Making the move to Tecnam-land...

[.Evan.]

 

I recently went down to Lethbridge for conversion to their Tecnam P92E with Golden Plains Flying School CFI Bruce Vickers.

 

The first difference that I saw upon entering the cockpit was the floor mounted control sticks. Under the cowl, the 100 horsepower engine is partially air/partially liquid cooled with no carby heat, and is some 15 horses bigger than the Jab's. It has an all-flying elevator and very large flaps. I was relieved to see that it had two throttles (one high on the left like a Jabiru, and one low in the centre like a Cessna). I immediately put my left hand on the throttle. Bruce saw this and said, "I'm going to get you to use the centre one with your right hand, so you can get used to flying different types of aircraft. It will feel different at first, but I guarantee that by the time you turn downwind you won't even give it another thought." He was right!

 

We strapped in and went through the checklists (which Bruce had programmed into the Dynon D100 EFIS - a nice touch). I was introduced to the slightly different starting considerations with this engine, then we taxied over to the cement slab for the run up. Water temperature was close to optimal, but the oil had a little way to go. Bruce explained that this would be up by the time we taxi to the end of the runway. I released the parking brake and we trundled off to the start of runway 29.

 

Flying this Tecnam is a breeze. It climbs very well, even though we were two-up with full fuel. We departed crosswind and headed out to the West for some upper air work. I found during the turns that I was well over using the rudder. My feet would add in the same amount of rudder for the Jabiru, and I'd look down to see the ball waaaay out one way. It took a couple of minutes to rid my turns of this, but eventually I was affecting nicely balanced turns. We then moved on to stalls, with emphasis on stalls during turns as this aircraft does not have a stall warning horn.

 

Upon returning to the circuit area, I accidentally closed my radio call with my usual 'Ballarat'. Oops! I quickly got back on the button and amended it. Bruce laughed a little and said "That's ok, we've all done it!" We went through the various approaches - flapped and flapless - glide and power assisted. The first landing I attempted was a flapless full glide approach. I was flying the numbers that I am used to seeing in the Jabiru and came down to find that the elevator was very responsive all the way through the hold off - ending in a real greaser! Wow. This aircraft makes me look like a much better pilot than I really am! I was then told to do a flapped approach. This was not too dissimilar, but the maximum flap extension speed is 63 knots - meaning that you really have to work to slow the aircraft down before deploying them!

 

I came in again, this time at 57 knots, flared, held off, held off, held off, held off.... I snuck a quick peek at the airspeed... 38 knots, and it was still trying to fly! I think it eventually touched down at 36 or so knots. Amazing stuff that you wouldn't see in the J-160 with it's high wing loading. The circuits continued for some time, when Bruce started introducing practice emergency procedures. Engine failure after takeoff, engine failure in the circuit, etc. He then demonstrated a rather impressive short field landing. After that he said, "You are doing really well. We'll stop for a lunch break and after that we'll do one or two more circuits and then I'll send you solo."

 

Wow. It was like my first solo all over again. But then I thought, "Wait... This is nothing like my first solo. I can do this!"

 

Bruce explained that there was a student coming in a few minutes, so do two circuits and we'll talk when you're done." With that, he got out and shut the door. I was amazed again by the climb performance of this aircraft. I reached 500 feet and prepared for my turn to crosswind, when it struck me that I was still able to see the end of the runway in front of the cowl! Had this thing gone straight up? It certainly felt like it.

 

I decided to make use of my two circuits effectively, by doing one flapless approach and one flapped. The flapless was fairly unremarkable, but the flapped one had a bit of excitement. The aircraft is difficult enough to slow down when two-up, it is even more difficult when solo. I had eaten up so much time trying to reign it in that I ended up a little high. I finally saw the speed I wanted and got the flaps down. I ended up landing a little long on the runway, but I was easily slowed to taxi speed by the runway intersection.

 

I parked it in the same place that I found it earlier that day and shut the engine down. We then went into the office for a debrief. Bruce said he was very happy with my handling of the aircraft, and my workcycles are clearly working. He added that normally he's looking for somewhere between two and three hours for a conversion, but he was happy to sign me off at 1.7 hours! So, for my logbook I have 1.4 dual and 0.3 pilot in command of a Tecnam P92E.

 

It was worth every minute! Not only for the extra experience, but for the extra time with a different instructor and now I'm 'on the books' at two different schools. I can now rent either aircraft at any time.

 

 

[Owi]

Sounds great, like you're having a lot of fun. Goodonya, mate!

 

 

[Tomo]

Nice Evan! I have a bit of time on P92's and agree they are nice and easy to fly. I found they have quite light rudder!

 

Flying other aircraft is a great way to broaden your skills I reckon!

 

 

[.Evan.]

Thanks Tomo and Owi!

 

 

[Adrian Lewer]

4962 fly's good. like a gazelle.

 

 

[ParkesFlyer]

Hey Evan,

 

Thanks for the story, I really enjoyed it! I did this at Easter in Swan Hill, had pretty much the same experience as you, I had a ball! I found that after the FoxBat my landings in the Tecnam seemed really smooth, and assuming I hadn't suddenly become a better pilot, I had to conclude that the suspension was lovely and soft in the heavier aircraft, did you notice this at all?

 

PF.

 

 

[.Evan.]

Hey PF,

 

Just as Adrian mentioned above, it is much more responsive at the slower end of the scale than the Jab's I've flown. It's closer to how I imagine the Gazelle to be (gotta try one soon!).

