The two-seat model is primarily designed for flight training and owns European Union Aviation Safety Agency (EASA) CS-23 and FAA Part 23 certification. It is now certified under Transport Canada’s Part V Subpart 21, allowing Tecnam to begin deliveries to private owners and flight training organizations in the country.

Designed to train students from first flight until they earn their commercial pilot license, the P-Mentor includes a variable pitch propeller, simulated retractable landing gear, and ballistic parachute. It also comes with a Garmin touchscreen and avionics and is powered by a Rotax 912iSc3 engine.

The model supports both VFR and IFR training at a cost of operation of just 89 Canadian dollars ($64.71) per hour, by Tecnam’s estimate. That efficiency enables it to fly for about nine hours between refuelings.

The company also claims the P-Mentor can reduce flight school emissions by as much as 60 percent. The aircraft could represent a fresh injection into a fleet of training aircraft that is largely aging.

“We look forward to working with all the Canadian flight schools to improve the quality of training and support lowering hourly rates,” said Giovanni Pascale Langer, managing director of Tecnam.

During last year’s EAA AirVenture, Tecnam introduced the P-Mentor in North America after agreeing to a deal with EpicSky Flight Academy for the purchase of 15 aircraft. The company earned full FAA Part 23 certification just a few months later. It started U.S. deliveries in June, beginning with a shipment to Kansas-based Kilo Charlie Aviation.

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According to Tecnam, the company is now on track to begin deliveries to U.S. flight schools.

• READ MORE: We Fly: Tecnam P-Mentor

“The FAA certification of the P-Mentor is another significant milestone for the Tecnam team,” said  Giovanni Pascale Langer, Tecnam managing director. “We look forward to working with all U.S. flight schools to improve the quality of training and help them keep hourly rates low.” 

The performance specs of the Tecnam P-Mentor put its hourly fuel consumption at 3.7 U.S. gallons per hour.

• READ MORE: Tecnam Signs Deals for HCH Aviation Fleet Transition

Deliveries of the aircraft in North America will begin soon, with the first 20 going to HCH Aviation/Stephen F. Austin State University in Nacogdoches, Texas. Deliveries will also be made to Kilo Charlie Aviation in New Century, Kansas, and EpicSky Flight Academy in Des Moines, Iowa.

About the P-Mentor

The two-place P-Mentor sports a Rotax 912isC3, with a variable pitch propeller, simulated retractable landing gear, and optional ballistic parachute. The cockpit features a Garmin G3X IFR touchscreen suite compliant with the latest CS-23 EASA and FAA amendments. The aircraft is designed to take a learner from private pilot and instrument training up through commercial certification on a single platform.

According to Capua, Italy-based Tecnam, the P-Mentor is one of the most environmentally efficient designs available, with very low carbon dioxide emissions. 

“Recent study shows that flight schools operating with Tecnam single- and twin-engine fleets can reduce emissions by up to 60 percent: 10 tons of CO2 for each student by the time they receive their commercial pilot license,” the company said in a statement.

The post Tecnam P-Mentor Earns Full Part 23 FAA Certification appeared first on FLYING Magazine.

During a press conference at the Sun ‘n Fun Aerospace Expo (SNF) on Thursday in Lakeland, Florida, the Italian aircraft manufacturer announced HCH Aviation, a Part 141 school based in Nacogdoches, Texas, is transitioning to an all-Tecnam fleet.

According to Tecnam, the school, which is operated in partnership with Stephen F. Austin State University, uses twin-engine P2006Ts for multiengine training. HCH Aviation has ordered 15 of the single-engine Tecnam P-Mentors to augment its fleet. At the present time the school has 75 students—a number expected to double within the coming year.

• READ MORE: Oregon Flight School to Buy 10 Piper Aircraft

“Tecnam has been a wonderful partner in assisting our team in our aircraft needs,” said Kristen Conklin, HCH Aviation president. “Having a standardized fleet using Tecnam makes complete sense for our team from both a business and training perspective.”

Tecnam Aircraft to Brazil

Tecnam and EJ Escola Aeronautica Civil have announced a letter of intention for the Brazilian flight school to add 30 Tecnam P92 MkIIs to its fleet. The school is particularly intrigued by the aircraft’s state-of-the-art glass cockpit designs.

EJ Escola Aeronautica, based in São Paulo, has been training pilots since 1999. It boasts more than 60 aircraft in the fleet, which are spread out in three locations.

Tecnam noted the P92’s short-field performance, excellent climb and efficiency are now combined with the MkII’s composite fuselage for improved cruise performance. The cabin volume has also been increased to allow for wider seats, additional forward and aft adjustment, and improved ergonomics.

The aircraft are equipped with advanced Garmin G3X touch avionics and available with synthetic vision and ground proximity warning, providing additional navigation and situational awareness.

“Tecnam is our choice to take EJ into the new era of modern flying, where fuel efficiency, sustainability, digital technology, and good flight characteristics are a must,” said Josué de Andrade, director and co-founder of EJ Escola Aeronautica Civil.

Said Walter Da Costa, Tecnam’s chief sales officer: “We are very pleased that the most important flight school in Brazil has chosen Tecnam to replace and upgrade its fleet. Today’s students are very demanding and deserve brand new aircraft with the latest technology.”

Throughout the industry there has been an initiative to reduce carbon emissions in aviation, both at the airline level and at flight schools. One of the selling points for the Tecnam designs is its relatively green operation.

