Tecnam P2006T

The Tecnam P2006T is an Italian shoulder-winged twin-engined all-metal light aircraft. It is built by Costruzioni Aeronautiche Tecnam based in Capua, Italy, near Naples. This twin-engine four-seat aircraft has a high cantilevered wing and tricycle retractable landing gear. Currently, the P2006T is the lightest twin-engined certified aircraft available. It is powered by two liquid-cooled Rotax 912iSc3 fuel-injected engines that can run on 92 octane unleaded automotive gasoline as well as Avgas 100LL. This design makes it a true multi-engine aircraft designed for serious training and advanced proficiency. With a max speed of 146 kts and a normal cruise of 139 kts, the P2006T offers exceptional performance.

The cabin accommodates four in a side-by-side configuration with four independent doors. The interior dimensions allow maximum space for pilots and passengers alike. Large windows, together with the high wings, provide excellent visibility. The upgraded cabin features enlarged side windows, adjustable ventilation, simulated leather seating, and climate control including cabin heating and windshield defrost. Each seat has three-point seat belts with inertia reel. The baggage compartment has a capacity of 176 lb (80 kg). The typical price of the P2006T is $171,796.00, and the aircraft’s rate is $420 per hour.

What is the Tecnam P2006T?

The Tecnam P2006T is an Italian shoulder-winged twin-engined all-metal light aircraft built by Costruzioni Aeronautiche Tecnam based in Capua, Italy, near Naples. The aircraft was conceived by Professor Luigi Pascale as a response to the demand for a cost-effective and fuel-efficient multi-engine trainer. The Tecnam P2006T first flew in September 2007 and achieved EASA CS-23 certification on 5 June, 2009. The P2006T has a maximum speed of 167 knots indicated airspeed, which is 172 knots calibrated airspeed.

The Tecnam P2006T Twin has established itself as the aircraft of choice for flight training organisations and private owners. The P2006T was used to provide economical multi-engine instruction. In 2016, the Italian Air Force introduced the type into service as the T-2006A, acquiring three modified aircraft for multi-engine pilot training at the 70th Wing based in Latina. In mid-2024, the UK's Royal Air Force acquired a P2006T in a special ISR configuration to serve as a testbed for sensor integration and flight system trials. The Tecnam P2006T NG is the world's most fuel-efficient twin-engine trainer and personal aircraft. Compared to its predecessor, the P2006T MkII, the NG version offers increased MTOW, more fuel-efficient Rotax 912iSc3 engines, a redesigned cockpit with advanced Garmin G1000Nxi avionics, and better access with four independent doors. Flight schools benefit from lower fuel burn, better accessibility, reduced operating costs, and modern avionics.

In 2015, the P2006T SMP (Special Mission Platform) was developed, incorporating structural provisions and electrical systems for incorporating mission equipment like EO/IR sensors. This specialized version is suitable for border patrol, aerial mapping, and surveillance, providing a cost-effective, highly capable solution for operators conducting demanding missions worldwide. The aircraft is used for aerial mapping. Time between engine overhauls (TBO) for the piston engine has a range of 1800 flight hours or 2400 flight hours for the airplane motor, based on time, number of takeoffs and landings, engine runs, and days on the calendar. The engine fix schedule depends on usage, and time for service is based on performance.

I flew a Tecnam P2006T. The easy-to-use airplane control system is intuitive. The avionics suite helps check my tools during maneuvers. The aircraft is light on the controls. That is why the transition from single engine to twin engine flying is straightforward.

Jim Goodrich

Pilot, Airplane Broker and Founder of Tsunami Air

What engine does the Tecnam P2006T use?

The Tecnam P2006T uses four-cylinder, four-stroke piston engines from Bombardier-Rotax GmbH. Each engine produces 100 horsepower, with a rating of 98.6 hp at 5800 RPM for five minutes maximum. The multi-engine setup powers the aircraft with two 100-horsepower Rotax 912 S3 engines, both rotating clockwise. They have liquid-cooled cylinder heads, air-cooled cylinders, and a dry-sump oil system. The engine dry weight is about 60 kilograms (132.28 pounds).

