FLIGHT REVIEW: TECNAM P2012 TRAVELLER

When you first approach the Tecnam P2012 Traveller twin, it is obvious the aircraft is a workhorse with its stout fixed landing gear, high wing, large windows, expansive cabin doors, and two pilot doors. It is also clear that this airplane has style, from its jet-like nose to the slope of the tail, which benefits from its Italian origin. During NBAA, I had the opportunity to fly and evaluate the Tecnam P2012 joined by Francesco Sferra, Tecnam engineering test pilot and development manager of the special missions group.

Prefight
Opening the crew doors, you notice that Tecnam designed the cockpit for both function and pilot comfort in mind, including electrical seat height adjustment. The P2012 is equipped with the latest Garmin G1000 NXi avionics, GFC 700 autopilot, and Mid-Continent’s standby instrument cluster. All circuit breakers and most electrical switches are conveniently located on a large overhead panel. The fuel selectors are directly forward of this panel, followed by ignition and fuel pump switches. All of the panels are within easy access by either pilot if operating in a crew environment.

The P2012 is equipped with four-blade MT propellers driven by the latest Lycoming 540 series model – the TEO-540-C1A engine with 375 horsepower. The engine is unique in that it has both electronic ignition and fuel injection, with a TBO of up to 2,400 hours depending upon flight profiles. Finally, we have a large bore engine with electronic controls. This capability results in higher efficiencies and the virtual elimination of hot start issues – the bane of pilots. Eliminating hot starts is especially important on the P2012 since one of its largest markets will be short-haul commuters and cargo and scenic-tour operators, with multiple flights each day.

We were flying a fully-equipped commuter version with a useful load of 2,807 pounds. This P2012 is equipped with an optional TKS deice system. One of the unique features is the addition of a visible icing indicator just outside the pilot’s window, making ice accretion detection easy, especially at night.

The rear cargo/passenger doors have a unique design. The larger passenger door has a wide, integrated set of steps, making it very easy for passengers to access the cabin. A smaller aft door increases the total width of the access to the cabin and cargo area. TSA requirements for Part 121 and Part 135 operations require a secure baggage area, and since the aft cargo area shares the total cabin volume with passengers, Tecnam designed an innovative feature to meet these requirements. The integrated cargo shield is actually secured simply by closing the aft cargo door – nothing could be easier. The aft cargo area holds a generous 527 lb/239 kg, and combined with the forward baggage capacity of 227 lb/103 kg, it provides good flexibility for any mission.

In keeping with Tecnam’s goal to maximize the capability of the P2012, the cabin is offered in many different configurations from executive, commuter and cargo, to medical transport and special missions. With a maximum endurance of almost eight hours, the P2012 offers tremendous potential for extended special mission flights.

Start-Up
After completing the preflight inspection, Francesco and I entered the flight deck through the P2012’s crew doors, complete with more cup holders than most SUVs. With a wingspan of 46 feet, length of 39 feet and a tail height of over 14 feet, it is important for the crew to have a good view of the surrounding area while maneuvering on the ramp. The P2012 offers very large windows in the flight deck and in the cabin, which allow the pilots to assess their environment easily.
When you sit in the flight deck and view the power quadrant, upon first glance, you may want to know where the mixture levers are situated. With the Lycoming TEO engines, they are a feature of the past. Utilizing the fully electronic ignition and fuel injection design, the only controls for power management are the throttles and propeller levers. While ROTAX and others have designed this technology in their engines, this is the first Lycoming engine to utilize these capabilities. Not only are the overhead controls clearly marked, but the other panel controls are as well. This is especially evident with the abnormal and emergency control. Tecnam has appropriately termed their flight deck design the Single Pilot Advanced Cockpit Environment (SPACE).

Starting the P2012 is a simple process: Check fuel selectors, fuel pump on to boost pressure – then off, ignition on, press starter button. The Electronic Engine Control System (EECS) takes care of the rest, and through continuous monitoring of ignition and fuel injection timing and mixture, optimizes the start process as well as other phases of aircraft operation. The Before Taxi and Taxi checklists combined only have 11 items – including releasing the parking brake. Before takeoff, the engine performance checks are done electronically by the EECS upon pushing the engine Pre-Flight Test buttons. Once that was completed, the props cycled, and the typical checks of flight controls and other items, we were ready for takeoff on Runway 35L.

Takeoff
After applying full power, and a check of the engine gauges, we accelerated quickly to the Vr of 76 KIAS, climbed at the Vy of 96 KIAS and turned to the southwest to stay clear of the Las Vegas Class B airspace. The power management capability of the EECS dramatically reduces pilot load in flight, especially during high workload phases such as departure and climb. With the P2012, all I had to do was to keep the power levers at maximum and control airspeed with the RPM. While power changes can be made by moving the throttle and propeller levers in any order, the recommended procedure makes it very simple. This process can be utilized in all phases of flight, including descent.