According to the company, flight schools operating Tecnam’s single- and twin- engine fleets can save as much as 10 tons of carbon dioxide emissions for every single student graduated with a commercial pilot certificate, which represents a 60 percent reduction compared to fleets using 100LL fuel in 155 flight hours.

Kenai Aviation Adds Tecnam to Fleet

Flight schools are not the only entities relying on Tecnam for fleet operations. During a press conference at SNF, Tecnam and Kenai Aviation announced the Alaska-based operator has added a third Tecnam P2012 Traveller to its fleet.

The first P2012 Traveller entered into service with Kenai Aviation in 2022, coming immediately after the delivery ceremony at the Sun ‘n Fun. The second P2012 was delivered a year later. 

The twin-engine aircraft have been used to transport passengers and freight, and according to Kenai Aviation officials, the Traveller is the “aircraft of choice” for the short haul operations in the Anchorage area.

• READ MORE: Tecnam Delivers P2012 To Kenai Aviation at Sun ‘n Fun

The Traveller is a turbocharged twin-engine high-wing aircraft that can be used for freight or to transport nine passengers with one or two pilots. The aircraft is equipped with TKS deicing capabilities, which is a must in Alaska’s challenging and dynamic weather environment.

“Our third P2012 is the proof we have found the aircraft that is perfectly suited for our commuter markets in the state of Alaska,” Joel Caldwell, Kenai Aviation CEO and owner, said in a statement. “The P2012, designed specifically to meet the needs of our scheduled commuter markets in south central Alaska, has exceeded our expectations.”

The post Tecnam Signs Deals for HCH Aviation Fleet Transition appeared first on FLYING Magazine.

Since Citation Excel deliveries began in 1998, Textron Aviation (née Cessna Aircraft) has delivered more than 1,100 units, making it the firm’s most successful jet in its 96-year history. Based on the XLS series, the newest iteration of the model, the Ascend, offers a number of features designed to extend the winning streak, including the more fuel efficient Pratt & Whitney Canada PW545D turbofans, an upgrade from the Collins Pro Line 21 to Garmin G5000 avionics with standard auto-throttles, increased payload, and more range. Scheduled maintenance interval shave been stretched to 800 flight hours or 18 months, whichever comes first.

The Ascend has new and larger flight deck and cabin windows, upgraded passenger seats, and improved acoustical insulation to soak up sound. The 8-inch dropped aisle has been filled in to create a flat floor. However, the dropped aisle remains an option for customers needing more center cabin headroom.

The Honeywell RE100 now is approved for unattended operation, freeing both flight crewmembers to focus on essential preflight chores. A host of other upgrades endows the Ascend with levels of comfort, quiet, convenience, and connectivity on par with Textron Aviation’s larger super-midsize aircraft. First deliveries are set to begin in 2025.

—With reporting by Fred George

Dassault Falcon 10X

The growth of the Dassault Aviation infrastructure at the Bordeaux-Mérignac Airport (LFBD) in western France can be attributed to the success of the Rafale fighter series, and the Falcon 7X and 8X, as well as the recent introduction of the 6X—and its upcoming big brother, the 10X. Dassault began parts assembly in 2022 to pre-pare for the final assembly of the first test articles underway this year. The all-composite wing is being built at a dedicated facility in Biarritz.

The 10X, announced in 2021, has had a long slow buildup, fitting for a jet that will be the largest built by Dassault and introduce the largest cabin of any jet purpose-built for the business aviation sector. That cabin features a new design path for the company, breaking out of the traditional mold with bold colorways and seating that looks more like that of a penthouse living room than an aluminum tube. It has already received several nods in international design competitions, including the Red Dot award from the Design Society of the U.K.

With a range of 7,500 nm at Mach 0.85—and a top speed of Mach 0.925—the 10X is powered by a pair of bespoke Rolls-Royce Pearl 10X powerplants rated at 18,000 pounds of thrust apiece and able to run on 100 percent sustainable aviation fuel (SAF). On the flight deck, the 10X gives pilots the FalconEye combined vision system, as well as carrying over the digital flight control system (DFCS) made popular on the 7X. As the Dassault pilots finish up flight tests on the 6X and move to the first 10X test platform later this year, perhaps, we’re certainly eyeing them with envy.

Dassault Falcon 6X

Long before pilots will get their hands on the DFCS sticks of the 10X, however, Dassault’s Falcon 6X will entice them to the flight deck. Now type certified under the European Union Aviation Safety Agency (EASA) and the FAA, the 6X leads the next generation of Falcons with its dual Pratt& Whitney PW812D engines. Rated at up to 14,000 pounds thrust, the powerplants propel the wide-body, long-range 6X to a range of up to 5,500 nm at Mach 0.80 and a max cruise speed of Mach 0.925.

The 6X preserves the relative short-field performance of its predecessors, with the capability to operate out of 3,000-foot runways with a partial fuel load.

The balanced field length for takeoff is 5,480 feet under ISA conditions at sea level and at the maximum takeoff weight of 77,460 pounds.

• READ MORE: We Fly: Dassault Falcon 6X

The 6X showed off its graceful, powerful ability to maneuver at the Paris Air Show in late June at the hands of pilots Philippe Duchateau and Fabrice Valette. Visitors to the display could sit on the flight deck and witness the four large-format displays, two tablets mounted on either pilot side, and roundly shaped pedestals from which to stabilize while entering data into the flight management system. It’s a well-thought-out cockpit design, with pilot-friendly touches in and around the instrument panel, such as EFB mounts. We watched passersby stroll in front of the nose through the head-up display with the FalconEye cutting through the gray and bringing everything ahead of the airplane into sharp focus.