The oil system uses XPS engine oil or a 10W40 blend with special additives for gears. The oil choice allows cold start and gives stable performance at hot. The engine does not need a specialized motor oil. The cooling system uses a water mix, Castrol Radicool SF, or antifreeze. The fuel system is electronic fuel injection. The engine has a compression ratio of 10.5:1 and a reduction gear.

The engines can run on 92 octane unleaded automotive gasoline as well as Avgas 100LL. Running on 100LL fuel needs following the manual from Rotax number SI91206, or an official notice from the maker 0094. The Tecnam P2006T NG is an upgrade, powered by two Rotax 912iSc3 piston engines, each producing 100 hp. These are liquid-cooled, fuel-injected engines with the same fuel flexibility. The twin Rotax 912S3 engines are known for reliability and low fuel consumption, with BSFC of 285 grams per kilowatt-hour (0.627 pounds per horsepower-hour) at full throttle. Peak happens at fifty-five hundred engine speed, assuring efficient, economical performance.

What are the specifications of the Tecnam P2006T?

The specifications of the Tecnam P2006T are given in the table below.

The Tecnam P2006T is a twin-engine four-seat aircraft with fully retractable landing gear. Each Tecnam P2006T is 8.46 feet (2.58 meters) high by 28.5 feet (8.69 meters) long, with a wingspan of 37.4 feet (11.40 meters). The aircraft seats up to 3 passengers plus 1 pilot. Wing area is 159.1 ft2 (14.8 m2).

The P2006T is powered by two Rotax 912 iSc3 Sport engines, each of 100 horsepower. Total horsepower is 200 hp. These are four-cylinder four-stroke, liquid-cooled with electronic fuel injection. The propellers are three-blade constant-speed, fully feathering. Power supply from the built-in generator is max 20 Amps per engine at 5,800 rpm.

The empty weight of the P2006T NG is 880 kg (1,940 lb) and the P2006T MkII’s empty weight is about 845 kg (1,900 lb). Max takeoff weight is 1,290 kg (2,844 lb). Useful load is 904 lb (410 kg), and baggage allowance is 176 lb (80 kg). Fuel capacity is 200 litres (53 US gal). The aircraft burns about 7.4 US gallons (28.0 liters) per hour total, or 3.7 gallons (14.0 liters) per hour per engine. Cruise speed is 148 knots (274 km/h), and max speed is 170 mph (274 km/h). Stall speed is 55 knots. Range is 930 nautical miles (1,722 km). The service ceiling is 14,000 feet (4,267 meters), and the single-engine ceiling is 7,000 ft (2,134 m). Takeoff distance over a 50-foot obstacle is 1,368 ft (417 m), and landing distance is 1,230 ft (375 m). The P2006T MkII features Garmin G1000 NXi avionics. The P2006T NG has a redesigned cockpit and four independent doors. The structure is light aluminum alloy, with electrically actuated flaps and pushrod controls.

What is the performance of the Tecnam P2006T?

The performance of the Tecnam P2006T is given in the table below.

The Tecnam P2006T has a wide speed range, with cruise from 55 to 145 knots. Max cruise speed is 150 kts (278 km/h), and normal cruise is 139 kts, while economy cruise is 119 kts. Clean stall speed, is 66 KIAS, and stall speed with flaps down, power off, is 55 kts. Landing configuration stall speed, VSO, is 54 KIAS. Top speed is 150 kts, and VNE, never exceed speed, is 171 KIAS. VMC is 62 KIAS, VX is 73 KIAS, VY is 80 KIAS, VA is 118 KIAS, and flap/gear extension limit is 93 KIAS. Rotation speed, VR, is 64 KIAS. On approach, speed is around 90 knots with gear down, and with full flaps it is 70 knots, which allows very steep approaches and short landings.

Takeoff distance is 394.2 m (1,293 ft). The takeoff run is 988 ft (301.1 m). Landing distance is 1,145 ft (349 m) and landing run is 758 ft (231 m). These distances depend on weight, wind, temperature, and altitude.

Rate of climb at sea level is 1,036 fpm. En route rate of climb at 2,000 feet (610 meters) is 841 fpm (4.27 m/s). With one engine inoperative, single-engine rate of climb is 227 fpm at sea level, dropping to 69 fpm. Max operating altitude is 14,000 ft (4,267 m), and service ceiling is also 14,000 ft (4,267 m).

