Why is the P2006T fuel burn so low?

The P2006T uses two Rotax 912 iS3 fuel-injected 100 hp engines — Rotax 912s are roughly twice as fuel-efficient per horsepower as legacy Lycoming or Continental piston engines because of their compact, modern design. Total cruise burn around 8 gph compares to roughly 19 gph on a PA-44 Seminole and 24 gph on a Beechcraft Baron 58.

Is the Tecnam P2006T a complex aircraft?

Yes. The P2006T has retractable gear and constant-speed propellers, meeting the FAR 61.31 complex definition. At 100 hp per side it does not meet the high-performance threshold — but the multi-engine rating itself is the relevant pilot endorsement.

Tecnam

P2006T

Multi-engine pistonMulti-engine trainer2010s onward — modernin production

Power: 200 hp
Cruise: 155 kt
MTOW: 2,712 lb
Range: 700 nm
Fuel: Unleaded mogas (EN228 / autofuel)

Reference data only — never for flight planning or operational use.

This entry is a fleet-research reference for flight school operators. Always consult the actual aircraft's POH (Pilot's Operating Handbook), the manufacturer's latest service documents, and the relevant FAA / EASA TCDS for any operational decision — flight planning, weight and balance, performance calculations, fuel loading, regulatory compliance, or maintenance scheduling. Numbers shown here are POH-typical for the family's representative variant under standard conditions and are not a substitute for type- and airframe-specific data.

Editorial confidence: Medium confidenceLast reviewed 2026-05-05

2 primary sources cited. Spec data is partially attributed; some operating details are editorial synthesis pending additional research.

View 3 disclaimers specific to this entry

Performance data
Reference data only — never use this entry for flight planning, weight and balance, performance calculations, fuel loading, or any operational decision. Numbers shown are POH-typical for the family's representative variant and standard conditions. Real-world numbers vary by airframe age, weight, density altitude, engine condition, and configuration. Always consult the actual aircraft's POH and the manufacturer's latest service documents.
Cost data
Cost ranges are illustrative reference figures for fleet planning. Actual acquisition, rental, and operating costs vary substantially by region, airframe age, engine and avionics generation, and local market conditions. Numbers should be validated against current quotes from local brokers, schools, and maintenance providers before any commercial decision.
Operator list
Operator lists capture schools and programmes we know to fly the type at scale. Lists are not exhaustive, may include operators that have changed fleets since publication, and should be treated as starting points for verification rather than current customer lists.

🇺🇸Specs shown in Imperial.

Performance

Cruise speed (Vc)155 kt
Never-exceed speed (Vne)167 kt
Stall (landing config) (Vs0)49 kt
Climb rate1,260 fpm
Service ceiling15,000 ft
Range700 nm
Endurance7 h
Takeoff roll980 ft
Landing roll720 ft

Weights

MTOW2,712 lb
Empty weight1,709 lb
Useful load1,003 lb
Baggage capacity110 lb

Dimensions

Wingspan37.4 ft
Length28.5 ft
Height9.4 ft
Cabin width47.2 in

Powerplant

Engine 1Rotax 912 iS3 — 100 hp · Mogas · 4 gph
Engine 2Rotax 912 iS3 — 100 hp · Mogas · 4 gph
Total horsepower200 hp
Primary fuelUnleaded mogas (EN228 / autofuel)
Unleaded pathMogas-capable (Rotax 912 / equivalent)

Cockpit & avionics

Cockpit typeglass
Autopilot commonly availableYes
Typical packages
- Garmin G1000 NXi— modern (current MkII)
- Garmin G950— earlier production airframes

Certification

RegulatoryEASA CS-23 · FAR Part 23
Certified rolesNormal category
IFRYes
Spin approvedNo
Aerobatic-categoryNo
TailwheelNo
Complex (FAR 61.31)Yes
High-performance (FAR 61.31)No

Why is the P2006T popular?

Structured popularity-driver evidence. Each axis below carries one factual statement; we don't grade, the facts speak.

Operating economics

Twin Rotax 912 iS3 engines burn 8 gph total — roughly half the fuel burn of a Lycoming-powered PA-44 Seminole and one-third that of a Beechcraft Baron. The lowest direct fuel cost of any modern multi-engine trainer.

Fuel future-proofing

Rotax 912 iS3 runs on unleaded EN228 mogas or 100LL avgas without modification — the only multi-engine trainer in current production with a true unleaded path that doesn't require Jet-A infrastructure.

Regulatory fit

Retractable gear and constant-speed propellers place the type in the FAR 61.31 complex category; dual EASA CS-23 + FAR Part 23 certification supports both European ATO and US Part 141 fleet use.

Industry network effects

Adopted by integrated EASA CPL programmes and growing US Part 141 fleets specifically for the low-fuel-burn ME training block; Tecnam Flight Academy operates the type as its own multi-engine fleet.

How flight schools track this aircraft in Aviatize

Schools running P2006T fleets typically configure each airframe in Aviatize with two Rotax 912 iS3 engines as separate child components for independent TBO tracking; the mogas-or-100LL fuel-flexibility is commonly modelled in the fuel surcharge model so schools at airports without mogas infrastructure can default to 100LL pricing. Multi-engine currency, IPC, and ME-IR proficiency are tracked as per-pilot validation rules.

schedulingtraining managementaircraft maintenancebillingcompliance

Sources

Provenance for the data on this entry. Primary sources are POH / TCDS / manufacturer pages; derived sources record where Aviatize editorial synthesis is layered on top.

Primary sourcePOH·Retrieved 2026-05-05
Tecnam
https://www.tecnam.com/aircraft/p2006t-mkii/
Tecnam P2006T MkII product page.
Primary sourceEASA TCDS·Retrieved 2026-05-05
European Union Aviation Safety Agency (EASA)
https://www.easa.europa.eu/en/document-library/type-certificates
EASA TCDS A.366 covers P2006T variants.
Editorial synthesisAviatize-internal·Retrieved 2026-05-05
Aviatize editorial
Entry authored by Aviatize from accumulated industry knowledge cross-referenced against the primary sources cited above. Specific fleet figures, fleet wins, and recent production status changes are research-backlog candidates and should be verified against primary sources before flipping verified: true.

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