Gulfstream G700

The race to certify the next long-range mount looked neck-in-neck between the Falcon 6X and the Gulfstream G700. With its paperwork filed and everything over but the shouting, the bird from Savannah, Georgia, first announced in 2019 is expected to begin deliveries in the first quarter of 2024.

The G700, which takes its strength from the Rolls-Royce Pearl 700 powerplants, can carry up to 19 passengers—and sleep up to 13—in as many as five flexible living spaces. The 7,500 nm range (at Mach 0.85) puts it squarely in the ultralong category, routinely cruising at 45,000 to 49,000 feet. In the conclusion of the flight test program, the G700 continued to set city-pair speed records. It flew into the European Business Aviation Conference and Expo (EBACE) and Paris on up to 30 percent SAF and marked a memorable flight from Savannah to Tokyo on SAF at an average speed of Mach 0.89.

And what’s in it for the pilot? A familiar Symmetry Flight Deck up front, paired with Gulfstream’s Enhanced Flight System, that you’d find on theG500 and G600, making the G700 a straightforward transition for aviators stepping up.

Gulfstream G800

The higher model number ascribed to the Gulfstream G800—sister ship to the G700—refers to the increase in range customers can expect when the platform debuts in a couple of years. Yes, topping the charts at 8,000 nm, the G800 achieves this on the same wing as the G700 by shortening the length of the fuselage and reducing the number of living areas to four.

The G800, currently in the heart of its flight test program, achieves the target distance powered by the same Rolls-Royce Pearl 700 powerplants, at 18,250 pounds of thrust each, at Mach 0.85. If you want to go faster—and sacrifice 1,000 nm of range—push it up to Mach 0.90. Or just get there fast by taking a shorter segment at Mach 0.925.

Gulfstream’s flight test crew flew the first test article with a finished interior—used for proving those components in worldwide environments and operating conditions—to the Paris Air Show.

A second test aircraft first flew on July 15 on a blend of 30 percent SAF and reached a top speed of Mach 0.935 during the mission.

Sitting up front, the familiar Symmetry Flight Deck offers pilots a total of 10 display screens up front—four large-format ones across the front left to right, and six smaller touchscreen displays that can be configured in nearly endless ways depending on the phase of flight, pilot preference, or during abnormal and emergency operations.

The predictive landing performance system works in the background to help prevent runway overruns—though the G800 is projected to mark a6,000 takeoff distance at its max gross weight of 105,600 pounds.

Gulfstream G400

Close kin to the G500 and G600, Gulfstream’s next answer to the large-cabin midsize question, the G400, takes its lineage from its bigger siblings. The OEM stretched the fuselage to 36 feet, 4 inches and leveraged Symmetry Flight Deck technology from the larger models to create an advanced jet boasting a best-in-class cabin cross section with up to 2.5 living areas, with 100 percent fresh air that is refreshed every two minutes.

Those fortunate passengers (up to 12, sleeping as many as five) will enjoy the G400’s projected 4,200 nm range at Mach 0.85 settings—that’s Geneva to Minneapolis—and a top speed of Mach 0.90 and a maximum cruise altitude of 51,000 feet. And that’s done more efficiently than on previous Gulfstream models. The combination of the advanced Pratt &Whitney PW812GA powerplants, wing with improved aerodynamics, and avionics management should realize up to 30 percent in greater fuel efficiency as compared to a G450 on a hypothetical 3,000 nm journey with eight passengers at Mach 0.85.

The G400 is in development alongside the G800, with its first test aircraft delivered internally and poised for a first flight later this year. Gulfstream predicts the airplane’s entry into service will be in 2025.

Bombardier Global 8000

The gauntlet thrown down in the ultralong-range market appears to be a spitting match between the Gulfstream G800 and Bombardier’s latest entrant in the Global series, the 8000. Yes, that 8000 translates directly into the expected range of the new luxury plat-form—but the Montreal-based OEM wants to not just equal but win on speed. Try Mach 0.94, according to the manufacturer’s latest claims.

And it wants to achieve that speed without sacrificing passenger comfort. Bombardier has developed what it calls the Smooth Flex Wing to blend control and agility with the ability to ride the bumps well. Like its competitors from Savannah, the 8000’s max altitude is 51,000 feet, and it will maintain a cabin altitude of 2,900 feet at FL410. Up front, the Bombardier Vision flight deck on the Global 7500 will assist pilots in managing both short and long segments. Four large-format displays sit between two EFB mounts, supplemented by the head-up display available for both the left and right seat. A fully loaded Global 8000—at 114,850 pounds—is anticipated to need just 5,760 feet for takeoff, with a landing distance of 2,237 feet.

HondaJet 2600/Echelon

In a follow-up to the introduction of the HondaJet 2600 concept—recently rebranded as the HondaJet Echelon— at the National Business Aviation Association’s (NBAA) convention & exhibition in October 2021, Honda Aircraft has made its next move in bringing the new model into its lineup. In June, the OEM revealed that development continues on the project, with its official “commercialization” or plan to pursue type certification on the clean-sheet light jet.