Max range is 669 nm (1,239 km) on standard tanks, or up to 1,100 nm with optional tanks. Fuel consumption is 9 US gal per hour (34.1 liters per hour) total, due to two 100-horsepower (74.6-kilowatt) Rotax 912 S3 engines burning just 3.7 gallons per hour (14.0 liters per hour) per engine. This gives high performance and efficiency, with a useful load of 906 lb (411 kg). The aircraft has a high performance due to its engines and wide speed range.

I flew in the Tecnam P2006T. The Tecnam P2006T has efficient performance and responsiveness. The aircraft climbs at 1,000 feet per minute. I use three quarters of the engine's strength and keep fast. The engines made by Rotax go quietly and work efficiently, using nine gallons per hour. The aircraft is stable.

Jim Goodrich

Pilot, Airplane Broker and Founder of Tsunami Air

What flight controls does the Tecnam P2006T feature?

The main flight control system of the Tecnam P2006T controls the airplane in three axes. All primary controls (ailerons, rudder and stabilator) are manually operated by a conventional control column and rudder pedals, pulleys, cables, bellcranks and rods. Complete dual controls are provided for pilot and co-pilot. The secondary flight controls consist of a two-axis trim system and a flaps system. The rudder features an electrically controlled trim-tab with a position indicator situated on the instrument panel. A rudder trim tab allows aircraft directional trimming, especially in case of OEI operation: it is electrically operated via a switch located on the central console placed between crew seats. Rudder trim is electrical.

The horizontal stabilator is an all-moving structure, designed for longitudinal control stability with control authority. The horizontal empennage is an all-moving type (stabilator); its structure consists of a twin spar to which front and rear ribs are jointed and it is covered by stressed aluminium alloy skin. The stabilator’s up-down range limit is 20 degrees. An antiservo tab connects mechanically to the stabilator and trim system. Its movement is greater than the stabilator turn and opposes stabilator motion, pushing back strength toward neutral. Opposing force grows with stick movement, creating synthetic feel and tactile feedback. Stability raises stick force per G, and the tab stops overcontrol. Aileron’s maximum up deflection is thirty degrees and maximum down deflection is fifteen degrees. Full aileron travel is a quarter circle. The rudder can move 35 degrees at most.

What systems is the Tecnam P2006T equipped with?

The Tecnam P2006T is equipped with multiple systems. The landing gear retraction system is of electro-hydraulic type, powered by a reversible pump. The pump is electrically controlled by the LG control knob on the LH instrument panel and by leg positioned micro switches. The three green lights illuminate when the gear is down-locked, the red light indicates gear in transit up or down, and the amber caution light GEAR PUMP ON indicates the pump is electrically supplied. The red transition light extinguishes only when all three gear legs are down-locked or up, while the amber caution light extinguishes only when the electrical pump is off. The Up/Down limit switches control the LG lights and pump operation based on LG configuration set by the pilot. White circles with the text UP indicate landing gear up, green circle with the text DN indicates landing gear down, and squares with amber Xs indicate landing gear in transition.

Primary DC power is provided by two engine-driven generators operating in parallel. Each generator is rated 40 Amps and 14 VDC, as the two voltage regulators. Secondary DC power is provided by a main battery (lead type - 12 V, 23 Ah) and a secondary battery (lead type - 12 V, 13 Ah). The distribution system operates as a single bus with power from the battery and both generators, but it can separate left busses from right busses by means of the Cross Bus switches. The Battery bus is energized from three sources: the battery and both generators. All electrical loads are divided among five busses on the basis of their significance. The master switches group includes alternator and battery switches and the emergency switch parallels both batteries. The ignition switches, two for each engine, are independent from the aircraft’s electrical system; they only control and open the engine electrical circuit. The oil system is a dry sump forced lubrication system with an oil pump with integrated pressure regulator. A thermostatic valve regulates oil flow to the heat exchanger based on oil temperature, facilitating engine starting in cold conditions. The oil tank is installed behind the firewall, protected from heat sources, with holes on the bracket structure allowing air ventilation. The reservoir is fitted with a dipstick and a hose beneath the filler cap allows oil relief discharged far from exhausts and other heat sources. An engine-driven oil pump pulls oil from the reservoir to the engine; some passes through the radiator to cool, and after lubricating, oil returns to the reservoir.

