Tecnam Gets EASA Approval for STOL Version Of P2012 Piston Twin


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.

Mark Phelps
Mark Phelps is a senior editor at AVweb. He is an instrument rated private pilot and former owner of a Grumman American AA1B and a V-tail Bonanza.


  1. 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.

  2. 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.

  3. 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.

  4. How is the STOL version different from the existing P2012? What did they change to make it more STOL-capable?