Intended to be a midsize jet in alight jet’s body, the HondaJet Echelon is aimed at a 2,625 nm range (four passengers and one pilot, NBA AIFR) and 450 ktas maximum cruise speed—but at 20 percent better fuel efficiency than other light jets and a 40 percent improvement over midsize models.

FAA type certification should come in 2028, with entry into service as a single-pilot-operated platform. Up to 11 people can be seated on board, with the option for nine or 10 passengers depending on crew requirements. Supply partners include Garmin for the G3000 flightdeck, Williams International and itsFJ44-4C engines, Spirit AeroSystems providing the fuselage, and Aernnova for aerostructures. Fabrication of the first airframe is underway as HondaAircraft completes initial engineering on the program.

Beechcraft Denali

Textron Aviation marked an important rite of passage in any airplane’s development program—its first appearance at EAA AirVenture in late July. The Wichita, Kansas-based OEM flew its third test article to the show in Oshkosh, Wisconsin—called “P2” in company parlance to designate the conforming airplane with a full interior for that phase of the flight test campaign.

There’s a lot you can understand much more immediately than you can with a mock-up. First, the air-plane feels like it stands roughly the same height as its Beechcraft brethren, the King Air 200 series. Once onboard, the ergonomics of the Garmin G3000 integrated flight deck harken to the Cessna CJ series but with the familiarity of the Brand G avionics. The powerplant installation includes FADEC and an auto-throttle—necessary for Garmin Autoland certification.

On the business end, the clean-sheet GE Catalyst engine is proving worthy of the investment in it, according to test pilots. As of May, the program included 26 engines built, with more than 5,400 hours of testing—figures that increase every day. The McCauley prop on the front is helping the combination to achieve even greater fuel efficiency than originally projected. The Denali will be certified with flight into known icing (FIKI) capability, completing what Textron Aviation calls “a jet-like experience.” Still, certification isn’t expected until 2025, recognizing the significant work remaining to bring anew turboprop engine to market.

Extra 330SX

The first production Extra 330SX may not be taking to the skies until next year, but the new single-canopy, aerobatic airplane is already spoken for. At a presentation at EAA AirVenture, company president Marcus Extra introduced Bob Freeman as the first customer.

The Extra 330SX improves upon the 330SC with better cooling up front on the 315 hp Lycoming and a Garmin G3X Touch flight display. The sporty airplane features high-performance ailerons, with 60 percent larger horns and modified wing tips, along with a reduced fuselage length. The combination leads to its stunning roll rate, which the company measures by mounting a Go-Pro in the airplane, taking it out for a series of rolls, then returning that video to the engineering team to calculate the rate.

Other improvements in the cockpit are proposed to deliver greater pilot comfort, including a taller stick with reduced side-to-side travel to better accommodate larger pilots—like Extra, who flew the airplane earlier this summer in a com-petition in Germany for the first time. The first deliveries will take place in2024, with the company ramping up its production space in DeLand, Florida, to meet the challenge.

Van’s RV-15

Van’s Aircraft debuted its first high-wing model at AirVenture 2022. Once more it flew the prototype to Oshkosh for the air show this summer with a few updates made to the still mostly mysterious kit in progress. Most take a bit of sleuthing to determine, but they include changes to the stabilator and anti-servo tab to improve stability and stick forces.

The ailerons have also been reshaped slightly, with hinge points moved, and changes made to the internal control system gearing influence stick throw. Van’s test pilots already report improved stick forces and control harmony.

The prototype stills runs from a fuel tank located in the cabin. Van’s plans to build new wings that will mount the fuel tanks, reported at 60 gallons total, internally, following legacy high-wing designs with this increase in pilot/passenger protection in the event of an accident.

With the wing moving back about 4 inches, Van’s will see benefits to load carrying and CG—and allow for the use of lighter powerplants than the current Lycoming IO-390, though it’s expected to be the core engine.

The airframe features unique, damped landing gear intended to smooth out vagaries in both pilot and runway surface. Van’s is sticking to its previously announced plan* to begin taking deposits 12 to 18 months after the airplane’s debut. It is likely to need at least six more months to get the design pinned down and prepare to build kits.

—With reporting by Marc Cook

*Since this article went to press, Van’s Aircraft has filed for Chapter 11 bankruptcy protection and the timeline for the RV-15 is unknown.

Tecnam P-Mentor

Tecnam Aircraft debuted its P-Mentor at EAA AirVenture 2023, though the airplane is already approved under EASA CS 23, the equivalent to FAA Part 23 certification. The P-Mentor, featured and test flown in FLYING’s Issue 939, should see the agency’s nod in early2024, according to the company.

• READ MORE: We Fly: Tecnam P-Mentor

The P-Mentor is a two-seat aircraft designed to be a primary training platform, equipped with Garmin G3XTouch and GTN 650Xi avionics and boasting almost un-heard-of fuel economy at 3.7 gallons per hour.

This low consumption translates to low operating costs for owners and renters—and means lower carbon dioxide emissions. The P-Mentor’s fuel consumption results in up to nine operating hours between refuelings.

Powered by a FADEC-equipped Rotax 912iSC3 powerplant, the heavier-than-an-LSA P-Mentor shows graceful handling characteristics and docile slow flight and stall behavior. Takeoff ground roll at less than max gross was around 1,000 feet, with a landing roll less than that on a grass strip at the company’s headquarters in Capua, Italy. The comfortable cockpit can also accept a Garmin GFC 500 autopilot for serious cross-country and IFR operations. Several flight schools in the U.S. signed orders for the trainer at AirVenture.

