Exploring the Differences Between Tecnam and Cessna: Commercial Pilot Experience

About a month ago, I began my EASA Commercial Pilot training. I flew for approximately four hours before returning home, and now I am preparing to complete the program.

Our school has several Cessna 152s and one TECNAM P2008JC. The Cessnas are usually booked well in advance, but the Tecnam is less popular. I managed to book it for almost a week, and I must say, it is a fantastic aircraft.

The Tecnam boasts modern avionics, superior flying capabilities, and has an endurance of more than six hours compared to the Cessna 152’s four hours.

Tecnam P2008JC

Despite the aircraft has the same high-wing design as Cessna 152, it is less popular primarily because most students pursue their Private Pilot License (PPL), and our school uses the Cessna 152 for exams. Switching aircraft mid-training could require additional hours, especially at earlier stages of training, which can be costly. One must get used to a different glide slope and flare attitude, and learn new instruments.

However, the commercial pilot program is a completely different story. It takes less time to adapt to a new aircraft, and the exam will be conducted in a Cessna 172RG anyway.

Personally, I prefer the Tecnam over the Cessna 150/152, even though my first flight was in a Cessna 150. The Tecnam is a step forward with its glass cockpit (not a G1000, but still impressive). It does not have IFR-certified GPS or autopilot, but the PFD displays altitude and speed bands, and has different display modes. It feels like flying a Boeing at first.

Additionally, the Tecnam glides better than the C150/152, which means the engine-out distance can be much larger. However, it requires more precise piloting during landing and is not as forgiving as the Cessna. It does not look so rigid as 152 too. This could be one reason why it is not extensively used as a primary trainer.

The airplane flies incredibly well and is slightly lighter in weight, which contributes to its great performance. Moreover, the fuel gauges work much better than in the Cessna, where I had little faith in them.

There are some drawbacks, though. The Tecnam acts much less predictably in a stall, and at first, it feels like it wants to spin right away when performing stall exercises. It has a stick instead of a yoke, and its cruise speed is 80-90 knots, about ten knots less than the Cessna. Additionally, it has a fuel pump, like low-wing Pipers, and you must switch tanks in flight (again, like in Pipers). Finally, it is more challenging to get into the cockpit 🙂

Overall, I prefer the Tecnam over the Cessna 150/152, and the experience of flying it is definitely worthwhile. Although I am unsure if I would have liked to use it for my PPL back in 2017, it is undoubtedly worth it at the CPL level.


Posted

in

by

Tags:

Comments

Leave a Reply

Specify Instagram App ID and Instagram App Secret in the Super Socializer > Social Login section in the admin panel for Instagram Login to work

Your email address will not be published. Required fields are marked *

Enter your email for getting notifications about new posts
Loading

airports approaches ATPL BE76 C150/C152 C172 Canada check checkride citabria complex CPL cross-country EASA endorsement Europe exam FAA FAA/EASA FI flight time Icaro IFR IR Italy landings logbook malfunction maneuvers ME medical navigation night paperwork plans PPL rating study resources tailwheel TCCA theory thoughts travel USA weather

Milestones

04/09/2017: My First Flight
04/25/2017: EASA PPL written exam (6 exams passed)
05/21/2017: Radio Operator Certificate (Europe VFR)
05/22/2017: EASA PPL written exam (all passed)
05/26/2017: The First Solo!
05/28/2017: Solo cross-country >270 km
05/31/2017: EASA PPL check-ride
07/22/2017: EASA IFR English
08/03/2017: 100 hours TT
12/04/2017: The first IFR flight
12/28/2017: FAA IR written
02/16/2018: FAA IR check-ride
05/28/2018: FAA Tailwheel endorsement
06/04/2018: FAA CPL long cross-country
06/07/2018: FAA CPL written
07/16/2018: FAA CPL check-ride
07/28/2018: FAA CPL ME rating
08/03/2018: FAA HP endorsement
06/03/2019: EASA ATPL theory (6/14)
07/03/2019: EASA ATPL theory (11/14)
07/15/2019: FAA IR IPC
07/18/2019: FAA CPL SES rating
08/07/2019: EASA ATPL theory (done)
10/10/2019: EASA NVFR
10/13/2019: EASA IR/PBN SE
11/19/2019: Solo XC > 540 km
12/06/2019: EASA CPL
12/10/2019: EASA AMEL
02/20/2020: Cessna 210 endorsement
08/30/2021: FAVT validation
05/27/2022: TCCA CPL/IR written
05/31/2022: Radio Operator Certificate Canada