For those familiar with the Las Vegas Class B airspace, you know that keeping clear requires some low-level flight close to the mountains. We had a beautiful VFR day that offered a great opportunity to explore this fun twin and also view some beautiful scenery. The in-flight visibility from the flight deck and large cabin windows illustrates how well-suited the P2012 is for scenic flight operators.

Hand flying the 8,000-pound twin was very easy, with crisp aileron and pitch control. After clearing the Class B airspace, I wanted to put the plane through some handling maneuvers. Francesco is not only the sales and development manager for the P1012 Special Missions but is also experienced in a number of military jets and turboprops from the C130 to the F-18. I was not surprised when he was more than willing to explore the operating envelope of the airplane. Steep turns at 45 and 60 degrees were easily accomplished with just slight changes in pitch trim. I then did a stall series, which indicated how well the plane handles at low speeds with effortless stall recovery with virtually no loss of altitude. With low stall speeds, 65 KIAS in landing configuration at 8,113 pounds, and only 76 KIAS with flaps up, it allows for very slow Vref speeds for landing.

Since I’ve flown and taught in multi-engine aircraft for over 40 years, I’m a firm believer in frequent training in single-engine operations. With so many unnecessary accidents with single-engine failures, I wanted to see how the P2012 handled such situations. Shutting off the engine for our evaluation was easy, and with the EECS, I knew it would also facilitate the restart. The P2012 has a very low Vmc. In fact, with flaps up, it is even lower than the stall speed at 70 KIAS. Francesco shut down my left engine while I was distracted looking outside and it was a non-event. Engine shutdown involves throttle idle, prop feathered, fuel off, as well as ignition and field. It was slightly quieter inside and our speed dropped, but other than that, the plane was very stable. It was easy to complete turns and climb at the Vyse of 92 KIAS. Restarting our feathered engine was also simple, essentially resetting the prop and throttle levers as well as the fuel selector, fuel pump and ignition switches on, then pressing the starter. With the Lycoming EECS, it was a flawless start, with the system controlling all of the starting parameters. Simplifying engine management under normal and abnormal conditions is yet another factor in reducing pilot workload.

After touring the beautiful geography west of Las Vegas, it was time to head to North Las Vegas (KVGT) for landing, where I met up with friends to fly a Citation Mustang back home. With the simplified power management on the descent, you just reduce the RPM to maintain an appropriate speed. A Vno of 176 KIAS and a high Vne of 226 KIAS allows high-speed descents when appropriate. The typical descent is 1,950 to 2,000 RPM and reducing the throttles to maintain 137 KIAS and 500 fpm descent. The performance capability of the P2012 also facilitates traffic integration in busy terminal airspaces. The air was smooth, so we didn’t have to be too concerned about the Vo speed of 141 KIAS. Slowing down to 140 KIAS on downwind and 120 KIAS on base, it was time to explore another impressive capability of the Traveller.

Approach
You can tell the design roots of this airplane. Considering the numerous mountains and valleys in northern Italy, the P2012 is well-suited for steep approaches into some of the most challenging airports. The P2012 is capable of a 12-degree approach gradient at 110 KIAS. Francesco offered me the opportunity to explore the envelope on our approach to Runway 30L at North Las Vegas (KVGT). While I have conducted steep approaches in other aircraft, my experience with the P2012 was the most impressive. We actually utilized an even steeper descent angle than the 12-degree approach gradient in the AFM as I pushed our nose down to almost 20 degrees in the early phase of the descent. The twin was easy to control under this configuration, and the round out smooth for landing. We didn’t have a crosswind for this landing, however, Tecnam’s newest aircraft has an impressive demonstrated crosswind capability of 24 kts. The pneumatic shock absorbers on the landing gear made even my first landing in the Tecnam look good!

Summary
The Tecnam P2012 Traveller is a versatile platform from its capabilities for executive transportation (with a luxury interior) to comfortable airline commuter, to utilitarian air ambulance and special missions. It can fit a number of aviation needs.

The airplane can operate on paved and unpaved runways with a SL takeoff distance of 2,596 ft over the standard 50-foot obstacle at GTOW, increasing to 2,849 ft on dry grass. The P2012 can then cruise at 10,000 ft MSL with a power setting of 82 percent (2,400 RPM – Max Power Levers), resulting in a speed of 180 KTAS, consuming 68 GPH. Reduce the speed to 170 knots and fuel burn is 50 GPH. Lower power settings result in even more fuel savings and for maximum endurance (great for special ops and transatlantic crossings). Slowing down to 45 percent power will result in 25 GPH at 130 KTAS.

The P2012 handles with a nimbleness I would not have expected in a twin of its size. And with Tecnam’s SPACE flight deck and environment with room to stretch your legs, even long-range flights would be comfortable.