—With reporting by Amy Wilder

Elixir Aircraft

Elixir Aircraft, based in La Rochelle, France, has also posted a sales streak for the training version of its aircraft, with a deal closed in June on more than 100 units—50 on option—with Sierra Charlie Aviation in Scottsdale, Arizona. The agreement caps a growing order book for the OEM as it brings three versions of its single-engine airplane to market.

Most of the models—intended for flight training—feature the 100 hp Rotax 912iS powerplant with a full glass cockpit. Sierra Charlie Aviation plans to integrate the airplanes into its Aviation Career Program, an ab initio course focused on identifying varying learning styles and steering those pilot applicants toward success. The composite airframe is built through the One-Shot manufacturing process to reduce parts count.

Elixir delivered five of its 912iS versions in 2022 for a total of more than 10 made so far by press time. The company was founded in 2015 by a trio of engineers who sought to reduce costs in flight training by lowering parts count and increasing efficiency in training aircraft. The first model achieved initial EASA CS 23 type certification in 2020, with FAA validation pending.

This article first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post What’s Next in New Aircraft appeared first on FLYING Magazine.

Much like it was during the early days of Popular Aviation—FLYING’s precursor—one of the first aviation magazines in Italy, L’Aquilone, featured plans for building model aircraft used by enthusiasts enamored by the idea of flight. These kit-built machines catalyzed the dreams of Luigi and Giovanni Pascale as they reached their majority in Campania north of Naples.

In league from the beginning, the brothers would nurture and support each other’s imaginations until they could launch their aircraft design and manufacturing efforts in 1948, 75 years ago. The Pascales built their unique airplanes at first incorporated under the marque of Partenavia in 1957—and within the company we know today as Tecnam.

Training Legacy

The latest of Tecnam’s single-engine airplanes to come to fruition, the P-Mentor, joins a legacy of aircraft destined to help aspiring pilots learn to fly. The first true Pascale design to reach production, the original P48 Astore, looks a lot like the Piper Pacer taildragger from which the brothers drew inspiration. The P-Mentor breaks from one tradition, in that it is one of the few of the Pascale designs not named after the year in which it began development—for example, the P48 sprang from the drawing board in 1948, and the P2012 Traveller started in 2012, though it didn’t see European Union Aviation Safety Agency certification until 2019, with FAA certification to follow later that year.

• READ MORE: Tecnam Unveils P-Mentor Training Aircraft

While Tecnam has enjoyed recent success in the U.S. with its modern version of the Astore LSA, and the latest edition of the P92 Echo, the P-Mentor makes a compelling case for a primary trainer that goes beyond the light sport category. The P-Mentor achieved EASA certification under CS 23—equivalent to the FAA Part 23 type certification basis for light aircraft—in 2021. Though the P-Mentor is powered by a version of the same engine found on many LSAs—the Rotax 912iSC3—the airplane’s heft and sophisticated cockpit take it up a notch from the entry-level category to create a platform that will serve to educate new pilots intent on progressing into a career—or just larger, more capable airplanes.

A. The FADEC-equipped Rotax 912iSC3 engine has an easy preflight check sequence.

B. The simulated landing gear switch is also tied to a gear warning horn to help facilitate training in preparation for more complex aircraft.

C. The Garmin G3X Touch displays can be configured in multiple ways, including a base map, engine information system, and the primary flight display. A Garmin GTN650Xi in the RNAV-capable edition enables a complete IFR training program.

D. The control sticks have a shape to them that falls nicely in the hand, and the seats are adjustable, rather than the rudder pedals, for a comfortable fit.

E. An optional Garmin GFC 500 autopilot outfits the P-Mentor for extended cross-country missions and advanced aircraft training.

A Walkaround

My introduction to the P-Mentor began on the ramp at the company’s headquarters in Capua, Italy, following a detailed production-line tour that took in several of the models in various stages of readiness for first flight and eventual delivery. Witnessing how the machines come together always gives insight to how they will perform, so I felt particularly well versed in the P-Mentor’s genesis after hearing Giovanni Pascale—managing director of Tecnam and the latest in the family line to lead the company—walk through each step in that process.

Its low-wing, side-by-side seating evokes similar LSAs I’ve flown recently—such as the BRM Aero Bristell SLSA—yet with an aspect to the way the canopy slopes into the fuselage that recalls its design heritage, as we saw earlier in the tour, from the mid-’50s designs of the firm, but still modern and inspiring confidence as you approach it on the ramp. Tecnam chose to certify the P-Mentor with a maximum gross weight of 1,587pounds, a good 267 pounds higher than the top of the LSA class. Having done so allows for a useful load of up to 628 pounds and the flexibility to have two healthy adults plus full fuel on board.

Walkaround takes in the normal checkpoints with few unique aspects to the process. Tecnam flight test pilot Massimo de Stefano oriented me to a few items, mostly to do with getting in and out of the airplane. Early Pascale designs—and all of its twins—feature a high wing, in part to aid ingress for pilots and passengers. But the low wing has an easy step-up and good handholds for settling yourself into the seats.

De Stefano guided me to the right seat, which was perfect for this review, as it allowed me to assess the P-Mentor as an instructor and see how it would perform and feel flying from that familiar CFI’s perch.

