Tecnam P2008

As I met Tecnam’s Bruce Stark at Queensland’s Redcliffe aerodrome, the Brisbane floods were a very recent memory. The sky above was deceptively clear of any weather, but alive with the sound of helicopters still searching or dangerous debris afloat in Moreton Bay. To this juxtaposed backdrop I had my first close up look at the new Tecnam P2008.

This was a new design and quite literally a very new aeroplane. The demonstrator aircraft was only the sixth off Tecnam’s Italian production line and had only been flying for a matter of weeks, with just a few hours on its airframe. As first impressions go, the P2008 cuts a striking figure with sweet lines and a smooth finish that one almost expects from the country that brought us the Ferrari and Lamborghini.

Yet amidst its wealth of style, functionality has not been lost. Fundamentally, this is a single-engined, two-place, high-wing monoplane sitting atop a tricycle undercarriage. No surprises there. However, the aircraft is comprised of a carbon fibre fuselage with a metal wing, rudder and stabilator. This blending provides a weight saving while offering durability and ease of repair in the most commonly ‘bumped’ components of an aeroplane. Deceptively, this stylish single boasts a cabin width of 1.2m which is greater than a 4-seat Piper Warrior. Yet for such a wide cabin, the P2008 still meets the desirable profile of an aircraft with a MTOW of 600kg, enabling fully fledged VH certification, or placement on the RA-Aus register. A critical sales option in today’s growing marketplace of Light Sports Aircraft (LSA).

Powered by the prolific Rotax 912 engine, its 4 cylinders and 98HP are easily accessible by two hinged cowling doors and is certified to run on aviation or automotive fuel. While this aircraft was fitted with a three-bladed propeller, two blades are standard and coax a cruise speed of around 115knots. The main undercarriage is of a leaf-spring construction and all wheels are faired with spats, however for use on properties or bush strips oversize 600 x 6.0 main wheels and tyres can be fitted. This arrangement includes a larger rim and new axle to cope with the demands of rural life. Differing from other Tecnam types, all P2008s possesses a castoring nosewheel for ground steering.

Spanning 8.8m, which is comparable to the Cessna 152, the wing is reinforced by struts either side and terminates with winglets at each tip. Housing 55 litres of fuel in each wing, and a consumption rate of 20lph, this is comfortably a 5 hour/500nm aeroplane. Even the wing, offers subtle features reflecting an attention to detail such as a ‘pulsing’ landing light and the clipped leading edge, just forward of the cockpit, to enhance visibility in the turn. Externally, the aeroplane is strong on both style and function, now it was time to look inside.

All Aboard.
Entering the P2008 is a simple task through either of its two generous doors. Sitting at a comfortable height off the ground, one can either climb aboard by stepping up and into the aircraft, of backing up to the door sill and swinging the legs in afterwards. Either way, it is straightforward and once seated a real sense of space is evident. My 5’10” frame had more than ample space and bigger individuals would find this a comfortable aeroplane. In fact, Tecnam looked at the ‘larger framed’ American market when it designed the cabin.

The stylish high-backed seat is on rails and adjustable fore and aft. By far the most striking aspect of the seating position is the forward visibility. You sit quite high and in conjunction with a one piece windscreen are afforded a tremendous outlook ahead and yet more than ample headroom remains. Substantial dual control ‘sticks’ originate from the floor incorporate a push-to-talk switch and electric trim switches in the hand grip. Behind the seats is a very spacious area for 20kg of baggage. In fact, with such room, there will be a temptation for folks to load too much gear I would suspect.

Ahead the flight panel carries through the clean lines of the P2008 exterior. While an analogue cockpit is available, this demonstrator boasts an impressive mix of both worlds. Primary flight information is provided on the pilot’s side by the comprehensive Dynon Skyview system with everything from Flight Directors and Flight Path Vectors to Synthetic Vision. A 10” panel, it can be coupled to an autopilot, as found in the air-test aircraft. This EFIS unit is supplemented above by a standby analogue altimeter and airspeed indicator. Centrally, navigation is aided by the single screen Garmin 660 panel. Below this sits the avionics panel and a clear, substantial and mutually accessible fuel selector which is great news for flying schools. The panel is completed to the right by circuit breakers and conventional dials for engine handling purposes.

The lower lip of the flight panel is inclined towards the pilot and has switching for the ‘Master’ ignition, lighting and flaps. A Carburetor Heat lever sits beneath the lip on the pilot’s side. Between the seats a single lever is all that is needed for engine management in the absence of a mixture control and carries through the theme of stylish simplicity. On first impressions, this aeroplane offers a lot in all departments. Now it was time to see if this promise translated into flight.

Taking Flight.

I am continually amazed at how briskly the Rotax bursts into life, with the absence of the cranking engine replaced by stable RPM in an instant. The P2008 utilises a ‘soft start’ function which retards the timing at start to assist the process and after about ten seconds a change in engine tone is noted as the ignition reverts to normal operation. Releasing the park brake via a lever on the wall of the centre pedestal, both noise and vibration levels are noticeably low as I advance the throttle and move off the apron. The castoring nosewheel is most challenging at slower speeds, but once a stable taxi pace is established, only minimal inputs are required.

