P2006 T is based on the revolutionary, new aircraft engine the Rotax 912S, specifically designed to incorporate the latest technologies developed by the automotive industry. The Rotax 912S is FAR 33 certified and is currently the only aircraft engine approved to utilize automotive fuel, giving it a significant edge over standard GA engines. Some of the benefits include:

  • Reduced frontal area and Better power-to-weight ratio
  • Lower fuel consumption
  • Lower propeller rpm resulting in higher efficiency and lower acoustic profile
  • Stable cylinder head temperatures due to liquid cooling

Tecnam P2006T is a twin-engine four-seat aircraft with fully retracting landing gear. The superior high-wing configuration offers stability, superior cabin visibility and easy access for passengers and luggage. Tecnam has used its extensive experience with aluminum airframes to create in the Tecnam P2006T a robust yet very light airframe, resulting in an outstanding payload-to-total-weight ratio.

Wings are of traditional construction, essentially mono spar configuration. Integral fuel tanks are located outboard of the engines holding 100 liters each for a total of 200 liters. A laminar NACA 63A airfoil of moderate thickness has been selected for the semi-tapered wing platform. This offers low drag and good high altitude behavior.

Wide slot aluminum flaps, electrically controlled, allow stall speeds lower than 48 kts. These flaps offer potential for very steep approaches and short landings. Fraise ailerons allow aggressive roll rates with minimal adverse yaw. Aileron control is via internal cabin cable linked to push-rods in the wing leading edges.

Particular attention was paid to the cabin’s structural design in order to ensure the required crashworthiness prescribed in recent amendments to the FAA-FAR23 and EASA-CS23 codes. Fuselage structure, seats and seatbelts combine to protect occupants in case of a hard landing. The Tecnam P2006T’s conformity to such safety requirements has been proven during dynamic tests (reaching forward load factors up to 26g) carried out by a certified laboratory.

The horizontal tail is an all-moving type, designed for remarkable longitudinal control-free stability and excellent control authority. A wide trim-tab, part of the stabilator trailing edge, doubles as an antitab device. The cable-type pitch trim is controlled by a wheel located between the pilots’ seats and is fitted with a position indicator. As with most of the aircraft body, the horizontal stabilator and the vertical fins are metallic. The rudder features an electronically controlled trim-tab with a position indicator situated on the instrument panel