The flight deck features a twin Garmin G3X Touch installation in the complete IFR package—called the “Sport” version—that we flew with in I-PDVF, the company’s demonstrator. Those displays are accompanied by a Garmin GTN 650 Xi nav/com/GPS, a Garmin GAD 29c ARINC data module, and a remote-mounted Garmin GTX 345R transponder with ADS-B In and Out capability. All of that—in addition to the engine management system—is powered by a 14-volt electrical system that utilizes two electrically isolated alternators (A and B) and a main ship’s battery.

Startup and Taxi Out

Starting the Rotax involves a simple process, with a couple of nuances—you first flip a toggle switch to energize the starter in addition to having the master switch on. Then, it’s both FADEC Lane A and B switches on, fuel pump on, and push the red starter button to swing the prop—which caught quickly on the warm engine (from previous flights). There are separate avionics and autopilot masters as well.

Run-up was guided by the engine information display on the right-hand G3X Touch screen, checking both FADEC lanes using the 4-cylinder exhaust gas temperature readouts, along with coolant and manifold temperatures, oil pressure, and volts.

De Stefano took on the task of taxiing out in order to familiarize me with the special procedures at the Capua Airport (LIAU), both of the day—rain showers earlier left the grass runway in varying states of rough—and in general. LIAU has a flight information service staffed by the local fire brigade—and therefore non-English speakers. Unusual, but not wholly unanticipated.

We left our abbreviated flight plan with the FIS and de Stefano guided me through the first takeoff, taking a line that was relatively smooth on the left-hand half of the runway, which measures 1,097 meters, or 3,599 feet.

We took just over one-third of the runway on that takeoff roll, not bad considering the condition of the turf, which appears to be a running source of amusement amongst the Tecnam pilots and their dealers. Test flying is often frustrated by the weather at Capua, with winter rains rendering it unusable for stretches of time.

One clear benefit to the location? I saw the airplane’s performance on a truly soft field. All Tecnam aircraft must pass this test or never reach the skies at all. The local council plans to finally pave the runway sometime in the next year—and we hope that’s on schedule, though the current field has its, well, charm.

In-flight Feel

For our mission, we took off to the northeast from Runway 26 to stay clear of the military field—Grazzanise—on whose control zone perimeter Capua sits, at 64 feet msl. I had the controls through the climbout to 3,000 feet for our high work, and we saw 450 to 700 fpm at the V_X of 70 knots and power set at 28.9 inches and 5,550 rpm.

During steep turns the controls felt solid, and even between aileron and pitch (in the baseline I use, aileron control feel is usually a degree lighter than pitch). However, I found the P-Mentor easy to keep coordinated both in 30- and 45-to-50-degree-bank turns and the proper pitch attitude facile to find in each direction.

Stalls broke mildly—more of a mush in an approach to landing (power off) stall, with a level break in the departure (power on) mode. Recover came swift and sure. I performed a few additional coordination maneuvers, seeking the marriage between aileron and rudder, and with a brisk roll left and right and back to center, again, straightforward to keep the nose on the horizon in its place.

• WATCH: We Fly the Tecnam P-Mentor

I made a power-off glide at 70 knots to test that handling, and the P-Mentor preserved the good gliding characteristics of the P92 Eaglet—precursor to the Echo—that I first flew back in 2006, with a reasonable 9.7:1 glide ratio. No surprises—just honest flying.

In Cruise

Where the P-Mentor trades off its weight for performance shows up in two places—the not-quite-as-short takeoff roll, and in the modest cruise speed of 117 knots. That’s at a power setting of 27 inches MP and 5,480 rpm.

Reducing the power to 24 inches and 5,030 rpm brings us to 100 knots indicated at 2,000 feet msl and13 degrees C—nearly ISA conditions. The panel is setup for cross-country missions in the sport package we tested—and you can do so at the modest fuel burn afforded by the Rotax, which sips 3.7 gph at that economy cruise setting. The company prides itself on the efficiency of its models, which certainly holds true here.

Training to Land

One unique feature of the P-Mentor that places it squarely into the training class is the simulated landing gear lever on the pilot’s subpanel. Though the airplane’s gear remains fixed firmly in place, if you don’t actuate the gear lever to the down position when bringing the throttle to idle, a warning horn sounds—just as it would in a true retract, and it’s tested during the run-up. The idea is to ingrain each of the steps into the thinking process of a new pilot. However, one could argue that because the airplane doesn’t reflect the aerodynamic change of the gear moving and the swinging of the gear doors, it’s a tenuous transfer of learning.

However, Sporty’s sells the same portable type of device in its catalog towards the same purpose, and I suppose it holds merit for building that habit of always checking to see if the gear is down on final.

Short and Soft Techniques

The long-span flaps can be set at the takeoff position (roughly 15 degrees) as high as 106 kias, with full deflection of about 30 degrees—the landing position—at 96 knots, aiding greatly in the ability to slow the airplane.

De Stefano wanted to demonstrate a landing first (and the right line to take on the rutted field), and I was keen to try out the go-around profile of the airplane. A nice, easy approach speed of 70 knots kept us on a smooth path to the touchdown point—and I braced myself for the bounces I figured would be inevitable—but the P-Mentor’s tires handled the uneven turf with aplomb. He pushed the power up for a touch-and-go, and handed the controls back over.

