crjflyboy
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Flying Magazine - Tecnam P2012

Mon Jun 24, 2019 4:21 pm

A good review of the new Cape Air plane coming.

https://www.flyingmag.com/we-fly-tecnam ... traveller/
 
sccutler
Posts: 5818
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Re: Flying Magazine - Tecnam P2012

Mon Jun 24, 2019 6:47 pm

Good review.

If the TEO540 works out to be reliable, this will be a great plane for Cape Air and, perhaps, an interesting alternative for business aircraft purchasers whose needs don't necessarily mesh with jet ownership.
...three miles from BRONS, clear for the ILS one five approach...
 
crjflyboy
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Posts: 164
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Re: Flying Magazine - Tecnam P2012

Tue Jun 25, 2019 9:12 pm

sccutler wrote:
Good review.

If the TEO540 works out to be reliable, this will be a great plane for Cape Air and, perhaps, an interesting alternative for business aircraft purchasers whose needs don't necessarily mesh with jet ownership.


I'd rather have this plane ... yes it will burn more fuel, but that fuel is much cheaper than what the TEO540'S use

https://www.evektor.cz/en/ev-55-outback
 
WayexTDI
Posts: 1016
Joined: Fri Sep 21, 2018 4:38 pm

Re: Flying Magazine - Tecnam P2012

Tue Jun 25, 2019 10:32 pm

crjflyboy wrote:
sccutler wrote:
Good review.

If the TEO540 works out to be reliable, this will be a great plane for Cape Air and, perhaps, an interesting alternative for business aircraft purchasers whose needs don't necessarily mesh with jet ownership.


I'd rather have this plane ... yes it will burn more fuel, but that fuel is much cheaper than what the TEO540'S use

https://www.evektor.cz/en/ev-55-outback

According to each manufacturer (Fuel Cost based on prices per AirNav website as of today, KFFC Airport which seems to be in the average price nationwide, discount included as applicable):
- EV-55 Fuel Capacity: 1,656 kg => 2,060 L (density: 0.804 for Jet A-1), 545 Gallons;
Cost of a Refuel: $2,545, $4.67 a gallon (including $0.15 discount);
Max Range: +/- 800 NM with 9 pax + luggage;
Fuel Cost: $0.35 per pax.mile;
- Tecnam P2012 Fuel Capacity: 198 Gallons;
Cost of a Refuel: $945, $4.77 a gallon for 100LL (including $.15 discount);
Max Range: 950 NM with 9 pax + luggage;
Fuel Cost: $0.11 per pax.mile.

Give or take, the P2012 cost 1/3 in fuel... Not a tiny difference.
Also, as per Tecnam website, the P2012 does not require a copilot since it's not classified as "complex" aircraft; whereas the EV-55 requires the copilot.
So, 1/3 the fuel cost and 1/2 the crew cost; P2012 wins hands down...
 
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Aesma
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Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 12:11 am

Also turbines are expensive, so are their maintenance. In this size aircraft, a single turbine might be more competitive than a twin. But single engine ops aren't allowed everywhere.

However cheap 100LL is not available everywhere, here in France it's more than twice the price of Jet A.
New Technology is the name we give to stuff that doesn't work yet. Douglas Adams
 
crjflyboy
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Posts: 164
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Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 1:25 am

WayexTDI wrote:
crjflyboy wrote:
sccutler wrote:
Good review.

If the TEO540 works out to be reliable, this will be a great plane for Cape Air and, perhaps, an interesting alternative for business aircraft purchasers whose needs don't necessarily mesh with jet ownership.


I'd rather have this plane ... yes it will burn more fuel, but that fuel is much cheaper than what the TEO540'S use

https://www.evektor.cz/en/ev-55-outback

According to each manufacturer (Fuel Cost based on prices per AirNav website as of today, KFFC Airport which seems to be in the average price nationwide, discount included as applicable):
- EV-55 Fuel Capacity: 1,656 kg => 2,060 L (density: 0.804 for Jet A-1), 545 Gallons;
Cost of a Refuel: $2,545, $4.67 a gallon (including $0.15 discount);
Max Range: +/- 800 NM with 9 pax + luggage;
Fuel Cost: $0.35 per pax.mile;
- Tecnam P2012 Fuel Capacity: 198 Gallons;
Cost of a Refuel: $945, $4.77 a gallon for 100LL (including $.15 discount);
Max Range: 950 NM with 9 pax + luggage;
Fuel Cost: $0.11 per pax.mile.

