15° C and visible air moisture (clouds, mist, haze or fog) or atmospheric precipitation
are present.
Generally, an OAT-to-dew point temperature spread lower than 10°C and OAT
less than 15°C with visibility lower than 5 km is a positive indication of likely icing
formation condition.
Should an inadvertent flight into known or forecast icing condition happen carburettor
heating should be selected “ON” as soon as possible: the greater the advance
carburettors are warmed the better the chances not to form ice and avoid
engine power loss or reduction.
Keep Carb Heating “ON” until engine power is restored and area of possible icing
condition is exited.
CAUTION
Carburettor Heating selected to “ON” will cause engine RPM reduction
of about 100 RPM causing a sensible available engine
power decrease.’
My comment about not running with carb heat selected to ‘on’ all the time is based on the fact that the engine will be running richer, which is not ideal for it. The carb heat system is effective (ie the air it feeds is hot) so there is a substantial drop in rpm when compared to some installations like the Chipmunk Gipsy Major which in military use were normally locked in ‘hot’).
Many non-certified Rotax installations don’t have any carb heat at all but are fed through individual air filters, taking their air from within the engine bay where is warmer than ambient. Personally when building our Permit aircraft, we wanted to reduce the risks of carb ice as much as possible and liked the Skydrive system for its relative simplicity, so fitted that.
I would suggest that you might contact the former UK Tecnam dealer as his operational experience with the aircraft (and as one of the most experienced instructor/examiners in the UK) is probably the best advice you can get.
Contact details here:
https://www.avbuyer.com/dealers/details/tecnam-uk#
Reference the 912iS – it isn’t exactly a simple swap and yes, it does get rid of any carb ice issues but there are cost and weight penalties involved for no extra power (possibly better fuel consumption). A 915iS might be a good step up when it is available as at least there is more power to offset the negatives.