We did a low approach first, and I kept myself purposefully high, and slipped on final to see if the P-Men-tor’s good coupling held true, and it did. During the pass, I flew just off of the deck by about 15 feet, so I could continue to get a sense of things. I pulled up into a nice fly-by for the folks on the Tecnam ramp and entered the pattern again, level at about 750 feet agl—about 800 feet msl.

Remembering to put the “gear” down as I throttled back, it didn’t take long to find the approach speed that seemed to give the best mix of low speed and positive control authority on final. I aimed for the good line in the grass, and I was rewarded with a pleasant touch-down—stick in my lap and a little bit of power in to keep us going as the tufts of turf snatched at the tires.

We readily made the turn off just past midfield to taxi back into the factory—and de Stefano was all smiles as I did—a mark of approval that goes beyond translation. That grin matched my own, as the P-Mentor had been a true pleasure to fly—and would likely be just as much fun to use, yes, mentoring new pilots into the skies.

Tecnam P-Mentor

Price (fully equipped, as tested): $350,750

Engine: Rotax 915iSC3, 100 hp

TBO (or equivalent): 1,200 hours

Propeller: MT V.P. hydraulic with governor, two-blade

Seats: 2

Wingspan: 29.5 ft.

Wing Area: 128.1 sq. ft.

Wing Loading: 12.39 lb./sq. ft.

Power Loading: 15.87 lb./hp

Length: 22.1 ft.

Height: 8.2 ft.

Baggage Weight: 66 lb.

Standard Empty Weight: 959 lb.

Max Takeoff Weight (EASA CS 23): 1,587 lb.

Standard Useful Load (EASA CS 23): 628 lb.

Fuel: 140 liters/37 gal.

Max Rate of Climb: 750 fpm

Max Operating Altitude: 13,000 ft.

Stall Speed (flaps extended): 44 kias

Max Cruise Speed: 117 ktas, at sea level, max continuous power

Max Range @ Max Range Power: 950 nm

Takeoff Distance, Sea Level (over a 50 ft. obs.): 1,706 ft.

Landing Distance, Sea Level (over a 50 ft. obs.): 1,280 ft.

This article first appeared in the July 2023/Issue 933 print edition of FLYING.

The post We Fly: Tecnam P-Mentor appeared first on FLYING Magazine.

Though FAA certification is still pending, the P-Mentor has made it into flight training fleets across Europe, with plans to follow in the U.S. soon. FLYING editor-in-chief Julie Boatman visits the OEM and flies the P-Mentor over the Italian countryside north of Naples (Napoli) in this pilot report.

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According to Tecnam, Kilo Charlie Aviation, located at New Century Air Center (KIXD) (formerly known as Naval Air Station Olathe), will take delivery of the IFR P-Mentor and twin-engine P2006T MKII over the next two years.

Kilo Charlie Aviation (KCA) was founded in 2020 by Robert Renfro and Drew Konicek, both experienced corporate pilots. Their stated mission was to build the best flight school in the world, and that began with finding the best equipment for their learners to use.

“When we met with Tecnam for the first time, we were unfamiliar with their organization or aircraft. Immediately we knew that we had found a true partner,” said Konicek, Kilo Charlie Aviation’s chief business officer. “The award-winning aircraft combined with the expertise of an international leader in aviation made it an easy choice to move Kilo Charlie Aviation’s fleet to Tecnam.”

• READ MORE: Tecnam Celebrates 75 Years of Passion for Aircraft Design

In addition to Tecnam, the fleet at KCA includes Piper Arrows, Piper Archers, a Cirrus SR20, and a Beech Baron.

According to Renfro, Kilo Charlie Aviation’s COO, they spent two years trying to find the right aircraft partner for the school. 

“Once Tecnam presented the P-Mentor, we knew that all the work over the last two years had to be reevaluated and compared to this aircraft,” Renfro said. “Safety and technology are our two highest priorities here, and after comparing everything it was without a doubt the best option for our school and students.”

Learners at KCA begin their training in the P-Mentor. The two-place, low-wing design features a Garmin G3X glass cockpit, making it suitable for both VFR and IFR training. The aircraft destined for delivery will be equipped with the optional BRS ballistic parachute. The P-Mentor has a variable pitch propeller along with a simulated retractable landing gear option,  enabling learners to earn their private pilot up through commercial certificate in a single aircraft. Look to the July print edition/Issue 939 of FLYING for a full We Fly report on the P-Mentor.

The P2006T MKII is Tecnam’s multiengine trainer. The aircraft is a four-place design with fully retractable landing gear. The cockpit is outfitted with a modern Garmin avionics suite, integrating all primary flight, navigation, communication, and terrain data. The design is popular with flight schools across the country because of its low operational cost.

“We are very pleased that so many American flight schools are choosing Tecnam to replace or upgrade their fleet,” said Walter Da Costa, Tecnam’s chief sales officer. “Today’s students are very demanding and deserve a brand new aircraft with the latest technology. We thank and welcome Kilo Charlie for their choice.”

The post Kansas Flight School Places Tecnam Order appeared first on FLYING Magazine.

On the cover we fly the sprightly new trainer from Tecnam, the P-Mentor, which is slated to deliver to flight schools across Europe and soon into the U.S.

