complex singles I’ve flown recently. After takeoff,
we kept the throttles full forward through climb.
And though my headset was keeping the decibels
manageable, noise levels, even at full power,
seemed low compared to some singles. Upon cruise,
all we did was reduce prop rpm from 2400 to 2200,
but the throttles stayed put. Other than for speed
management on descent, where I wouldn’t mind
seeing a never exceed speed (VNE) higher than the
current 176 knots, and in the pattern, where we
pushed the props back up to 2400 for landing, for a
twin, engine management could hardly be easier.
The Rotax engines turn at roughly 5000 rpm and
have a 2. 43 reduction gearbox that swings the
props at proper speeds. Unlike what I’ve seen in
some other Rotax-powered aircraft, Tecnam has
smartly chosen to display the manifold pressure
and prop rpm instead of engine rpm.
Though I did notice that the P2006T is a bit
heavy on the rudder pedals on the ground, con-
trol forces in flight were nice and light, sprightly
even. The rudder didn’t have any predilection to
center on its own, and after feeling myself unco-
ordinated on more than one occasion, I found
myself scanning back to the turn coordinator on
the G950 more regularly to ensure we were prop-
erly coordinated.
THE TECNAM’S ENGINE-
OUT BEHAVIOR IS SO
BENIGN AS TO ALMOST “
BE A NONEVENT. “THAT’S
IT?” I ASKED AFTER DAVE
PULLED THE POWER
ON THE CRITICAL (LEFT)
ENGINE.
The Tecnam P2006T is distributed in the
United States by Tecnam North America
www.Tecnam.net
SINGLE-ENGINE MANNERS
You have to love it when, without warning, your
demo pilot pulls an engine on you. So there I was,
cruising along toward western New Jersey when
