This document discusses the author's experience flying a Tecnam P2002JF aircraft for the first time after flying a Piper Warrior for many years. The Tecnam is a newer model aircraft built in Italy that is marketed as a trainer. The author found it to be easy to transition to, have excellent visibility, and be enjoyable to fly despite stalling more sharply than the Piper. It could be suitable both as a trainer or light tourer.
This document discusses the author's experience flying a Tecnam P2002JF aircraft for the first time after flying a Piper Warrior for many years. The Tecnam is a newer model aircraft built in Italy that is marketed as a trainer. The author found it to be easy to transition to, have excellent visibility, and be enjoyable to fly despite stalling more sharply than the Piper. It could be suitable both as a trainer or light tourer.
This document discusses the author's experience flying a Tecnam P2002JF aircraft for the first time after flying a Piper Warrior for many years. The Tecnam is a newer model aircraft built in Italy that is marketed as a trainer. The author found it to be easy to transition to, have excellent visibility, and be enjoyable to fly despite stalling more sharply than the Piper. It could be suitable both as a trainer or light tourer.
This document discusses the author's experience flying a Tecnam P2002JF aircraft for the first time after flying a Piper Warrior for many years. The Tecnam is a newer model aircraft built in Italy that is marketed as a trainer. The author found it to be easy to transition to, have excellent visibility, and be enjoyable to fly despite stalling more sharply than the Piper. It could be suitable both as a trainer or light tourer.
A long-time PA-28 pilot comes face to face with a new kid on the block. By John Pett Photos by Dawn Couch
t’s not often that one is given the aircraft ready for flight. John had actually like a real aeroplane. The panel is
I opportunity to fly a new aircraft and
asked to write up your comments on it, but I was the fortunate recipient of collected it from Italy not long before and flown it back VFR. The aircraft is built in Italy by Tecnam, who have been building straightforward with minimal radios and a fitted GPS. The walk-around was, as with every aircraft, done with the check- just such a request. I have been flying a aircraft since 1948. Predictably, this list in hand, with no feature specially Piper Warrior for the past 15 years and aeroplane is known as the P2002JF (F requiring attention. Pulling it out of the of course have got very used to its for fixed-gear) since it went into hanger is simplicity itself as it is much handling, both the positives and the production in 2002. lighter than the Warrior, which can be negatives, and indeed I have not flown The first glimpse is quite a surprise (for difficult for one person to extricate from another type of aircraft in the meantime. those who are only used to a Warrior) as the corner of a hangar. It weighs in at So whatever I thought of the aircraft, the it has a “bendy” undercarriage, and the only 390 kgs basic as opposed to the experience would be something to savour. only words to describe it are Warrior’s 610 kgs and its wingspan is I drove us from Dorset to Airways Flying ‘streamlined’ and ‘sexy’. It is marketed as only slightly shorter (8.6 metres as Club at Booker in heavy rain, and it was a trainer directly opposite the Cessna opposed to 9.2 metres). not until early afternoon that the weather 152/162 and certainly looks ready for The aeroplane has no doors as such, cleared. Accompanied by the very tall the 21st century. It is made only a large sliding canopy which can be and well-experienced CFI, John Hartill, I predominantly of aluminium and, with a opened on a hot day. Tthis could be an went over to the hangar to get the control column instead of a yoke, it feels advantage in a barbecue summer (though
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a bit drafty if fully open). The plane I was one control missing. There is no mixture trim buttons also conveniently positioned flying had an attachment to restrict the control at all. When starting one uses the on top of the column, the trim indicator canopy opening to about 10 cms to choke – the same as starting a petrol- being on the instrument panel. Applying provide simple air-conditioning. Unlike driven lawnmower. The engine fired up full power, with plenty of rudder, we took the Warrior, with only the one door, first time and we taxied to the pumps to off at 60 knots. The maximum crosswind entrance is from either side. However I put 100LL into both tanks (although component is 21 knots, but if the wind is must say it was not too easy to get in the mogas is of course accepted and indeed from the left you will need a lot of rudder first time, until you master the knack of it expected in a Rotax). Having refuelled, it to keep the plane on the centreline. Even – it is not for those of creaky joints or was time to taxi and do the normal with quite a load of fuel on board, the who may suffer from stiffness. Once checks after which we backtracked and take-off run was very short. inside, one enjoys comfortable – even turned at the end of the runway. Immediately one notices that the view spacious – seating with a full harness Interestingly, the brakes are quite high up from the cockpit whilst climbing out was (rather than just the lap and shoulder on the pedal bar, so you cannot taxi with superb – climbing out at 500 feet plus strap on the Warrior). Indeed the cabin is the brake-pads being worn out quickly as per minute you would hardly know you 112 cms wide. you can in the Warrior. We were then were climbing at all because the view With the 100HP Rotax, engine starting cleared for take-off. The R/T button is ahead was so good. Steep turns are is quite straightforward. However, when very conveniently positioned at the front easily executed, with no increase in rpm looking at the throttle quadrant, there is of the control column, with the elevator required as you tighten the turn. Indeed I