Inside the issue, we test the new Bose A30 active noise reduction headset, and give you our assessment. We fly to Martha’s Vineyard as a classic summertime destination in the northeast U.S., and tell the story behind a special Yak 18T that the owner rescued from the clutches of war in Ukraine. Plus we give you all of the columns and proficiency articles you’ve come to expect from our deep bench of expert contributors—so make sure you’ve subscribed. You’ll also get a chance to win in our Ultimate FLYING Giveaway!

The post Pick the Next <i>FLYING</i> Cover appeared first on FLYING Magazine.

Twenty Tecnam P-Mentors, eight P2010 (with 180 hp powerplants), and three P2006Ts are among the school’s new fleet of airplanes announced during Sun ‘n Fun Aerospace Expo in Lakeland, Florida, last week. While the P2006T was on hand during the show, the rest of the aircraft will be delivered in 2024.

In a press release, Melbourne Flight Training said the acquisition will “enhance the quality of flight training programs, reduce costs for student customers, and provide a range of training options to meet the needs of the student body.” 

Located on Florida’s Space Coast, Melbourne Flight Training was founded in 2016 by Derek Fallon and his wife, Kristina. The school provides flight instruction to recreational and professional pilot students, including an accelerated Career Aviator Pathway (CAP) program, multiengine training, and advanced training up to airline transport pilot (ATP) certifications. It currently operates a fleet of training aircraft, including Cirrus SR20 and SR22 models, Cessna 172s, and the Beechcraft 76 Duchess.

• READ MORE: Kenai Aviation Adds Tecnam P2012 to Alaskan Fleet

“Melbourne Flight Training is thrilled to announce our acquisition of a new Tecnam Aircraft training fleet, marking a new chapter in our commitment to providing exceptional flight training experiences,” said Fallon. “With the addition of these state-of-the-art aircraft, we’re excited to continue empowering our students to soar to new heights with confidence and skill. We are elated to be joining the Tecnam family and look forward to our partnership as we commit to training new professional flight students enrolled in our Career Aviator Pathway program.”

Manufactured in Italy, Tecnam’s fleet of high- and low-wing trainers offer Garmin glass avionics and low emissions. According to Tecnam, flight schools utilizing its aircraft can save as much as 10 tons of CO2 emissions for every student who graduates with a commercial certificate—a 60 percent reduction compared to competitors. Additionally, its P-Mentor model has an airframe Ballistic Recovery System—offering an extra layer of safety for learners.

“We are very excited about this fantastic partnership with Melbourne Flight Academy,” said Walter da Costa, Tecnam’s chief sales officer. “Our fleet solution is unique in the market, ensuring reliability, cost control, smart training, and low emissions. Together with Melbourne Flight Academy, we are proud to innovate the flight training paradigm in the USA.”

This year’s Sun ‘n Fun has proven to be a huge success for Tecnam as the manufacturer also received an order for 15 P-Mentor models from HCH Aviation, which has a partnership with Stephen F. Austin State University. The P-Mentors will join the school’s fleet of twin-engine P2006Ts.

HCH Aviation president Kristen Conklin said, “Tecnam has been a wonderful partner in assisting our team in our aircraft needs. The Tecnam aircraft are superior aircraft to serve our rapidly growing collegiate flight program, the most modern tool for our students to proceed easily with their professional pilot career.”

In addition to the HCH Aviation order, Kenai Aviation—a family-run airline and charter company based in Alaska took delivery of a Tecnam P2012 Traveller during the airshow.

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Officials from ACS Aviation in Glasgow add that—in addition to taking delivery of the aircraft—the company will become the first Tecnam Aircraft service center in Scotland. This will enable the business to offer specialist aircraft maintenance and technical support to their customers.

ACS Aviation noted that the aircraft acquisition and creation of the service center come on the heels of high growth for the company that is enjoying a record number of graduates moving on to positions as first officers with leading U.K. airlines.

ACS Aviation was established in 2007 and is Scotland’s leading commercial flight training academy and aircraft maintenance facility. The company offers a range of aviation services, including UK Civil Aviation Authority- and European Union Aviation Safety Agency-approved airline pilot training courses for customers and airlines in the U.K. and throughout Europe. It also provides specialist aircraft maintenance services and technical support for general aviation aircraft.

About the P-Mentor

The single-engine, two-place P-Mentor is the latest design from Tecnam. The low-wing aircraft provides flight schools with what is described as “a simple and sustainable single platform solution” for student pilots from initial VFR training up through their instrument rating.

According to Tecnam, the P-Mentor, with its Rotax 912iSc engine, offers the lowest fuel consumption and CO2 emissions currently available for IFR training, and is one of the most economical trainers in the industry. A recent study shows that flight schools operating with a Tecnam single-engine fleet can reduce emissions by up to 60 percent. This equates to 10 tons of CO2 for each student by the time they receive their commercial pilot certificate.

“Tecnam’s P-Mentor aircraft will allow us to significantly reduce our carbon footprint in commercial flight training and upset prevention recovery training with the added benefit of state-of-the-art instrumentation that will help us propel, even further, into our sustainable double-digit growth,” said Craig McDonald, technical director at ACS Aviation. “This order is the start of a long-term fleet replacement and sustainability plan which will see us continue to grow the business and provide our student pilots with the latest technology over the coming years.”

“Tecnam has always provided an excellent combination of technical specifications and value for money,” said Walter Da Costa, Tecnam’s chief sales officer. “With the P-Mentor, Tecnam has taken a huge leap forward with the addition of an affordable and smart IFR trainer. This will change the entire pilot training industry for IFR training.”

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