 

I think the wing had a lot of lift still when slow, and you are able to finesse the aircraft (that might not be a/the right verb, but oh well!) right to the ground. Even in the last few milliseconds of the landing, you can make tiny changes to the elevator that have affirmative effects on the touchdown.

 

For the photo nerds out there, I liken the difference between a J160 wing and the Tecnam wing to be like film versus digital. Flim has a soft roll-off in extremes of brights and shadows, allowing for a little more wiggle room here and there. Digital gets close and then bang, it's white or black. Both are good, and both get the job done in their own way, but one must be aware of how they react in various circumstances to get the best results.

 

 

[Adrian Lewer]

I think the technam is more user friendly than the gazelle, Don't get me wrong the gazelle is an awesome A/C for what it is but the gazelle will not climb like the technam and is more mushier in the lower end of the ASI the technam will just fly even if it is going backwards, and be so crisp in the controls you have to tell yourself "RUDDER ONLY" can't remember figures (I must admit I fly attitude not AS) but the technam will come in at 30-40 KTS with ease and authority ( DON'T TELL BRUCE THAT) but the gazelle will stall at about 30 odd KTS but will just not do it in real life, I find 40-50 KTS to be good. The gazelle is a great A/C and for about $35,000 you can have one in great Knick but the Techie cost $80,000 and is in my opinion BULLET proof but I actually hate the look of the things agricultural I call them the dash lets them down. I like my Jab's for the pure fact that they are responsive and fast and just suit my flying style but would recommend anyone learning to fly use on of the techies.

 

In 4962 you would have been at 700FT by the club room which is 3/4 down the RWY SOLO at over 1000 FPM climb at 65-70 KTS IAS which is impressive in the gazelle the poor little buggar is only 100 FT by the club rooms. OH YEAH better range in the Techie only about 3.5 hours inc RES in a Gazelle.

 

 

[Adrian Lewer]

EVAN mate you have to fly a gazelle.... They are great...

 

 

[Powerin]

I flew my school's P92 Eaglet again last weekend for the first time in six months and was back in the P2002 Sierra today, so it was good chance to compare the two. The P92 is very nice, but the Sierra is magic (in my very inexperienced opinion). It's even harder to get the Sierra to stop flying. The Sierra is more responsive and lighter in the controls, especially in pitch. I usually fly and land the Sierra with a thumb and one or two fingers.

 

However, I can see from Evan's experience I've been spoilt. When I get my cert I might have to go over to the dark side, to the other school, and tame the Jabiru beast. It'll have to be while my school's not looking....don't want to get in the bad books. There's a Tecnam Twin in the hangar that I have to walk past every time I have a lesson. It whispers in my ear every time I pass... "fly me". *Sigh* :big_grin:

 

(edit: and the R44 helo in the same hangar doesn't bother to whisper...it yells out!)

 

 

[.Evan.]

I might have to go over to the dark side, to the other school, and tame the Jabiru beast. It'll have to be while my school's not looking....don't want to get in the bad books.

No need to go behind anyone's back! I thought it before and now firmly believe that getting a wide amount of experience in various aircraft (once you have the fundamentals all sorted) is a good thing. I think that it gives one perspective.

 

....the R44 helo in the same hangar doesn't bother to whisper...it yells out!

I hear THAT! I'm really curious about taking a TIF in a heli. (Don't tell my wife this!!!! )

 

EVAN mate you have to fly a gazelle.... They are great...

I absolutely plan to, Adrian!! I just have to wait until the RA instructor over at the Aero Club gets back from his holidays!

 

In 4962 you would have been at 700FT by the club room which is 3/4 down the RWY SOLO at over 1000 FPM climb at 65-70 KTS IAS which is impressive in the gazelle the poor little buggar is only 100 FT by the club rooms.

Yep! I was too busy looking forward to see where exactly I was in relation to the clubrooms, but at 500 feet I could still see the end of the runway over the cowl!!!

 

 

[Adrian Lewer]

I have flown the yellow one in the YBLT aero clubs hangar and it is sweet. Very clean example of a gazelle.

 

 

[.Evan.]

I have flown the yellow one in the YBLT aero clubs hangar and it is sweet. Very clean example of a gazelle.

Cool! Looking forward to it.

Do you fly your Jab out of YBLT, Adrian?

 

 

[Adrian Lewer]

I don't own an aircraft. Have been looking at purchasing another one for some time now but not sure when. I fly 4781 from inbound on the odd occasion but have been flying a cherokee 180 for a while now. Not interested in a fly the weekend after next are you ? if your a member of the aero club we can get the gazelle for about $100.00 HR fly to YLED for lunch.

 

 

[.Evan.]

I don't own an aircraft. Have been looking at purchasing another one for some time now but not sure when.

What are you thinking of buying? Will you stay with the Jabs, or look elsewhere?

 

I fly 4781 from inbound on the odd occasion but have been flying a cherokee 180 for a while now.

Cool! I wonder if our paths have crossed at some stage.

 

Not interested in a fly the weekend after next are you ? if your a member of the aero club we can get the gazelle for about $100.00 HR fly to YLED for lunch.

I absolutely am! I'll PM you.

 

 

[Adrian Lewer]

Its funny I have spoken to a lot of people (from either rec forum or other hobbies) and every one seems to know everyone even if you have just passed one another. I dare say we have seen one another even if we have never met but one thing is for sure " WE BOTH LIKE AEROPLANES "

 

 

[.Evan.]

...one thing is for sure " WE BOTH LIKE AEROPLANES "

Abs-0-freakin-lutely!