The perilous state of the Australian dollar has taken the price of new American aircraft to excessively high levels, so it is very timely that two new economical aircraft have arrived in Australia. It has been my pleasure to evaluate these aircraft for the distributor. The aircraft are the Tecnam P92-J (certified to JAR/VLA) and P92-S Echo, produced by Costruzioni Aeronautiche TECNAM Srl., of Naples, Italy. Tecnam are perhaps better known in Australia as the designers and original builders of the twin engine Partenavia P68. The aircraft share the same JAR/VLA airframe, with the main difference being the engine size. The P92-J has a Rotax 912UL of 81hp, whilst the P92-S Echo has the Rotax 912ULS of 100hp. BOth engines are geared to a 2 blade fixed pitch wooden propeller.

Only available as twin-seat monoplanes with an all metal fuselage and strut braced wings, the Tecnam P92's have a wing span of 9.3 metres, (30.5ft for those who prefer the old measurement). The horizontal stabilizer is all-moving with an electric trim tab for pitch control. Normal prop clearance is 360mm making ground strike, even on a rough field unlikely. The fixed undercarriage has a wheel track of 1.8 metres with direct nose-wheel streering allowing a turning radius of 5.5 metres. Maximum take-off weight of 544kgs will allow the Tecnam aircraft to be registered as either AUF or VH.

Pre-flighting the P92-S Echo is standard and uncomplicated. The top cowling comes off after undoing 4 catches, one fuel drain, and oil quantity check, and the cowl goes on again just as easily. The rest of the pre-flight check is entirely conventional.

Starting is simple, with choke used for a cold start. Taxiing is easily controlled with the nose-wheel steering, although to the modern pilot, the brakes are unconventional, in that they are controlled by a single lever on the centre console, which operates both wheel brakes together. Taxi speed is restricted by the brakes whilst directional control is by rudder pedals. It doesn't take long to get used to this method.

After a short run-up at 4000 engine rpm to check mags, we are ready for take-off. Flaps are set at 15 degrees for obstacle clearance, although a zero flap takeoff can be used. Takeoff run is very short, and by hold the nosewheel clear we are airborne less than 100 metres. To clear a fifty-foot obstacle, 180 metres is needed. Lift-off is achieved at 42 kts, and after accelerating through 50 kts, the flaps are retracted before the 60kt Vfe. With full fuel and one pilot, the rate of climb is in excess of 1000 ft/min for the P92-J and naturally the 100hp model has a better rate of climb, achieving 1500 ft/min solo and 1000 ft/min two up. Both aircraft are very respectable.

Handling is entirely conventional, the controls being sensitive and very responsive. Steep turns are quite amazing, the steeper you bull the smaller the turning circle until it seems like you are turning on the wing-tip. There is no tendency to stall or otherwise misbehave during these manoeuveres. Stalling is also normal, the clean stall occurring at 40kts and the full flap stall at 33kts. Use of power will delay these speeds, but a very high attitude is needed to stall using approach power settings.

Cruising these aircraft shows the real flexibility and economical operation. The P92-J will cruise economically at 85kts and 15 lts/hr, whilst the P92-S Echo at economy cruise returned 102 kts and 16-18 lts/hr depending on altitude, and can achieve 111kts at max continuous power and 20 to 23 lts/hr. Most notable during level flight is the very low nose attitude, giving excellent visibility, ideal for map reading navigation. Range with full fuel is about 500 nms.

Returning to the circuit, speed must be reduced to 60 kts by the base point to be able to extend flaps to 15 degrees for the base turn, then full flap as required and 50kts, aiming to cross the threshold at 45-50 kts, for a normal flare and touch-down. With ground-effect the actual touch-down. With ground-effect the actual touchdown can be as slow as 25 kts. Crosswind landings are achieved with the wing-down method suited to high wing aircraft. Demonstrated crosswind is 15 kts. The ground roll after a normal approach is 100M, giving the capability of short-field operations.

Overall, both aircraft are very impressive and a delight to fly. They would appear to be the ideal replacement for C150/152's and Tomahawks, having the handling qualities of a basic trainer, with a good speed for cross-countries at a very economical cost. The distributor estimates $30/hr as a realistic figure if insurance is excluded. This figure covers fuel, oil, engine overhaul and all maintenance of airframe and avionics.

Various pilots have already been introduced to these aircraft with very positive reactions, especially from instructors. The is still to come, the price. Being produced in Italy, where the currency has been affected in a similar way to the Australian dollar, values have not escalated to the same extent as US dollar aircraft. The basic Tecnam P92-S Echo may currently be purchased for around Au$100,000, with GST refundable to qualified buyers. CASA have now certified the JAR/VLA P92-J by issuing Type Certificate A179. Primary Certification is under negotiation for the P92-S Echo., the newly released P92-2000 RG, and the low wing P96 Golf.

The queensland and N.S.W. distributor is Bruce Stark, who may be contacted at P.O. Box 3625, Loganholme, Qld.4129, Phone/Fax 07 38015350, Mobile 0416 083 800. Further information may be obtained by e-mail to echoinfo@bigpond.com or by visiting the Australian web site www.tecnam.net.