An Echo from the past

However, to see the new P92 Eaglet beside its predecessor is a real lesson in aesthetics. This transformation has occurred through variants along the way such as the P92 Echo Super to reach the lines it boasts today. The Eaglet has replaced many of the angular junctions with smoother flowing forms along its fuselage. In fact, the all-metal airframe gives an overall sense of proportion and substance with the wing boasting slightly up-turned winglets at the trailing edge. Functionally, this new look has translated into more cabin space and better visibility through enlargement of the windows to the side and rear. The larger ailerons also increase the roll rate while inside, the instrument panel has also taken on a more modern, modular form to accommodate the new glass cockpit features should a change from analogue instruments be required. Yet for all the niceties, this aeroplane still gives the impression of a workhorse that is ready to go.

Under the cowling, the Eaglet houses a 100 Hp Rotax 912 which drives a two-bladed propeller and is easily inspected by a door either side, hinged at the top. It is gravity fed from two 45 litre wing tanks, with an auxiliary electric fuel pump for critical phases of flight. The system also features a shut-off valve for each tank mounted internally on either side of the cockpit on the vertical stanchions adjacent to the windscreen. Burning 20 litres an hour and producing a true airspeed of 110 knots means that this is a 4 hour/400nm aeroplane in broad terms when used in a touring capacity.

The aircraft sits quite high on its tricycle undercarriage featuring a spring steel main landing gear and a trailing arm nose gear which is built to accommodate less than ideal runway surfaces. Surprisingly, the wing span of the Eaglet is six inches greater than its bigger brother the P2008 and is very comparable in size to the Cessna 152’s wing. The core fuselage shape is quite angular, suggesting an ease of construction, however, the shape is made more subtle through rounded corners, fairings and a contoured cowling.

Externally, there are few surprises to be found as everything from the trailing edge flaps to the wheel spats are of the tried and tested conventional design. Navigation lights, strobes and a leading edge landing light offer the option of night VFR flying. There is a small tail skid beneath the aft fuselage, but I would suggest that this is of most use during ground handling rather than over-rotating in the landing or take-off phases. Overall, the Eaglet has beefed up, smoothed out and sweetened the look of the P92 Classic, bringing it flying into the 21st century.

On the Inside.

For today’s flight I am flying with Tecnam’s man on the ground in NSW, Chris Cabot. Based out of Wagga, Chris has only had to make a twenty minute hop across from Wagga to showcase the Eaglet at Temora’s NATFLY 2011 and is a firm believer in the Tecnam range, recently registering Australia’s first P2006T Twin.

Entering the this 2010 model Eaglet is easily achieved as the seat sits an average leg’s length from the ground, so one simply sits down and lifts the legs up into the cockpit. The door is reminiscent of a car door in its style with latches on the trailing edge and top corner for added security, while the seat belt is the traditional lap-sash style. Once seated, the cockpit layout is simple, clean and logical. Furthermore, the space within the cockpit is comfortable with no awkward shoulder-rubbing moments for two reasonably sized gents and a good deal of headroom. Behind the seats is a small area and cargo net that is capable of taking 20 kg of baggage which would be best suited to soft sports bags.

The high-backed seats are well finished and comfortable with the capability of adjustment fore and aft upon rails. Dual control ‘sticks’ originate from the floor to incorporate a push-to-talk switch and electric trim switches in the hand grip, with the digital trim indicator located to the left-hand edge of the instrument panel. Even at rest, the control column feels well balanced and light to the touch without any tendency to ‘flop’ around under the weight of the control surfaces. Between the seats are dual headset jacks and the park brake which is applied by selecting the lever ‘on’ and then pumping the toe brakes a few times.

The instrument panel is very clean, featuring basic analogue instruments and a central ‘glass’ Dynon unit to the left, an ICOM VHF radio and Garmin 660 map display centrally with the transponder and analogue engine instruments to the right. A feature I like in this late model Eaglet is the larger tachometer, which highlights it from the surrounding dials in a fashion not seen on previous Tecnam types to date. The lower panel features ignition, master, fuel pump and light switches in addition to a small circuit breaker panel. In the centre of the lower panel are the selectors for flaps and throttle friction, flanking a ‘plunger-style’ push-pull throttle. A second throttle of the same style is mounted on the far left of the panel facilitating dual control for instructional sorties.

In keeping with its external traits, the cockpit of the Eaglet is clean and functional with an air of simplicity. All admirable qualities in an aeroplane that can be tasked with training the next generation of pilots. It was now time to see if the aircraft’s handling was also in line with its no-nonsense philosophy.

Leaving the Nest.

The Eaglet was brought to life by simply priming the Rotax 912 engine with the auxiliary fuel pump and turning the key. Being the first start of the day on a rather cool morning, the choke was selected ‘on’ from its inconspicuous location under the panel in front of the pilot. In no time at all the engine was running and the choke selected off and the park brake released, allowing us to taxi clear of the busy Temora hardstand and to a location more suited for pre-take off sequences.

The seat position offers and good lookout ahead and all controls are easily at hand. Taxiing this aircraft is simply achieved through the foot pedals and the trailing arm nose gear makes for a comfortable ride across all surfaces. Following the engine run-up and completing the checklist, we lined up on Runway 23 to take-off with ‘T/O’ flap selected and advanced the throttle.