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hardly touched the throttle during the reading on the dip-stick and this involves there is a 115hp turbo version available. whole flight except when turning finals to turning the propeller. Not a complicated From a price perspective, the current reduce the speed to 50 knots prior to procedure and it does give you a bit of price for the well equipped 100hp model landing. exercise! Being a pressurised system you hovers around the £90,000 mark, We climbed to 4,000 feet above the do need to check for oil leaks that would depending on exchange rates, and is a airfield and prepared for the stall: the indicate a potential problem. The Rotax definite challenger to the Cessna 162 stalling speed with full flap is a very low engine stops almost immediately- which Skycatcher. 39 knots. Unfortunately, being used to is unnerving to the older pilot – If I had to learn to fly again – and the Warrior, I was expecting the benign windmilling is not an option. The engine bearing in mind that the modern stall that is a characteristic of the Piper itself runs around 5000 rpm but the generation is brought up on computer series and, because it so reluctant to propeller is geared down to around the games and anything over five years old is stall, one becomes blasé about the usual 2000+ rpm. considered totally outdated – I could well manoeuvre. However this aircraft stalls For those that want a little extra zip, see myself choosing to fly this kind of quite sharply and you have to recover quickly – an ideal characteristic for a trainer. I must confess that John took the controls during the standard recovery. Returning to the field, flaps were applied as normal (though these are electric) on downwind and the landing was straightforward – again with superb visibility. I found it surprisingly easy to transition from the Warrior to the Tecnam 2002JF, and to having a control column rather than a yoke. On landing and taxiing back to the hangar we discussed the performance of the aircraft. As a private owner, what would be the appeal? Firstly the endurance is about three hours with two average-weight folk and 15 kilos of baggage in the back. Cruising at just over 100 knots, places like La Rochelle would be an easy run. The visibility is outstanding and those professionals who have flown it all say that it ‘feels’ like a real plane. Engine oil quantity is a frugal three litres and being a modern engine, oil consumption is negligible. It has a pressurised crankcase dry sump oil system with oil being stored in an external tank. You need to “blow back” any residual oil from the crankcase into the oil tank to get an accurate quantity
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modern plane as opposed to the older does have the advantage of being able to Cessnas or Pipers. It will have a place in run on mogas if required. the modern flying school, though I would As an ab initio trainer, it is nice to see still say that you have to be quite athletic a comparatively new entrant into the to get in and out of the plane: but once market place and I am sure it will be settled in the cockpit it is really a joy to successful. Some ultra-modernists might fly and while it does feel like the next feel that it ought to have an all glass generation of training aircraft, it would be cockpit. I I would disagree – you need to equally at home as a light tourer for a learn to fly using the basic instruments couple who just enjoy visiting France as currently manufactured and then after from time to time, or exploring the UK. It ‘graduation’ you can easily transfer to the will certainly turn a few heads on Cirruses of this world. However if you do landing. Although it is not aerobatic, it need to have one with an all singing and dancing instrument panel, it can be yours for an additional £30,000. Overall, a most enjoyable experience, and to fly a new aircraft which has that tight and responsive feel to it gives one an adrenalin rush. My sincere thanks go to Airways Flying Club for allowing me the opportunity of flying their new aircraft. I
From the top: the panel is clean and
uncluttered, and definitely not glass Engine instruments occupy the right side of the panel Entrance is from either side. However, it is not for those of creaky joints or who may suffer from stiffness A glass cockpit is available for an extra £30,000 From the far left: neat little 100 hp Rotax prefers mogas but must use avgas for training The rain cleared by afternoon to allow us to flight-test the aircraft The Tecnam 2002JF – ‘streamlined and sexy’, unlike the name