Why We Chose the Tecnam P2006T as Our Multi-Engine Trainer
By Jet 7 Academy
When it comes to multi-engine training, not all aircraft are created equal. After years of flying and teaching in everything from Cessna 310s to Piper Seminoles, we had a pretty clear idea of what the ideal multi-engine trainer should look like. It should be simple enough to grasp quickly, robust enough to hold up to rigorous use, and—maybe most importantly—enjoyable to fly.
Enter the Tecnam P2006T.
First Impressions: Light, Nimble, and Surprisingly Capable
The Tecnam P2006T is a 4-place, high-wing Italian-built aircraft designed specifically with training in mind. From the moment we climbed in, it felt like stepping into something far more advanced than a typical trainer. The cockpit is laid out with ergonomic precision—controls are intuitive and easily accessible from both seats.
The overhead engine and fuel panels give the impression of flying a much larger aircraft, while the Garmin G1000 suite makes everything feel modern, clean, and familiar to anyone who’s trained in a G1000-equipped single-engine aircraft. Even flap and gear positions are displayed directly on the G1000 screens—no hunting around or guesswork involved.
Starting and Taxiing
Startup is a breeze, thanks to the Rotax 912 engines. If you’ve flown older piston twins with fussy hot-start procedures, this will feel like a breath of fresh air. Push a button, and you’re running.
Taxiing? Incredibly smooth. The aircraft requires minimal power to get rolling, and the nosewheel steering is impressively responsive with just light rudder input—something you appreciate instantly when navigating tight ramps or busy taxiways.
In Flight: Smooth, Predictable, and Dare We Say—Fun
Each Rotax engine produces 100hp, giving the Tecnam brisk acceleration and solid climb performance. What really stood out was how balanced the controls felt—everything from roll to yaw felt light but not twitchy, and the rudder, while traditional cable-driven, was precise and effective.
If you’ve flown aircraft like the Cirrus or Diamond, you’ll find the Tecnam very familiar. The pushrod control feel is smooth, and responsiveness is predictable. Even during engine-out training, control pressures were reasonable. No shaking thighs or sore hip flexors from stomping on rudder pedals here.
Why We Didn’t Stick With Traditional Trainers
Our Chief Instructor, Josh, has logged years teaching in aircraft like the Baron 55, Seneca, Twin Comanche, and Cessna 310. These older, complex twins certainly have their merits—but they also come with a steep learning curve. In a fast-paced multi add-on course (often just 3 days), students can quickly feel like they’re drinking from a firehose.
Between old avionics, heavy handling, and complicated systems, students spend more time wrestling with the airplane than learning from it. And when the simulated engine failures start coming? That “dead foot, dead engine” mantra suddenly becomes a full-body workout— especially when you’re simultaneously climbing, identifying, verifying, feathering, cleaning up the aircraft, and somehow staying ahead of it all.
We’ve seen it firsthand: while these aircraft are great teaching tools, they can also overwhelm newer students—especially those who aren’t instrument-current.
The Tecnam Advantage
This is where the Tecnam shines.
• Simplicity: Its systems are well-designed and straightforward. No excessive buttons or cryptic fuel panel logic to memorize.
• Safety: Stall characteristics, engine-out demos, and VMC drills are all surprisingly tame. No surprises here.
• Avionics: The G1000 provides a clear, centralized display of everything you need. No bouncing around the panel during high-workload moments.
• Realistic Yet Manageable Engine-Out Scenarios: Simulated engine failures still require students to walk through the traditional memory items—flaps up, gear up, identify, verify, feather—but instructors can safely simulate failure with “zero thrust” settings without fully feathering or shutting down the engine… unless we want to. (And with the Rotax 912, air-starts are just as easy as ground-starts.)
Operating Costs and Practicality
Let’s talk dollars and sense. The Tecnam’s fuel burn averages around 8 gallons per hour— which is insanely efficient for a twin. Its lightweight airframe and low maintenance demands also keep operating costs down, allowing us to pass those savings on to students.
And from a practical training perspective, the Tecnam just feels like a single-engine trainer, with the added benefit of a second engine. That makes transitioning into the multi a smoother and more confidence-building experience.
What About the Diamond DA42?
It’s a fair question—and yes, the DA42 is a modern trainer worth considering. But in our opinion, it’s limited by the FADEC engine setup. While FADEC has its advantages, it removes critical manual engine handling from the equation. You miss out on those time-tested memory items and hands-on troubleshooting that build transferable skillsets—skills you’ll need if you ever move into traditional twins like a Baron or King Air.
Final Thoughts
At Jet 7 Academy, we’re focused on creating confident, capable, and career-ready pilots. The Tecnam P2006T helps us do just that.
It’s cost-effective.
It’s forgiving.
It’s built for training.
Whether you’re knocking out your MEI or adding a multi to your Commercial ticket, we believe the Tecnam gives you the very best shot at success—without the stress of battling outdated systems or mismatched throttles.
Ready to dive into your multi-engine training? Jet 7 Academy Flight School has a 3-day course for just $5995! Already have your multi? You can get your MEI just as fast.
