tecnam p2006t rr:GA 19/3/11 17:08 Page 30 TwinTwinFlight test: Tecnam P2006T safety safety on on Geoffrey Boot renews his MEP and IR in this stylish Tecnam twin and finds it very much to his liking. Photos: Flyer magazine ollowers of my flying exploits may My colleague Andy Cragg, with whom I UK and Ireland. After some frustrating recall an appetite for two engine have owned aeroplanes for many a year, delays over the winter with the snow and Fflying. Of late, however, even our has been suggesting we cast our eyes cold weather conspiring against us we venerable Twin Comanche, which has over the miniature version of the finally got together in January on a sadly been grounded for some months, Partenavia, the new Tecnam P2006T, for sunny, but later very wet and overcast has come under suspicion for being fuel some time. To be honest, in my ignorance day, providing an opportunity for me to hungry (now more per litre than cheap I had dismissed it simply because it test the aeroplane and for Tim to test me. wine!) so much so that we have been featured Rotax engines. My early Let me set the scene. Tim arrives, we using our SF260 for hops across the Irish encounters with the two stroke versions have a cup of tea; Andy arrives, we Sea from the Isle of Man. However, one had not been that happy. walk round the aeroplane, Andy takes engine with the 60-plus miles of rough However, the requirement for an IR off for a few circuits; Tim returns and in Irish Sea below, particularly in winter, and MEP renewal prompted me to phone the meantime I’ve planned the IR test; requires faith and courage. I know, the Tim Orchard, ex-Concorde pilot, another walk-round and briefing and engine doesn’t know it’s over water — venerable examiner, better still an I’m in the hot seat lining up straight but we do! operator and also agent for Tecnam in the into the missed approach then ILS 30 General Aviation April 2011 tecnam p2006t rr:GA 19/3/11 17:08 Page 31 nsingle single money money procedure at Lydd. Background engine training. Before you get too worried – or perhaps The Diamond D42 Twin Star started to not – yes I did pass the test, but before I It has been fairly obvious for some time, tick some of the boxes but the hiccup go into the foibles of the aeroplane which especially for those who own and operate with the diesel engines, its long unfolded during the process, I would twins – and in these I include training wingspan, and a high purchase price, has reiterate Tim’s comment as we left the organisations – that the cost of fuel is been a barrier to many potential owners. first hold into the procedure. It is fast becoming prohibitive. When you Taking on board the ‘do you need six probably indicative of how easy this new factor in the cost of new aircraft and seats’ question (which you don’t when generation of twin engined aircraft are to their continuing maintenance, is there you’re training, or there’s two of you and fly: “You’re obviously having to work hard any wonder that £300/£400 an hour is all you’ve got is your luggage), but you with the glass cockpit you’re not familiar becoming de rigueur. There has long want that other engine for IFR or sea with, but incidentally are flying the been a gap in a market looking for an transit security, the only way of bringing aeroplane very accurately”. Handling the economical twin that will provide a safe down costs dramatically is and has been aeroplane was definitely not the hard transport platform, while displaying all to identify efficient, reliable engines then part. the characteristics required for multi combine them with an even more General Aviation April 2011 31 tecnam p2006t rr:GA 19/3/11 17:08 Page 32 TECNAM P2006T AIRCRAFT Basic price : €305,500 Glass IFR version price : €358,484 POWER Engine 2 x Rotax 912S, four cylinder, producing 98hp each Prop 2 x MT 2-blade constant speed, full feathering. DIMENSIONS Wingspan 10.6m Wing area 14.4sq-m Length 8.66m Height 2.58m Cabin width 1.2m+ Seats 4 MTOW 1180kg (in 2011 MTOW 1230kgs) efficient airframe. JetA rather than Avgas Top: ‘a miniature version of the Partenavia’ with the Diamond solved part of the from the pencil of the same designer Empty weight 760kg problem but a new, expensive engine Above: fuselage extensions allow for a wide Max payload 420kg and stable main undercarriage design conspired to keep the cost up. Fuel capacity two 100l fuel tanks That’s where Professore Luigi Pascale entered the fray. The designer of the PERFORMANCE Partenavia obviously recognised that Strangely they are unpainted – apparently Vne 168kt