Give or take, the P2012 cost 1/3 in fuel... Not a tiny difference.
Also, as per Tecnam website, the P2012 does not require a copilot since it's not classified as "complex" aircraft; whereas the EV-55 requires the copilot.
So, 1/3 the fuel cost and 1/2 the crew cost; P2012 wins hands down...


LOL ... nearly choked on my beer on this response ...

P2012 has 11 passenger seats plus 2 in the cockpit ... FAA demands any aircraft of 10 or more passenger seats must have a copilot regardless of perceived " complexity "

P2012 wins ? Really ?

The FAA requires a copilot under the following conditions :


1 Any aircraft that has 10 or more passenger seats ... EV 55 has 9

2. The maximum take off weight exceeds 12,500 pounds ... EV 55 max is 10,140

3. If the aircraft is so complex that the " manufacturer " recomends that it be flown by two pilots ... Evektor says the plane will be certified for single pilot operation, but have dual controls for those that want to utilize for them copiloting and or training purposes.


Where in the world are you coming up with fuel prices ... an FBO ? Airlines don't buy from FBO's, they buy JET A DIRECTLY through the airport fuel farm at near current commodity prices … However …. AVGAS is sold at the FBO'S at a massive mark up … I am not aware of any commercial airport that has 100 LL avgas in their fuel farm.

https://www.indexmundi.com/commodities/ ... y=jet-fuel
 
crjflyboy
Topic Author
Posts: 164
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Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 1:43 am

Aesma wrote:
Also turbines are expensive, so are their maintenance. In this size aircraft, a single turbine might be more competitive than a twin. But single engine ops aren't allowed everywhere.

However cheap 100LL is not available everywhere, here in France it's more than twice the price of Jet A.


PW turbines also have the reputation of being bullet proof on the reliability end.

The choice of aircraft depends greatly on stage length … on a 90 minute flight at normal cruise how far can one travel in either birds ?

EV - 55 240 MPH

P2012 198 MPH

If you had yo make a choice for that 90 minute flight, which plane would you choose ?
 
DiamondFlyer
Posts: 3065
Joined: Wed Oct 29, 2008 11:50 pm

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 2:25 am

crjflyboy wrote:
WayexTDI wrote:
crjflyboy wrote:

I'd rather have this plane ... yes it will burn more fuel, but that fuel is much cheaper than what the TEO540'S use

https://www.evektor.cz/en/ev-55-outback

According to each manufacturer (Fuel Cost based on prices per AirNav website as of today, KFFC Airport which seems to be in the average price nationwide, discount included as applicable):
- EV-55 Fuel Capacity: 1,656 kg => 2,060 L (density: 0.804 for Jet A-1), 545 Gallons;
Cost of a Refuel: $2,545, $4.67 a gallon (including $0.15 discount);
Max Range: +/- 800 NM with 9 pax + luggage;
Fuel Cost: $0.35 per pax.mile;
- Tecnam P2012 Fuel Capacity: 198 Gallons;
Cost of a Refuel: $945, $4.77 a gallon for 100LL (including $.15 discount);
Max Range: 950 NM with 9 pax + luggage;
Fuel Cost: $0.11 per pax.mile.

Give or take, the P2012 cost 1/3 in fuel... Not a tiny difference.
Also, as per Tecnam website, the P2012 does not require a copilot since it's not classified as "complex" aircraft; whereas the EV-55 requires the copilot.
So, 1/3 the fuel cost and 1/2 the crew cost; P2012 wins hands down...


LOL ... nearly choked on my beer on this response ...

P2012 has 11 passenger seats plus 2 in the cockpit ... FAA demands any aircraft of 10 or more passenger seats must have a copilot regardless of perceived " complexity "

P2012 wins ? Really ?

The FAA requires a copilot under the following conditions :


1 Any aircraft that has 10 or more passenger seats ... EV 55 has 9

2. The maximum take off weight exceeds 12,500 pounds ... EV 55 max is 10,140

3. If the aircraft is so complex that the " manufacturer " recomends that it be flown by two pilots ... Evektor says the plane will be certified for single pilot operation, but have dual controls for those that want to utilize for them copiloting and or training purposes.


