Italy, as we know, is the birthplace of the most famous designers and well known for producing the most beautiful automotive projects, with bold and striking lines. However, the beauty of a machine is not always translated into bold lines.
Sometimes, the basics also achieve good results in of beauty and harmony, as we can see in the twin-engine P2006T by Tecnam, operated by the Sierra Bravo school, from Americana – SP.
For those of you who have never heard of the manufacturer or think it's new to the market, it's not like that. Tecnam is an Italian LSA light aircraft manufacturer headquartered in Casoria, Italy, founded in 1986. But the brand itself has been around since 1948, when it started manufacturing aeronautical parts.
Certified by EASA under CS23 in 2003 and by the FAA Part 23 in 2010, this model was initially conceived to be an aircraft option for training, but has gained other applications, such as the P2006T MRI (maritime patrol), P2006T MMA (multi- mission with Airborne Technologies equipment) and the T2006A, which serves the Italian Air Force, for cadet training.
Watch the article at video below:
https://youtu.be/iX0zCjb9L3k
The Tecnam P2006T is constructed of aircraft grade aluminum and composite materials. Extremely light, this multi-engine four-seater was awarded the title of the lightest certified twin-engine in the world, after all, it is only 853 kg of empty weight, even though it has dimensions very similar to those of a Seneca: 8,7 m long, 11,40 m in wingspan and 2,9 m in height.
Being the lightest certified twin engine in the world, it accommodates up to 4 people, not including the crew.
This ship is that type of device that the more we look at it calmly, the more details we discover and the more it makes us curious. The template itself is a masterclass in simplistic design. The underline that connects the nose to the tail is continuous, with a subtle rise until it reaches the tail. At the top, no exaggeration or far-fetched ideas. The front of the plane is characterized by being simple and objective, without frills, well resolved.
To get away from the commonplace of most projects, the company chose to install huge winglets on the wingtips. At 60 cm high, they slightly break the design of the nave that would be too formal if they weren't so big. Added to the fact that the aircraft is semicantilever (without the wing s), the result was good.
As for the wings, a more clinical look reveals an aerodynamic solution for the engine nacelle, with very little structure above the wing, which helps to avoid air turbulence on the wing's extrados. This is especially convenient when we have a crosswind situation over the wing, such as in a crabbed or slippery flight. Also interesting is that they managed to keep little engine area below the wing, finishing the fairing elegantly on the trailing edge.
Speaking of engines, the Tecnam is equipped with two famous Austrian Rotax 912 S3s, with 100 hp each. Very light, it has a reduction box (which can be noticed by the activation and dry cutting), two air/fuel mixture systems and a mixed cooling system (air and water).
An important point to emphasize is that this propellant can drink both aviation gasoline (AVGAS) and Podium gasoline, from automobiles. This is useful when you need to operate in places where 100 LL gasoline is scarce.
Each engine consumes about 20 l/h of oil, which guarantees a flight range of approximately 5 hours – since this twin-engine has a tank with a capacity of 100 liters on each wing. The motor-propeller group is completed by two-blade propellers from the German MT Propeller, 70 inches, made of wood and composite material, with hydraulically variable pitch and full feathering.
Landing gear has an aerodynamic structure that extends out of the fuselage. This structure, which is similar to those found on Agusta helicopters, is necessary in order to increase the gauge (distance between the axles) of the main gear, offering greater safety at the time of landing, since, as it is a high wing, there would be nowhere to be installed. There, the landing gear retraction mechanism is housed and the tires are accommodated in the belly of the plane. By the way, the pattern of the tires chosen by the manufacturer (6.00/6 in the main ones and 5.00/5 in the trike), are easily found in the main workshops and distributors.
The pilots boarding takes place through a small door on the left side, 1 m long. Unlike what happens in other twin-engine aircraft more common in the country, where the pilot boards first through a door on the right side and only after the enger/second pilot, in the P2006T the exact opposite occurs. engers enter through a door to the right of the aircraft. This door is in an unprivileged place, as it is located under the wing, right next to the engine, in addition to having little opening. However, once boarded, the two engers behind travel with good space and comfort. Behind them, there is generous space in the luggage compartment, with 350 liters of volume or 80 kg permissible, excellent for carrying large suitcases.
In the command post, we find a hybrid , with the glass cockpit system and analogues, where basically the engine instruments and systems are shown. A G950 (similar to the G1000, but without the tag where the engine parameters are shown) takes up most of the , which also has an S-Tech 55X autopilot, very common in first and second generation Cirrus aircraft.
THE FLIGHT OF THE P2006T
The day was very hot for the flight with Tecnam. Sierra Bravo instructor and coordinator Eduardo Silva was scheduled to accompany me on this flight. After the pre-flight checks, we quickly started engines two and one, with that typical Rotax dry start.
In the taxi to runway 30 of SDAI (Americana), I noticed the comfort and precision of the pedals, important for pilots and students who are starting to adapt to this type of equipment. I also noticed that even during the long taxi to the headland, the engine works cold, where even the oil parameters had not reached the green mark even on that hot and sultry day, thanks to the hybrid air/water cooling system.
