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In keeping with Tecnam’s goal to maximize the capability of the P2012, the cabin is offered in many different configurations from executive, com- muter and cargo, to medical transport and special missions. With a maxi- mum endurance of almost eight hours, the P2012 offers tremendous potential for extended special mission flights.
Start-Up
After completing the preflight in- spection, 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 sur- rounding 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 pro- peller levers. While ROTAX and others have designed this technology in their engines, this is the first Lycoming en- gine 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 f light deck design the Single Pilot Advanced Cockpit Envi- ronment (SPACE).
Starting the P2012 is a simple pro- cess: 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 continu- ous monitoring of ignition and fuel in- jection timing and mixture, optimizes the start process as well as other phas- es of aircraft operation. The Before Taxi and Taxi checklists combined only have 11 items – including releas- ing 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 ac- celerated 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 f light, 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 rec- ommended procedure makes it very simple. This process can be utilized in all phases of f light, including descent.
For those familiar with the Las Vegas Class B airspace, you know that keep- ing clear requires some low-level f light close to the mountains. We had a beau- tiful VFR day that offered a great op- portunity to explore this fun twin and also view some beautiful scenery. The in-f light visibility from the f light deck and large cabin windows illustrates how well-suited the P2012 is for scenic f light operators.
January 2022 / TWIN & TURBINE • 13
Tecnam P2012 - By the Numbers
Base Price
As Flown (Commuter Version - Most Options)
Max Speed (KTAS/ALT)* Max Operating Altitude
Fuel Flow Max Speed @ 10,000/GPH
Vr
Vxse
Vxse
Vyse
Vmc (T/O flaps) Vmc (LDG flaps) Vref
Vne
Max Ramp Wgt MTOW (SL, ISA) Max Landing Wgt Useful Load
Max Zero Fuel Wgt
Fuel Capacity
Payload with Max Fuel
Max Payload with Min Fuel (ZFW)
$2,699,625
$3,000,000 192/10,000 19,500
87
76 KIAS 80 KIAS 86 KIAS 91 KIAS 70 KIAS 68 KIAS 89 KIAS 226 KIAS
8,157 lbs 8,113 lbs 8,003 lbs 2,866 lbs 7,848 lbs 198 gal 1,678 lbs 2,557 lbs