Where in the world are you coming up with fuel prices ... an FBO ? Airlines don't buy from FBO's, they buy JET A DIRECTLY through the airport fuel farm at near current commodity prices … However …. AVGAS is sold at the FBO'S at a massive mark up … I am not aware of any commercial airport that has 100 LL avgas in their fuel farm.

https://www.indexmundi.com/commodities/ ... y=jet-fuel


I have no idea what you're on about, but the FAA certainly does not require an SIC just because an airplane is over 12500 pounds.
From my cold, dead hands
 
MO11
Posts: 1089
Joined: Sun Jan 08, 2017 5:07 pm

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 2:42 am

crjflyboy wrote:
LOL ... nearly choked on my beer on this response ...

P2012 has 11 passenger seats plus 2 in the cockpit ... FAA demands any aircraft of 10 or more passenger seats must have a copilot regardless of perceived " complexity "


Maybe one too many beers. The P2012 has two in front, nine in the cabin, to stay Part 135.
 
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kitplane01
Posts: 1333
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Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 4:37 am

DiamondFlyer wrote:
crjflyboy wrote:
WayexTDI wrote:
According to each manufacturer (Fuel Cost based on prices per AirNav website as of today, KFFC Airport which seems to be in the average price nationwide, discount included as applicable):
- EV-55 Fuel Capacity: 1,656 kg => 2,060 L (density: 0.804 for Jet A-1), 545 Gallons;
Cost of a Refuel: $2,545, $4.67 a gallon (including $0.15 discount);
Max Range: +/- 800 NM with 9 pax + luggage;
Fuel Cost: $0.35 per pax.mile;
- Tecnam P2012 Fuel Capacity: 198 Gallons;
Cost of a Refuel: $945, $4.77 a gallon for 100LL (including $.15 discount);
Max Range: 950 NM with 9 pax + luggage;
Fuel Cost: $0.11 per pax.mile.

Give or take, the P2012 cost 1/3 in fuel... Not a tiny difference.
Also, as per Tecnam website, the P2012 does not require a copilot since it's not classified as "complex" aircraft; whereas the EV-55 requires the copilot.
So, 1/3 the fuel cost and 1/2 the crew cost; P2012 wins hands down...


I thought the FAA defined "large aircraft" as anything over 12,500 lbs, and that the default was that large aircraft required two pilots (though the manufacturer can petition for an exception, and many have like the Cessna CJ3).

LOL ... nearly choked on my beer on this response ...

P2012 has 11 passenger seats plus 2 in the cockpit ... FAA demands any aircraft of 10 or more passenger seats must have a copilot regardless of perceived " complexity "

P2012 wins ? Really ?

The FAA requires a copilot under the following conditions :


1 Any aircraft that has 10 or more passenger seats ... EV 55 has 9

2. The maximum take off weight exceeds 12,500 pounds ... EV 55 max is 10,140

3. If the aircraft is so complex that the " manufacturer " recomends that it be flown by two pilots ... Evektor says the plane will be certified for single pilot operation, but have dual controls for those that want to utilize for them copiloting and or training purposes.


Where in the world are you coming up with fuel prices ... an FBO ? Airlines don't buy from FBO's, they buy JET A DIRECTLY through the airport fuel farm at near current commodity prices … However …. AVGAS is sold at the FBO'S at a massive mark up … I am not aware of any commercial airport that has 100 LL avgas in their fuel farm.

https://www.indexmundi.com/commodities/ ... y=jet-fuel


I have no idea what you're on about, but the FAA certainly does not require an SIC just because an airplane is over 12500 pounds.
 
User avatar
airportugal310
Posts: 3462
Joined: Sun Apr 11, 2004 12:49 pm

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 5:45 am

crjflyboy wrote:
WayexTDI wrote:
crjflyboy wrote:

I'd rather have this plane ... yes it will burn more fuel, but that fuel is much cheaper than what the TEO540'S use

https://www.evektor.cz/en/ev-55-outback

According to each manufacturer (Fuel Cost based on prices per AirNav website as of today, KFFC Airport which seems to be in the average price nationwide, discount included as applicable):
- EV-55 Fuel Capacity: 1,656 kg => 2,060 L (density: 0.804 for Jet A-1), 545 Gallons;
Cost of a Refuel: $2,545, $4.67 a gallon (including $0.15 discount);
Max Range: +/- 800 NM with 9 pax + luggage;
Fuel Cost: $0.35 per pax.mile;
- Tecnam P2012 Fuel Capacity: 198 Gallons;
Cost of a Refuel: $945, $4.77 a gallon for 100LL (including $.15 discount);
Max Range: 950 NM with 9 pax + luggage;
Fuel Cost: $0.11 per pax.mile.