Engine ignition is provided through engine-driven magnetos, which are independent of the aircraft's electrical system and each other. Two for each engine, the ignition switches are grouped on the overhead panel and control the engine electrical circuit. The Tecnam P2006T is equipped with two Rotax 912S engines driving constant speed propellers with pitch feathering devices. Propellers are variable pitch, hydraulically controlled, with two wood/composite blades and an aluminium hub.

The aircraft has an independent hydraulically actuated brake system for each main wheel. A master cylinder is attached to each pilot/co-pilot rudder pedal. Hydraulic pressure enters the brake via lines connected to an inlet fitting on the wheel brake caliper. A parking brake valve, operated by a knob on the cockpit central pedestal, intercepts the hydraulic lines to hold the brake assembly linings tightened round the main wheels brake discs. Brakes can be operated from both pilot and co-pilot pedals. A single vented oil reservoir feeds the pilot side master cylinders, which are connected via hoses to the co-pilot's side ones.

The fuel system consists of two integrated tanks inside the wing torque boxes, fitted with inspection doors. Each fuel tank has a capacity of 100 litres (26.4 gallons) and is equipped with a vent valve and a sump fitted with a drain valve for water drainage. An electric fuel pump feeds the pertinent engine in case of engine-driven pump failure. The fuel gascolator, a sediment-filter bowl, is located beneath the engine nacelle, between the fuel tank and the electrical pump, and is fitted with a drain valve for overall fuel line drainage. Fuel quantity indicators and fuel pressure indicators are on the RH instrument panel. In normal conditions, each engine pump sucks fuel from its related tank; crossfeed is allowed by fuel valves controlled by Bowden cables from the fuel selectors on the cabin overhead panel. The left selector manages left engine feeding from the left or right tank and the right selector manages right engine feeding from the right or left tank. Each selector can be set to OFF only by pulling and simultaneously rotating the lever, avoiding unintentional operation.

What are the avionics features of the Tecnam P2006T?

The Tecnam P2006T has updated avionics, like the Garmin G1000 NXi flight deck with GFC 700 autopilot. This suite provides connectivity, advanced navigation, and safety features. The standard configuration includes synthetic vision and terrain awareness. It has SafeTaxi, ChartView, and FliteCharts, as well as a storm spotting tool and NEXRAD weather images. Due to SiriusXM, you have weather and satellite radio.

The GFC 700 autopilot enhances workload management because it provides flight protection with ESP and VNAV for precision vertical navigation. This automation is typically found in larger aircraft. The G1000 NXi works with a wireless Flight Stream 510 gadget. It moves flight info via Bluetooth, linking avionics to smartphones and tablets for flight planning and over-the-air updates from Jeppesen databases.

The wide cabin allows for a large instrument panel with twin-screen G1000 NXi IFR displays. If you need a different package, the Tecnam is suited for flight training with the Garmin G950 IFR avionics, which has an integrated STEC-55 autopilot. However, the G1000 NXi suite offers more advanced features like synthetic vision and wireless connectivity. The aircraft also has dual flight controls and refined ergonomics for comfort.

What is the cabin like in a Tecnam P2006T?

The Tecnam P2006T cabin seats four in a side-by-side configuration. The cabin has two front doors and a separate passenger door. The aluminum aircraft is spacious and light, and the interior dimensions allow maximum space for pilots and passengers alike. The cabin width is 4 feet (1.22 meters). Legroom is good, and large windows together with the high wings provide excellent visibility for a pleasant flight and safe ground operations.

Upholstered seats with headrests and vertical adjustment allow comfort for pilots and passengers of all sizes. The ventilation system features one vent outlet for each occupant. It is joined by a heating system that uniformly warms the cabin, and a defrost manifold prevents windshield fogging. Specific care has been given to cabin interiors and acoustic comfort. The noise level is not uncomfortable.

Inside the cockpit, the redesigned central console integrates refined ergonomics, a pitch trim control wheel, an integrated parking brake, and a shared armrest. The cabin has a spacious luggage compartment of 350 litres (12.36 cubic feet), which is easily accessible. The airplane cabin is pressurized, with a cabin altitude between about 1.1 miles (1.77 kilometers) and about a mile and a half (2.41 kilometers).