scaling down the concept and combining it something to do with EASA and the Cruise 145kt with the now very successful Rotax 912S conductive qualities of the paint used on Range 710nm four-stroke was a recipe for an efficient, the wings. I know, don’t ask me, Tim Ceiling 15,000ft (single engine 7,000ft) frugal but very capable aeroplane. The wasn’t really sure why either. A small Take-off roll 225m Rotax 912 has evolved beyond my early stepladder is supplied with the aeroplane Landing roll 180m Rotax scepticism and now sports a TBO of to make visual inspection of the tanks as Rate of climb 1260fpm 2,000 hours or 15 years, and of course is well as checking of the oil possible. in use and well proven in many light The cabin/cockpit inside is much larger All specifications and performance figures aircraft throughout the world. than anticipated. There is a door on the are supplied by the manufacturer. All performance figures are based on left side for pilot access and the seats slide The aeroplane standard day, standard atmosphere, sea level, well back, making access easy. On the and at gross weight unless stated otherwise. There’s a lot to be said for conventional right side there is a further door to the rear aluminium construction. It’s stood the test to load passengers and luggage. I sat in MANUFACTURER of time, is relatively easy to maintain and the rear cabin and even with the pilot seats COSTRUZIONI AERONAUTICHE TECNAM Srl that’s where this aeroplane sits. The fairly reasonably well back there is plenty of Via Maiorise lightweight construction avoids looking or space for two adults, behind which there is 81043 Capua (CE) feeling tinny: a clever combination. The a cavernous area capable of taking another Italy aeroplane looks uncannily like a smaller 80 kilos. T: +39-0823-622297 version of the Partenavia, combined This is not a cabin class twin: putting it W: www.tecnam.com perhaps with a Dornier 228. in perspective, the overall cabin area is UK DISTRIBUTOR The compact Rotax engines seem to sit probably a little larger than a PA28, Tecnam UK into the wing structure, presumably particularly taking into account the AAA Ltd reducing drag and weight, and the wing baggage area at the rear. The seats, whilst Wycombe Air Park tips sport very distinctive upturned modern, were a little on the hard side but Booker, Marlow winglets. The cockpit area is suspended in practice proved comfortable. Bucks SL7 3DP below the main spar, with much of the The aeroplane sits close to the ground T: 01494 523426 load forward of the centre of gravity. Two and you notice this, not only as you enter E: [email protected] W: www.tecnamuk.com 100 litre wing tanks sit within the wing. but when you are seated. Whilst the 32 General Aviation April 2011 tecnam p2006t rr:GA 19/3/11 17:08 Page 33 Above: interior feels spacious, with plenty of room for the rear seat passengers Left: ‘cavernous’ baggage compartment can accommodate 80 kilos of luggage Right: doors cannot be opened when the engines are running, luckily geared to the Rotax engines. Internally the cockpit and cabin are well trimmed and finished. Up front the panel is dominated by the glass screens of the Garmin G950 integrated flight deck system with a GMA1347 audio panel sitting visibility is good forward, it is slightly more between the screen. As alluded to earlier, restricted to the sides due to what one this was my first experience of this new assumes are structural pillars ahead of the generation of kit. The engine adjustments automatically there are just side windows. instrumentation was of an analogue type. throttles and prop control, the other pair The entry doors are exceptionally close to The controls themselves are being carburettor heat. Below the levers the propellers but Tim assured me that conventional yokes, standard rudder are choke controls and parking brake. there is a clever mechanism that does not pedals and toe brakes. Below the Garmin The undercarriage is an electro hydro allow them to be opened whilst the engines screens there are three standby flight operated system. If this fails to operate the are running. I didn’t put it to the test! instruments, the sort that I understand emergency system uses a nitrogen bottle to For the more technically minded, the well, as well as a clock and fuel pressure send extra hydraulic fluid into the lines. wings are of a laminar flow type, fitted gauges. The emergency selectors are on the floor to with Frise ailerons and electrically operated As the aeroplane is used primarily for the front of the pilot’s seat.