Give or take, the P2012 cost 1/3 in fuel... Not a tiny difference.
Also, as per Tecnam website, the P2012 does not require a copilot since it's not classified as "complex" aircraft; whereas the EV-55 requires the copilot.
So, 1/3 the fuel cost and 1/2 the crew cost; P2012 wins hands down...


LOL ... nearly choked on my beer on this response ...

P2012 has 11 passenger seats plus 2 in the cockpit ... FAA demands any aircraft of 10 or more passenger seats must have a copilot regardless of perceived " complexity "

P2012 wins ? Really ?

The FAA requires a copilot under the following conditions :


1 Any aircraft that has 10 or more passenger seats ... EV 55 has 9

2. The maximum take off weight exceeds 12,500 pounds ... EV 55 max is 10,140

3. If the aircraft is so complex that the " manufacturer " recomends that it be flown by two pilots ... Evektor says the plane will be certified for single pilot operation, but have dual controls for those that want to utilize for them copiloting and or training purposes.


Where in the world are you coming up with fuel prices ... an FBO ? Airlines don't buy from FBO's, they buy JET A DIRECTLY through the airport fuel farm at near current commodity prices … However …. AVGAS is sold at the FBO'S at a massive mark up … I am not aware of any commercial airport that has 100 LL avgas in their fuel farm.

https://www.indexmundi.com/commodities/ ... y=jet-fuel


Airlines don’t buy fuel from a fuel facility at an airport. The fuel facility merely holds fuel for the buyer; at last get your “facts” right if your going to pontificate
I sell airplanes and airplane accessories
 
WayexTDI
Posts: 1016
Joined: Fri Sep 21, 2018 4:38 pm

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 12:28 pm

crjflyboy wrote:
WayexTDI wrote:
crjflyboy wrote:

I'd rather have this plane ... yes it will burn more fuel, but that fuel is much cheaper than what the TEO540'S use

https://www.evektor.cz/en/ev-55-outback

According to each manufacturer (Fuel Cost based on prices per AirNav website as of today, KFFC Airport which seems to be in the average price nationwide, discount included as applicable):
- EV-55 Fuel Capacity: 1,656 kg => 2,060 L (density: 0.804 for Jet A-1), 545 Gallons;
Cost of a Refuel: $2,545, $4.67 a gallon (including $0.15 discount);
Max Range: +/- 800 NM with 9 pax + luggage;
Fuel Cost: $0.35 per pax.mile;
- Tecnam P2012 Fuel Capacity: 198 Gallons;
Cost of a Refuel: $945, $4.77 a gallon for 100LL (including $.15 discount);
Max Range: 950 NM with 9 pax + luggage;
Fuel Cost: $0.11 per pax.mile.

Give or take, the P2012 cost 1/3 in fuel... Not a tiny difference.
Also, as per Tecnam website, the P2012 does not require a copilot since it's not classified as "complex" aircraft; whereas the EV-55 requires the copilot.
So, 1/3 the fuel cost and 1/2 the crew cost; P2012 wins hands down...


LOL ... nearly choked on my beer on this response ...

P2012 has 11 passenger seats plus 2 in the cockpit ... FAA demands any aircraft of 10 or more passenger seats must have a copilot regardless of perceived " complexity "

Yeah, one beer too many you had...

P2012 has 9 pax seats. Per Tecnam's website:
Seating capacity 2 + 9 pax



crjflyboy wrote:
P2012 wins ? Really ?

The FAA requires a copilot under the following conditions :


1 Any aircraft that has 10 or more passenger seats ... EV 55 has 9

2. The maximum take off weight exceeds 12,500 pounds ... EV 55 max is 10,140

3. If the aircraft is so complex that the " manufacturer " recomends that it be flown by two pilots ... Evektor says the plane will be certified for single pilot operation, but have dual controls for those that want to utilize for them copiloting and or training purposes.