Is the Tecnam P2006T’s safety record?

The Tecnam P2006T’s safety record includes accidents but the number is not available. The fatality rate for the type is not made available. Light twin-engine general aviation planes have a mortality of 1.23 per one hundred thousand air hours, with rates between 0.94 and 2.3. Training in planes with two engines has a fatality of about 0.45 deaths per 100 thousand hours. Documented P2006T accident investigations include the fatal 13 February 2017 crash of Mount Royal University's C-GRDV during an instructional flight, where the aircraft departed controlled flight and collided with terrain, killing both occupants. A data search found twenty-two events of bank angle over 55 degrees, mostly in stall-recovery training, with incipient spins and full spins. Another fatal accident on 19 May 2024 in Indonesia killed three, suspected due to weather.

Other investigations include a broken plane on June 16 2024 and incident VTVDB. The main reason for losing control in flight is pilot mistake. Motor problems like Rotax engine quitting, bad fuel use, no more gas, and power issues with generators or dead batteries also occur. Wheel problems happen during touchdown, with front wheel and undercarriage breakage, leading to rough touchdown and plane leaving the runway after aborted takeoff. But most accidents are nonfatal - almost 83 out of 100 incidents. They happen during landings and aborted go-arounds.

The P2006T’s airframe has sturdiness during flight; it has no history of disintegration, with accidents in 2017, 2022, 2024, and 2026 showing no disintegration. Rotax engines have a breakdown rate of 1 in 36 and a work time of 2,000 hours. The plane has benign stall characteristics with buffet preceding complete stall, and directional during minimum control speed tests. It has a strong reluctance to accidental spins; a spin needs deliberate sustained rudder control. Recovery uses centered controls, max left pedal, fast backward stick pull, with flight testing showing recovery within 2 spins and height drop about 152.4 to 304.8 meters (500 to 1000 feet). Engine counterrotating propellers remove twisting force. Official trials showed no unstable rotation. The P2006T has at minimum 4 safety orders addressing inner flap joints, outer wing flap pivots, wing movement parts, and underside of the rear fuselage, plus mandatory ongoing flight safety updates.

What is the price for the Tecnam P2006T?

The Tecnam P2006T has a typical price of $171,796.00. A lowest price is two hundred eighty thousand euros for a 2007 version in Shoreham, Britain. The 2009 base price is $407,000. The base price for a new unit is $625,000 to $700,000 USD. The MKII price is $808,950. The premium edition price range is $549,500 to $575,000. A new 2022 version has a price of $672,079, and a used 2022 with 300 hours has a price of $575,000. The PAPI price estimate as of March 1, 2026 is $329,776. For the P2006T NG, the MSRP is not out, but the indicative price is about 400 thousand euros.

The Tecnam P2006T has very low operating costs and the total cost of ownership is $41,260.72. The cost per hour for a lease is $152.13. A lease has a benchmark of $150 per hour and a 40 hour baseline, with rent of $6,000. Rental price is $120 per hour wet, or $110 per hour for 72 hours of time booked at once. The price begins at $120 and goes up to $510, with a price of $422 per hour excluding VAT.

Which is better: Tecnam P2006T or Piper Seminole?

There are differences between the Tecnam P2006T and the Piper Seminole in terms of performance. The Tecnam P2006T has a maximum gross takeoff weight of 2,601 pounds (1,180 kilograms) which is 1,200 pounds (544 kilograms) less than that of the Piper Seminole. It uses Rotax 912 engines. Traditional light twins like the Seminole have fuel burns twice that. Piper Seminole PA44 has a total operating cost of $175 up to $261 per hour. Rotax 912’s time between oil changes is 200 hours of operation. Lycoming needs regular oil replacements every 50 hours.

Loss of steering happens before stall in the Seminole when Vmc exceeds the speed at which the plane stops flying. In the Tecnam P2006T, the plane stops flying before loss of steering when Vmc is at or below speed where the plane cannot fly. Stalls have buffeting, less ability to steer, and warnings. Stalls are easier to handle for students. That is why the Tecnam P2006T is better.

Expert behind this article

Jim Goodrich

Jim Goodrich is a pilot, aviation expert and founder of Tsunami Air.