Skycatcher IFR?

Helen wrote:
If you are a Cessna pilot, you'll LOVE the Tecnam line of IFR available
LSAs. We have an Echo on the line. It is super stable, super roomy,
and has a super useful load. We have a 6'9" 310lb student taking
lessons in it with a 200lb instructor! It has the stability you need
for IFR, and useful load you need for long range tanks if you are going
to fly hard IFR. Best of all, you won't sacrifice roominess. It's
every bit as comfy as a 172. The IFR certified Rotax 912S burns about 4
gph, mo gas preferred. Available glass or traditional. The new 2008
panel is superb, available glass or traditional, and complete with cup
holder.

It wasn't obvious from a quick perusal as to what the key differences
are between the Super Echo and the Bravo. Is there a comparison table
somewhere on the Tecnam web site that I simply didn't find?

Any idea as to the price target of the P2006T?

Matt

Matt Whiting wrote:
Helen wrote:
If you are a Cessna pilot, you'll LOVE the Tecnam line of IFR
available LSAs. We have an Echo on the line. It is super stable,
super roomy, and has a super useful load. We have a 6'9" 310lb
student taking lessons in it with a 200lb instructor! It has the
stability you need for IFR, and useful load you need for long range
tanks if you are going to fly hard IFR. Best of all, you won't
sacrifice roominess. It's every bit as comfy as a 172. The IFR
certified Rotax 912S burns about 4 gph, mo gas preferred. Available
glass or traditional. The new 2008 panel is superb, available glass
or traditional, and complete with cup holder.

It wasn't obvious from a quick perusal as to what the key differences
are between the Super Echo and the Bravo. Is there a comparison table
somewhere on the Tecnam web site that I simply didn't find?

Any idea as to the price target of the P2006T?

I should have added "as delivered in the USA"

Matt

Think about Skyhawk vs. Cardinal and you have the difference. Both are
good planes. The wing shapes are a bit different and the Bravo is
strutless. The wing shape makes the Echo an easier trainer but the
Bravo faster. The Bravo easily dose the legal limit of 120kts. The
Echo has more headroom since it doesn't have a large wing spar running
through the roof like the Bravo. The Bravo starts at $99,900 US
delivered. A reasonable VFR instrument package would put you at about
$110K. The engine upgrade required for IMC is about $9K. Either engine
you can file IFR with on this plane. However the 912S is required for
flight into IMC.

Helen

Matt Whiting wrote:
Helen wrote:
If you are a Cessna pilot, you'll LOVE the Tecnam line of IFR
available LSAs. We have an Echo on the line. It is super stable,
super roomy, and has a super useful load. We have a 6'9" 310lb
student taking lessons in it with a 200lb instructor! It has the
stability you need for IFR, and useful load you need for long range
tanks if you are going to fly hard IFR. Best of all, you won't
sacrifice roominess. It's every bit as comfy as a 172. The IFR
certified Rotax 912S burns about 4 gph, mo gas preferred. Available
glass or traditional. The new 2008 panel is superb, available glass
or traditional, and complete with cup holder.

It wasn't obvious from a quick perusal as to what the key differences
are between the Super Echo and the Bravo. Is there a comparison table
somewhere on the Tecnam web site that I simply didn't find?

Any idea as to the price target of the P2006T?

Matt

Helen wrote:
Think about Skyhawk vs. Cardinal and you have the difference. Both are
good planes. The wing shapes are a bit different and the Bravo is
strutless. The wing shape makes the Echo an easier trainer but the
Bravo faster. The Bravo easily dose the legal limit of 120kts. The
Echo has more headroom since it doesn't have a large wing spar running
through the roof like the Bravo. The Bravo starts at $99,900 US
delivered. A reasonable VFR instrument package would put you at about
$110K. The engine upgrade required for IMC is about $9K. Either engine
you can file IFR with on this plane. However the 912S is required for
flight into IMC.

Ah! I looked at those pictures several times and didn't even see the
lack of wing struts. Thanks.

Matt

"Helen" wrote in message
news:f6wSi.7090$DX.1340@trnddc06...
Think about Skyhawk vs. Cardinal and you have the difference. Both are
good planes. The wing shapes are a bit different and the Bravo is
strutless. The wing shape makes the Echo an easier trainer but the Bravo
faster. The Bravo easily dose the legal limit of 120kts. The Echo has
more headroom since it doesn't have a large wing spar running through the
roof like the Bravo. The Bravo starts at $99,900 US delivered. A
reasonable VFR instrument package would put you at about $110K. The
engine upgrade required for IMC is about $9K. Either engine you can file
IFR with on this plane. However the 912S is required for flight into IMC.

Helen

Is there an option for the Continental O-200? I could not accept the ROTAX
lack of customer support and lack of FBOs which will work on them.


Matt Whiting wrote:
Helen wrote:
If you are a Cessna pilot, you'll LOVE the Tecnam line of IFR available
LSAs. We have an Echo on the line. It is super stable, super roomy,
and has a super useful load. We have a 6'9" 310lb student taking
lessons in it with a 200lb instructor! It has the stability you need
for IFR, and useful load you need for long range tanks if you are going
to fly hard IFR. Best of all, you won't sacrifice roominess. It's
every bit as comfy as a 172. The IFR certified Rotax 912S burns about 4
gph, mo gas preferred. Available glass or traditional. The new 2008
panel is superb, available glass or traditional, and complete with cup
holder.

It wasn't obvious from a quick perusal as to what the key differences are
between the Super Echo and the Bravo. Is there a comparison table
somewhere on the Tecnam web site that I simply didn't find?

Any idea as to the price target of the P2006T?

Matt

Matt Whiting wrote:

Any idea as to the price target of the P2006T?

Rumor has it in 2006:

235k in Euro's with standard equipment...
Nearly 300k Euro's with a glass panel...
33.5k down upon euro certification...

I should have added "as delivered in the USA"

Under 10 gallons an hour to fly it back from Europe @ 147 knots...

Darrel Toepfer wrote:

Under 10 gallons an hour to fly it back from Europe @ 147 knots...

147 kts? In a Skycatcher?

On Oct 15, 10:37 am, "Gig 601XL Builder"
wrDOTgiaconaATsuddenlink.net wrote:

And an IFR ticket. But the question wasn't about pilot certificates it was
about aircraft.- Hide quoted text -

I think you missed the point. Its important to point out that the
pilot would have to have a 3rd class medical because the Skycatcher
otherwise qualifies for Sport Pilots. So if you fly VFR you do not
need a medical, if you fly IFR you do. So if you are considering going
to sport pilot aircraft and looking at the SKycatcher but plan on
flying IFR its important to note that you'll need to keep a current
class 3 medical in order to fly IFR.

-Robert

Robert M. Gary wrote:
On Oct 15, 10:37 am, "Gig 601XL Builder"
wrDOTgiaconaATsuddenlink.net wrote:

And an IFR ticket. But the question wasn't about pilot certificates
it was about aircraft.- Hide quoted text -

I think you missed the point. Its important to point out that the
pilot would have to have a 3rd class medical because the Skycatcher
otherwise qualifies for Sport Pilots. So if you fly VFR you do not
need a medical, if you fly IFR you do. So if you are considering going
to sport pilot aircraft and looking at the SKycatcher but plan on
flying IFR its important to note that you'll need to keep a current
class 3 medical in order to fly IFR.

-Robert

I may well have missed the point but since it was over a month ago don't
remember all the original post. But if you look at just the part of my post
that you quoted I mention that the OP wasn't about pilot certificates but
aircraft. IFR isn't the only reason a PPL or higher would need a medical.
Night operations, flight over 10K feet, ect.