Tecnam announced today (March 27) it has received full type certification approval from the European Aviation Safety Agency (EASA) for the short takeoff and landing (STOL) variant of its P2012 Traveller light twin. Capua, Italy-based Tecnam invested 18 months in the certification effort for the aircraft, which it says “is engineered and tailored to operate from airports and airstrips characterized by extremely short runways and demanding operational constraints.” The newly certified variant retains 99% parts commonality with the existing P2012 piston twin.
The P2012 STOL has a useful load of 2,830 pounds with a maximum takeoff weight of 8,113 pounds. Takeoff run at MTOW is 1,033 feet, with 1,394 feet needed to clear a 50-foot obstacle. Landing distance over an obstacle at max landing weight (8,002 pounds) is 1,181 feet with a ground run of 738 feet, according to Tecnam.
The fixed-gear, unpressurized P2012 STOL is available in passenger and multi-mission configurations, including air ambulance, cargo and passenger roles. The 11-seat interior (two crew and nine passengers) is easily convertible to cargo or combi configuration. Production versions of the single-pilot-capable P2012 STOL are in the final stages of construction on the assembly line, Tecnam said, and first deliveries are expected imminently.
Once an FAA TCDS is issued for this aircraft, this may become a popular vehicle for 135s.
I recall when interviewing Tecnam’s CEO years ago at Aero Friedrichshafen, Tecnam has (had) a policy that all their aircraft must operate on Mogas, including the P2012.
It seems though that the Continental GTSIO-520-S chosen for the P2012 STOL needs 100/100LL fuel.
The P2012 STOl variant should be of interest for Mission/Bush operations from non-paved runways, where 100LL will be hard to find.
I doubt Tecnam will get many sales using that geared Continental engine.
As an STOL does it lift off below VMC?
Awesome news seems like a great product. But why so much work for so long at such expense but without retractable gear ? Makes no sense to me.
As a guess,… a STOL aircraft of this size is likely flying out of unimproved strips or bush where retract gear might be a bit too flimsy.
Lighter, easier to service, inspect, maintain, clean, and stronger. Preferred for STOL where cruise speed is not a priority
DeHavilland DHC-6 and Cessna 208 (and 2022 cert’d SkyCourier) prove the case for fixed gear in this market.
If it requires Avgas, it is not useful in much of the world.
Diesel please!
I’ve spoken to Cape Air mx folks who work on P2012s out of RUT. These things have had a lot of teething issues and have proven to be high maintenance. I doubt a new version with the geared Continental engines would be much of an improvement.
How is the STOL version different from the existing P2012? What did they change to make it more STOL-capable?
This would be a fantastic plane for the small to midsized skydiving drop zones.