Again per Tecnam's website:
While under FAA requirements it is possible to carry commercial passengers on a single-engine aircraft, in most of countries this is not allowed.

This means that, in order to carry passengers for hire or commercial gain, the aircraft must be at least multi-engined. Nevertheless, an aircraft powered by two turboprop engines is classified as “complex” and thus it requires the presence of a co-pilot.

This dual-pilot requirement significantly increases the overall operating cost. Not only is it a question of funding an additional pilot. Dual-pilot cockpit configuration requires the perfect symmetry of all functions and displays, most of them simply duplicated. The most economical solution to performing passengers transport especially over small distances is via a twin engine, single pilot operation with a capable, modern and efficient piston aircraft such as the Tecnam P2012 Traveller. The P2012 cockpit design includes state-of-the-art autopilot, which reduces the workload and significantly improves the pilot’s working station and lowers stress during long IFR flights.



crjflyboy wrote:
Where in the world are you coming up with fuel prices ... an FBO ? Airlines don't buy from FBO's, they buy JET A DIRECTLY through the airport fuel farm at near current commodity prices … However …. AVGAS is sold at the FBO'S at a massive mark up … I am not aware of any commercial airport that has 100 LL avgas in their fuel farm.

https://www.indexmundi.com/commodities/ ... y=jet-fuel

FBO prices are the only ones publicly available; each airline will negotiate a special price for Jet A, so it’s impossible to compare.
But what would make you believe that, if Jet A price can be negotiated 100LL couldn’t?
Cape Air flies out of smaller platform; they won’t pump out as much Jet A as the major commercial airports, so prices for Jet A and 100LL will have a similar mark-up, leading to similar prices.
In any case, EV-55 burns about 3 times as much fuel as P2012 for the same distance and same pax count; unless Cape Air can get Jet A-1 at 1/3 of the cost of 100LL, fuel cost will be higher on the EV-55.
 
WayexTDI
Posts: 1016
Joined: Fri Sep 21, 2018 4:38 pm

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 12:32 pm

crjflyboy wrote:
Aesma wrote:
Also turbines are expensive, so are their maintenance. In this size aircraft, a single turbine might be more competitive than a twin. But single engine ops aren't allowed everywhere.

However cheap 100LL is not available everywhere, here in France it's more than twice the price of Jet A.


PW turbines also have the reputation of being bullet proof on the reliability end.

The choice of aircraft depends greatly on stage length … on a 90 minute flight at normal cruise how far can one travel in either birds ?

EV - 55 240 MPH

P2012 198 MPH

If you had yo make a choice for that 90 minute flight, which plane would you choose ?

90 minutes at 240 MPH is 360 miles.
360 miles at 198 MPH is 109 minutes.
19 minutes difference for the same distance; if the ticket price is cheaper for the 198 MPH plane, pax will follow the money...
 
PC12Fan
Posts: 2106
Joined: Sat Jan 27, 2007 11:50 pm

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 12:41 pm

Referring to Wayex, “Netters”, aren’t there airlines using the PC12? I’m confused by the quote used from Tecnams site. I’m afraid I’m not up to knowing the details here.
Just when I think you've said the stupidest thing ever, you keep talkin'!
 
WayexTDI
Posts: 1016
Joined: Fri Sep 21, 2018 4:38 pm

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 1:04 pm

PC12Fan wrote:
Referring to Wayex, “Netters”, aren’t there airlines using the PC12? I’m confused by the quote used from Tecnams site. I’m afraid I’m not up to knowing the details here.

I'm not too savvy of the US regulations, so I'm sure others will let us know.
However, the PC12 is a single turbo-prop, and I understand Tecnam's comments as "twin turbo-props are classified as complex and require 2 crew members"; maybe single turbo-props do not fall under that classification.

Can someone confirm/correct?
 
Redd
Posts: 916
Joined: Mon Jan 07, 2013 3:40 am

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 1:45 pm

I'd be curious as to why they're not looking at the PC-12. Seems like the missions are very similar.
 
MO11
Posts: 1089
Joined: Sun Jan 08, 2017 5:07 pm

Re: Flying Magazine - Tecnam P2012

Wed Jun 26, 2019 4:17 pm

WayexTDI wrote:
PC12Fan wrote:
Referring to Wayex, “Netters”, aren’t there airlines using the PC12? I’m confused by the quote used from Tecnams site. I’m afraid I’m not up to knowing the details here.

