Difference Training

To master the Tecnam P2012 you need to learn a few key facts as it is significantly different in certain aspects compared to other twin prop aircrafts.

Power Setting

The P2012’s Lycoming TEO-540-C1A engines produce 375 hp per side featuring single-lever control: there are no mixture controls.

The electronic engine-control system is a microprocessor-controlled setup which continuously monitors and adjusts ignition timing, fuel injection timing and fuel mixture based on operating conditions. The EECS eliminates the need for magnetos and any kind of manual fuel/air mixture control.

The throttle levers are used to set a percentage power of the engines. However, similar to modern commercial aircraft, the actual thrust achieved by the engines is controlled by the EECS - depending on a number of factors.

Under normal conditions, the power is always set to 100% during takeoff, climb and cruise.

The performance setting is then only set by the propeller levers. When the propeller pitch is changed, the EECS automatically optimizes the thrust produced by the engines for best economic setup.

The throttle lever is only used during descent, landing and a desired slow flight.

Flight Phases

The cruise power is set by propeller levers. Throttle remains on 100% power.

Phase	Controlled by	Throttle Lever	Propellers
Take-Off	Throttle	100%	Full forward
Climb	Throttle	100%	2575 RPM
Cruise	Propeller	100%	2000 - 2575 RPM
Descent	Throttle	As required	min. 2000 RPM
Landing	Throttle	As required	Full forward
Slow Flight	Throttle	40-50 %	min. 2000 RPM

Run-Up

In the Tecnam P2012 the run-up procedure is mostly automated and callt Pre-Flight Test (PFT). It takes approximately 90 seconds and ensures the ignition, fuel, and turbocharger controls are operating correctly. During this test, the EECS identifies any faults.

In detail it will run the following checks:

• Ignition Check - engine speed will dip twice as each half of the redundant ignition system is disabled and then re-enabled, deactivating half of the spark plugs during each check

• Primary Fuel Injector Test - engine speed will decrease slightly and then recover

• Primary Turbocharger Test - manifold pressure will briefly increase slightly.

• Primary Propeller Control Cycle - The propeller will briefly operate in a cycle to coarse pitch and decrease the RPM, then go back to fine pitch.

• Secondary Fuel Injector Test - engine speed will decrease slightly and then recover

• Secondary Turbocharger Test - manifold pressure will briefly increase slightly

• Secondary Propeller Control Cycle - The propeller will briefly operate in a cycle to coarse pitch and decrease the RPM, then go back to fine pitch.

Procedure

1. Set engine speed between 1700 RPM to 1800 RPM

2. Ensure oil pressure & temperature in green

3. Momentarily press and release the PFT button. The PFT annunciator will illuminate. Do not press the PFT button again - the pre-flight test will stop.

DO NOT MOVE THE POWER CONTROL DURING PFT

1. Once the pre-flight test is completed, the PFT annunciator goes out. If either the NTO PRI or NTO SEC annunciator remains illuminated, there is a condition that prevents flying.

Autopilot Engage

Since v1.0.4 the TOGGLE AUTOPILOT MASTER event (by default "z"-key) combines the behavior of AUTOPILOT ON and AUTOPILOT OFF.

Therefore it is safe to be used.

Compared to most other GA aircraft, the Tecnam P2012 has a slightly different autopilot circuit.

Firstly, there is the autopilot master switch in the pedestal panel. This is always ON under normal conditions and supplies the autopilot and servos with power. If the master switch is switched off, the autopilot system is switched off completely and a reboot from scratch takes place when the system is restarted.

Conclusion: The AP master switch should NOT be used for normal activation and deactivation of the autopilot.

AP MASTER switch on pedestal panel

Instead, use the following buttons: To activate the autopilot, use the AP pushbutton on the glareshield panel. To deactivate the autopilot, use either the disconnect button on the yoke or the AP button on the glareshield panel again. The difference is that the yoke disconnect button will also switch off the Yaw Damper while pressing the AP button on glareshield only disconnects the autopilot itself.

AP pushbutton on glareshield pannel

Please note the following for key bindings:

• AUTOPILOT ON: presses the AP button on the glareshield panel

• AUTOPILOT OFF: presses the AP disconnect button on the yoke

• TOGGLE AUTOPILOT MASTER: To prevent the master switch from being flipped unintentionally, this event switches off the autopilot via the yoke disconnect button and activates autopilot via AP button on glareshield. If you want to bind the actual AP MASTER button you can use the lvar provided in Key Bindings