Pre take-off procedures are very conventional, although it is worth noting that the trim setting is indicated by an LED display on the top left of the pilot’s flight panel. The flap setting for take-off is marked on the gauge as ‘T/O’ with the only other setting indicated as ‘Full’ for approach. Any setting in between is also available through this electric flap system.

Advancing the throttle on take-off the aeroplane spoke to me. As I held the control stick in a neutral position, the increased airflow over the stabilator nudged my hand to a more suitable position. With very little yaw on the take-off roll, the rudder soon became effective and dominated the castoring nosewheel. Approaching 50 knots and preparing to rotate, I felt another slight control force ‘nudge’ through the control column as if the aeroplane was hinting to the dumb pilot to start flying; and it was. Initially climbing at 65 knots out over the water, passing 300 feet I retracted the flaps and accelerated to climb at 80 knots, although 90 knots is quite an acceptable cruise/climb speed as well. It was over 30 degrees outside and with the two of us on board the aircraft comfortably achieved 750 fpm.

Turning over Moreton Bay’s brown, muddied waters, we initially leveled off at 1500’. At this early stage it became apparent how best to fly this aeroplane; be patient and trim. There is a definite ‘step’ in the cruise for the P2008, so on leveling off, allow the speed to build up to around 110kt indicated and the aeroplane to get up on the step, set the power at 2200 rpm and then trim. Rushing the process could see the aircraft sit relatively tail low and while flight in this way is comfortable enough, you are depriving yourself of at least 10 knots. At this stage, my only criticism of the aeroplane is one that it shares with its big brother, the P2006T Twin; the tachometer is a little on the small side for such an important gauge.

Clear of the 1500’ step of Brisbane CTA, we cruise climbed to 3.500 feet. In trim, the aircraft is a joy to fly and like many control stick aeroplanes, the forearm can be rested on the leg and the aircraft virtually flown between the thumb and forefinger. It may be titled as a Light Sports Aircraft, but it is very stable and feels substantial. At 3,500 feet I conducted a series of turns and appreciated the extra visibility afforded by the clipped leading edge, noting the Glasshouse Mountains not only in the distance out the window, but highlighted on the Synthetic Vision. The aircraft is well balanced in the turn and with my feet on the floor, the balance ball was only about half its own width of centre. Rudder use on this aeroplane is very subtle. A little more was required in the steep turn in conjunction with some back pressure on the elevator, but still the manoeuvre was simple. Rolling from limit turn in one direction to the other took around 8 seconds, which is a fairly standard rate of roll for this category of aircraft. In pitch the aircraft also displays good dynamic stability, smoothly returning to level flight when I play the villain and pull the stick back and the release it.

In normal operations, the P2008 is a very stable aeroplane with relatively light stick forces required to fly it. In the stall it is equally tame. A stall in the clean configuration saw the aircraft sit there with a high nose attitude, a little buffet and no vices. The low airspeed and decreasing VSI were about the only hints that we were even stalled. In the approach configuration, even more effort was required to stall the aeroplane. This time there was a tendency to ‘drop a wing’ but once again, only subtle rudder in puts were required.

Deciding to track towards the Caboolture, we lost height by establishing the P2008 in a very gentle 65 knot glide. Once level, with the power set, on the step and in trim, this sleek aeroplane really wants to slip along. Entering the circuit, this is even more evident when it comes to slowing down and it’s best to plan to configure early. On short finals we conducted a missed approach and the P2008 climbed away nicely. Without trimming, the control forces were easily manageable, as were the pitch changes on retracting the flap. Once trimmed, the exercise was an absolute breeze.

Returning to Redcliffe for the circuit work, we were once in the company of numerous helicopters and other Tecnams. This light, sleek airframe is loathed to slow down; even for a little aeroplane. As such, it is best to have the speed back to flap extension speed in level flight before turning base and if this is done, the rest is easy. From final to the flare, this aeroplane can make a pilot look good. With full flap and an approach speed of 65 knots, the P2008 just sits there right down to the threshold, while the high seating position affords a great outlook in flaring and landing the aeroplane.

Throughout a series of circuits, I could not fault the aeroplane’s handling. The flapless approach was flown at 70 knots and it is important to have achieved this target speed before descending on base. With the speed set, the goal is to bleed back to 65 knots over the ‘keys’ and once again airspeed management was a breeze. To complete the air test we flew a standard approach to full stop with the goal of making the first taxi way. Touching down on the threshold, I would suggest that the ground roll was little more than 100 metres with minimal braking. Power was actually applied to make the taxiway and vacate the runway. The P2008 performs every bit as well as it looks.

Style and Simplicity.

I walked away from the P2008 a very impressed individual. The aeroplane is sleek and stylish in both its beauty and behaviour. It is well equipped and well thought out, but above all it is a straightforward aeroplane to fly. An ideal trainer, Bruce Stark informs me that current sales are coming from high net worth individuals and rural owners who can use the P2008 in a working role on their properties. With a base price tag of $146,000 this is not the cheapest LSA on the market, but it is a genuine instance of getting what you pay for.

Tecnam’s Italian heritage oozes from the lines and finish of the P2008. But this is no sleight of hand as the aeroplane that lies beneath the graceful exterior and spacious cabin is one of substance. In the P2008, Tecnam seem to have found a wonderful balance of style and simplicity.