I'm not too savvy of the US regulations, so I'm sure others will let us know.
However, the PC12 is a single turbo-prop, and I understand Tecnam's comments as "twin turbo-props are classified as complex and require 2 crew members"; maybe single turbo-props do not fall under that classification.

Can someone confirm/correct?


You can fly a twin-engine turboprop in Part 135 operations with a single pilot unless the type certificate says otherwise.

The EAS program requirements call for twin-engine airplanes. Each community can opt out of the requirement (hence the Caravans and PC-12s), but they don't have to. Boutique operates a handful of King Airs just for this reason.
 
WayexTDI
Posts: 1016
Joined: Fri Sep 21, 2018 4:38 pm

Re: Flying Magazine - Tecnam P2012

Thu Jun 27, 2019 1:32 pm

MO11 wrote:
WayexTDI wrote:
PC12Fan wrote:
Referring to Wayex, “Netters”, aren’t there airlines using the PC12? I’m confused by the quote used from Tecnams site. I’m afraid I’m not up to knowing the details here.

I'm not too savvy of the US regulations, so I'm sure others will let us know.
However, the PC12 is a single turbo-prop, and I understand Tecnam's comments as "twin turbo-props are classified as complex and require 2 crew members"; maybe single turbo-props do not fall under that classification.

Can someone confirm/correct?


You can fly a twin-engine turboprop in Part 135 operations with a single pilot unless the type certificate says otherwise.

The EAS program requirements call for twin-engine airplanes. Each community can opt out of the requirement (hence the Caravans and PC-12s), but they don't have to. Boutique operates a handful of King Airs just for this reason.

So, our good buddy crjflyboy got it wrong. Thanks for the information.
 
reltney
Posts: 439
Joined: Fri Jun 25, 2004 1:34 am

Re: Flying Magazine - Tecnam P2012

Thu Jun 27, 2019 3:18 pm

Aesma wrote:
Also turbines are expensive, so are their maintenance. In this size aircraft, a single turbine might be more competitive than a twin. But single engine ops aren't allowed everywhere.

However cheap 100LL is not available everywhere, here in France it's more than twice the price of Jet A.




NOT TRUE... boutique airlines flies PC-12s in the US.
Knives don't kill people. People with knives kill people.
OUTLAW KNIVES.

I am a pilot, therefore I envy no one...
 
User avatar
AviationAddict
Posts: 741
Joined: Sun Feb 05, 2006 2:37 am

Re: Flying Magazine - Tecnam P2012

Thu Jun 27, 2019 3:33 pm

Cape Air has repeatedly stated they do not want a turbine as their primary aircraft due to the costs, complexity and the poor performance associated with quick turns. It's not uncommon for a 9K flight to be turned in 10 minutes or less and as I understand it most turbines cannot be restarted that quickly, or at least not without significant MX concerns.
 
User avatar
AviationAddict
Posts: 741
Joined: Sun Feb 05, 2006 2:37 am

Re: Flying Magazine - Tecnam P2012

Thu Jun 27, 2019 3:36 pm

reltney wrote:
Aesma wrote:
Also turbines are expensive, so are their maintenance. In this size aircraft, a single turbine might be more competitive than a twin. But single engine ops aren't allowed everywhere.

However cheap 100LL is not available everywhere, here in France it's more than twice the price of Jet A.




NOT TRUE... boutique airlines flies PC-12s in the US.



How is it NOT TRUE? Single engine ops are not allowed in all areas of the US which is why Boutique also operates a small sub-fleet of King Airs for locations where twin engines are required.
 
WayexTDI
Posts: 1016
Joined: Fri Sep 21, 2018 4:38 pm

Re: Flying Magazine - Tecnam P2012

Thu Jun 27, 2019 4:04 pm

reltney wrote:
Aesma wrote:
Also turbines are expensive, so are their maintenance. In this size aircraft, a single turbine might be more competitive than a twin. But single engine ops aren't allowed everywhere.

However cheap 100LL is not available everywhere, here in France it's more than twice the price of Jet A.




NOT TRUE... boutique airlines flies PC-12s in the US.

Did you read correctly?
"single engine ops aren't allowed everywhere" does NOT mean "single engine ops isn't allowed anywhere"; there are areas where it is allowed, some where it's not.

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