Now, if there's one thing that was really hot, it was the cockpit. This is because the ventilation of the plane on the ground is poor, being made worse by the large glass area of the windshield, but greatly improving in flight.
Aligned at the headland, advance the levers to the stop keeping the brakes on. In my mind I thought that the brakes would “slip” for not being able to hold the impetus of the engines traction, but I was mistaken. The plane remained static, even with full engines over the threshold.
The weight x power ratio of this twin engine is very tight, which means that there is not much power left in the configuration we were in (OAT ± 34°, 3 on board and half a tank of fuel). What helps to have a more productive performance in flight is precisely the aerodynamic refinement, which cuts the air better, reducing the induced drag, requiring less energy.
Except for the characteristic of having a heavy nose when rolling, the Tecnam takes off smoothly, with a low workload after leaving the ground. This point is fundamental in aircraft that have the purpose of being instructional, as it makes the student pilot remain focused on flying the plane, and not dealing with too much aircraft systems. And in of performance during the climb, already clean, we ended up with a ratio between 600 and 850 ft/min.
Leveled up, I noticed that speed is not the flagship of this multiengine. Headed for Arthur Nogueira at 4000 feet and with 4 psi of fuel pressure, 24 in of manifold, and 2100 RPMs on both engines, the flight progressed at an average of 123 to 132 knots, with a light headwind. If speed isn't your forte, in of smoothness and comfort, it delivers.
The flying of this European is smooth, fluid and extremely docile. There isn't that bunch of tricks and care in the operation as in other light MLTE. Everything here is easy, ergonomic and intuitive.
Another highlight is the internal noise. The purring of the engines is low compared to other multi-engines of a similar class. Okay, the engine produces less sound because it is smaller (100 hp), but let's take into that they are mounted extremely close to the fuselage.
On the way back, already on the return bow, we took the opportunity to perform a simulated mono. With engine two all reduced, it took little pressure on the left foot (“dead foot, dead engine”) to keep the ball centered.
Another point that drew attention was the performance on the stick. The roll control was achieved very easily, but there was a need to pull it a little more to keep the climb hour zeroed / hour slightly negative, even with the use of the compensator (electric, on this plane).
Even though I was aware that the plane was not certified to maintain a positive climb in a mono and that there are other variants that influence this mono condition, I had the impression that the pressure to pull the stick was a little lower, given the behavior of the P2006T up to then. Perhaps this force would have been reduced if we had feathered the propeller, facilitating air flow and improving mono performance a little more, something we would only have done if that moment had been real.
In the traffic circuit, with the plane in normal flight conditions, life for those who fly this light twin engine is easy and pleasant. That's because there are few checks to be done, all very simple and predictable, associating this with the school's flight patterns, which allow the student pilot to make few flights to feel comfortable in the machine.
I was able to ratify that the Tecnam P2006T is a good trainer in the final landing phase. That's because I got ahead of myself by rotating leg-base, making me give way to the plane's nose in order to fit into the visual ramp. Result: I rotated base-final high and fast. But to my surprise, even though Tecnam is a smooth plane, few adjustments are needed to fit the ideal approach speed (about 85 kt) and be stabilized before 500 ft. Once again, Tecnamzinho forgave and fixed my “ramelada” at the base!
At the time of the touchdown, another pleasant surprise. He believed that, because he had landing gear too close to the fuselage, he would have problems landing it. Just my impression. The touch was smooth, firm and safe, with instructor Eduardo's competent verbal instructions. Already on the controlled ground, I had no doubt that many student pilots will adapt very quickly to this beautiful and interesting training platform called P2006T.
TECHNICAL SPECIFICATIONS
Fuselage
FOB value: US$ 660,000
Length: 8,70
Wingspan 11.40
Altura 2,90
Stabilizer: 3,30m
Luggage compartment: 350 liters – 80kg
Fuel: 200 liters
Autonomy: 5 hours
Range: 669 NM (disregarding reserves)
engine-propulsion group
2x Rotax 912 S3 – 100hp
Average consumption (@2000ft, 75% power): 20 lts/h
Propeller: 2x MT Propeller, 2 blades, variable pitch
Landing gear
hydraulically retractable
Tires: 600/6 (main), 500/5 (trike)
Avionics
Garmin G950 IFDS with A/P S-Tec 55X approved PBN RNAV/RNP
Perfomance
Empty weight (EW): 853 kg
Max takeoff weight (MTOW): 1.230 kg
Payload (3 pax, full tanks): 280 kg
Maximum speed: 155 kt
Average speed (@6000 ft, 75% power): 123 kt
Stall speed (Vso): 55 kt
Min control speed (clean): 62 kt
Takeoff distance: 394 m
Landing Distance (50ft): 349 m
Service ceiling: 14000 ft
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Micael Rocha was a flight instructor for four years, is a checker at aeroclubs and CIACs, has flown C525, C525B and C208B Caravan in air taxis and has been flying Cirrus SR22 since 2013.
@aeroereview