The Eaglet accelerated nicely and required only minimal right rudder input to combat the combination of forces that encourage an aeroplane to move in the opposite direction. After about 150 metres and at around 55 knots, rotation was indicated by the aircraft telling me that it wanted to fly. I retracted the flap and trimmed for 70 knots which saw the aeroplane climbing away at around 800 feet per minute and once again, minimal rudder input. Initially, there was some erroneous indications from both the analogue and Dynon digital airspeed indicator, testifying to the fact that they attain their information from the same source. The suspected culprit was moisture in the system as the aircraft had been outside overnight and the problem seemed to self-rectify once the airspeed increased.

With a cruise power setting of 5,000 rpm, the Eaglet indicated around 105 knots at 4,000 feet. Once trimmed, the aeroplane is very stable and possess a light but positive feel through the controls. Compared to the P2008, the seat to control column position sits a little lower as resting the hand on the knee tends to mean that the hand grasps the bottom of the contol grip. The view outside is complemented by the larger windows of the new model and a windscreen that extends a little way back at its top edge, facilitating a good lookout above and in the turn.

Turning the Eaglet is an absolute breeze as it continues the Tecnam tradition of wonderfully balanced controls. Inputs of both rudder and trim are minimal in the turn, while the aileron produces a reasonable roll rate which seems to be directly in keeping with the control inputs initiated. Increasing the bank angle to 45 degrees, the power is only slightly increased and the aeroplane can effectively be trimmed for ‘hands free’ level steep turns in smooth conditions.

Flight in the slow speed regime is equally stable with the ailerons retaining their proportionate feel. Sitting at 55 knots, I still had more than 15 knots margin over the stall speed in the clean configuration and the view below was more reminiscent of a hover than fixed wing cruise. With flap still available, the slow speed manoevring of this little aircraft is impressive. Continuing to reduce the airspeed, the stall was entered from level flight and was the typical non-event one comes to expect from the new generation of LSA category aeroplanes. There is a buffet and a pitch down that if resisted with back pressure on the control column simply holds the aircraft in a stalled descent without any notable tendencies to drop a wing or ‘flick’. I suspect that a pilot would have to get very slow and be rather inattentive to get into trouble around the stall in this aeroplane.

With acres of open fields below I decided to retard the throttle and observe how the Eaglet handled in the glide. Trimmed out at 60 knots, the rate of descent was in the range of 600 fpm and the aircraft retained all of the sweet handling characteristics it had displayed to that time. Such handling, combined with a stall speed of 34 knots in the approach configuration, one can imagine that the Eaglet would be a reasonable aircraft to fly in a forced landing situation should the day ever come.

Returning to the circuit, Chris and I were immediately surronded by a swarm of various aircraft arriving for Natfly. The ability to fly slowly with safety was definite advantage when conforming in the pattern to a range of aircraft flying a range of speeds and circuit dimensions. As such, we reduced power to 3,000 rpm abeam the landing threshold on downwind and the speed bled back nicely to the white arc top speed of 68 knots before the base turn and subsequent descent. With the first stage of flap selected through the electric toggle switch the aircraft was trimmed and ready to commence the approach to land. In this phase of flight, the lovely slow speed handling makes the Eaglet an effortless aeroplane to fly and selection of landing flap had setting com[plete. On final, a crosswind was evident, but regardless the Eaglet just sat in its trimmed attitude at 60 knots with a degree of stability that belied its light weight.

The directly proportionate control response comes to the fore as the threshold slides beneath the aircraft. This aircraft is so very simple to land. By reducing power and increasing back pressure in the manner the instructor briefed all those years ago, the Eaglet just eases back to earth and the nosewheel can be smoothly flown onto the ground in a manner normally reserved for larger aeroplanes. The crosswind was similarly countered with the judicious use of rudder and aileron in the flare to align the aircraft and maintain the centreline.

A series of circuits was subsequently flown including a flapleess approach which was five knots faster but equally stable. As with all flapless landings, the flare was minimal due to the higher nose attitude so the touchdown was more a function of power management and speed control. The missed approach was similarly straightforward and the manouvre was intentionally flown without re-trimming the aeroplane until the flaps were fully retracted and we were flying away. By virtue of this it was easy to observe that the pitch changes were only moderate and the associated control column forces were very manageable.

Unfortunately it was time to call a halt to the days proceedings and a short field landing was the order of the day. I’m a strong advocate of the belief that a short field landing is the result of accurate speed management and achieving the touchdown point, not flat approaches and screaming brakes. Apparently, so is the Eaglet, for it sat on approach comforatbly at 55 knots and bled the remaining airspeed in the flare to make a remarkably short landing and ground roll of well under 100m. In fact, I didn’t go near the brakes and actually powered up to make the appropriate taxiway. The Eaglet had landed.

No-Nonsense.
The Eaglet has built upon the very sound base of its predecessor, but retained a feel of simplicity. It lines are smoother and its look more alluring, but at its heart this is an aeroplane that is ready to do a job in the most straightforward fashion available. Whether it is utilised as a private touring aeroplane or as a trainer, the Eaglet doesn’t really offer up any traps and provides some comforting margins around the edges of the envelope.

It is difficult to imagine a student pilot not taking to this aeroplane as it provides exactly what is asked of it in a timely manner, while the private pilot will find a comfortable aeroplane relatively void of vices. It is a no-nonsense aeroplane dressed in Tecnam’s ever-improving style. And while its namesake may be young bird, the Eaglet has the potential to be around for many years to come.