Announced in July '04, the Light-Sport Aircraft (LSA) category is still relatively new, and has yet to celebrate its fourth birthday. But many of the airplanes getting all the attention today were not born in the last 3 1/2 years. Many have rather long histories, some in Europe's microlight category and others in countries that have applicable standards. Among the longest in production is the Tecnam family of airplanes. The central Italian company reports more than 2,000 of their light planes flying in what may be the largest fleet in this market segment. Given this company's track record, these airplanes have gone through rounds of improvement. Our subject this month, the P2002 Sierra, came from the P-96. The numbers relate to the year of development and show the low-wing Special Light-Sport Aircraft (SLSA) from Tecnam has a dozen years of history. Costruzioni Aeronautiche Tecnam (the company's complete name) is 57 years old and traces its roots back to the 1950 P48B Astore. Their twin-engine Partenavia series of aircraft emerged in the 1970s, and as yet further proof of their continued refinement Tecnam flew their twin-Rotax P2006T for the first time recently. It bears a striking resemblance to their Partenavia general aviation twin, which, of course, can't be a LSA. Tecnam enjoys a full aviation history and in Sport Pilot/Light-Sport Aircraft's (SP/LSA) 3 1/2-year history has had three models certified as SLSA: the Sierra, Bravo, and Echo Super. Twenty-First Century Tecnam Italy's Pascale brothers first began building airplanes just after WWII and founded the modern company we know as Tecnam in '86. Based today in Casoria Napoli, Tecnam operates with 36,000 square feet of facilities adjacent to the Naples Capodichino airport. A second establishment is located in Castelvolturno and features the final assembly line at a field where flight tests can be conducted. How can a LSA company afford the development costs of three different SLSA plus a twin and other designs? Part of the answer is that Tecnam has other businesses, building fuselage sections for Boeing, horizontal tailplane assemblies for ATR airliners, and parts for various other large aircraft. The company has state-of-the-art facilities equipped with many engineering computer workstations, extensive machining capability, a full aircraft assembly line, ISO 9002 quality certification, and nearly 100 workers on the production line. As SP/LSA appeared in the aviation landscape, Tecnam altered their earlier approach to distribution. They dispensed with the idea of an importer, distributors, and dealers and instead directly hired Lynne and Mike Birmingham as their U.S. agents. The role, which they emphasize is not that of an importer, asks the Georgia-based husband-and-wife team to enlist dealers and to start importing and distributing the company's airplanes. They've done respectfully well at this as proven by the Tecnam brand and their three models holding the #4 rank among all producers and slightly over 6% of the market. My experience with Tecnam includes the older high-wing P92 Echo and lowwing P96 Golf plus the newer low-wing Sierra and high-wing Bravo. The P92 led to the Echo Super SLSA and the P96 gave way to the P2002 Sierra SLSA. Tecnam's agent Lynne Birmingham, who with her husband Mike are accomplished pilots, reports that the Sierra is substantially changed from the earlier P96 Golf. But it shares an identical wing with the company's high-wing, cantilevered Bravo, she adds. The main change from the older P92 and P96 models to the P2002 Sierra and P2004 Bravo is the wing. The former squared-off "Hershey Bar" wing gave way to a tapered wing with laminar flow shape. After refinements, a gentler stall resulted and the new wing enjoys a slightly better speed range cruising 6 to 8 knots faster. While the P96 hit 109 knots (125 mph), the Sierra can slip along at 116 knots (133 mph) at 75% power, the company claims. Some have questioned how 75% power can result in 116 knots with the speed capped at 120 knots (138 mph) for LSA; my own experience in the Bravo using onboard instruments brought an upwind and downwind average of 113 knots (130 mph). Mike Birmingham, a deeply experienced pilot before he and Lynne started pursuing light sport aircraft, says the Sierra also takes turbulence better. "It feels less like a light plane and more like a heavier airplane," he clarifies, but he also says it's more not less responsive in roll. My experience with the Sierra and Bravo corroborates the conventional and enjoyable handling of these two machines. The wing changes also appear to have enhanced longitudinal stability. "It's magnificent," exclaimed Mike, "The Sierra comes back to level in three oscillations!" Such a quality improves cross-country flying even for those who choose an autopilot option. This characteristic also helped landings by allowing you to flare more precisely, thanks to better stabilator control feel. "You can hold it off forever," said Mike. Besides the wing changes, the basic airframe construction was also upgraded. Where the P96 had a fabric stabilator and ailerons - a common choice among light aircraft designers - the Sierra is an all-metal airplane. Under European microlight rules, weight had to be held down by all available means as aircraft grew beyond their ultralight roots. The airframe changes also addressed ASTM industry consensus rules. The more-microlight P96 never underwent JAR/VLA certification, but the P2002 Sierra has done so. The Joint Airworthiness Regulations for Very Light Aircraft, a European system, is a thorough certification program that made it very reasonable for Tecnam to make their Statement of Compliance as a Special Light-Sport Aircraft. Tecnam's Sierra also advances the capability of the planes, increasing the P96's 1,160- pound gross weight to LSA's 1,320 pounds. In other ways, the Sierra was designed to be more capable with fuel growing to 26.4 gallons from 18.5 gallons in the P96. That translates to another 200 miles of range. Despite the higher gross weight, takeoff roll distances are similar, said Tecnam. However, the Sierra's laminar flow wing has to be flown off the runway. You must rotate the plane where the P96 would practically fly itself off the ground. For both high-wing and low-wing, Tecnam changed the fuselage as well as the wing. The older models were oriented to kit building and so had boxier lines that are easier for amateurs to assemble. The factory- built Sierra, Echo Super, and Bravo have smoother, cleaner lines and a more finished appearance. Other less visible changes of importance are an integrated carbon fiber rollover bar and more rugged landing gear. No change was made to the nose gear. The P2002 Sierra does not have a Fowler flap system but a 2-inch gap between wing and flap greatly aids airflow permitting a full 40° flap deployment. Choice Is Good Tecnam has an enviable position in the marketplace because they can offer two high-wing choices and a low-wing model. While Italian engineers dropped the P96 with the upgraded Sierra in '02, they did likewise with the Bravo in '04, but they did not replace the older P92 Echo, which was upgraded to the Echo Super. The Bravo and Sierra share the new laminar flow wing so their takeoff characteristics are similar yet differ from the older Echo. Mike says the Tecnam Sierra and Bravo perform very similarly and that has been my experience as well. He and Lynne have compared them in flight and find the Bravo slightly faster, perhaps due to the lower amount of dihedral, they speculate. However, on refueling after their comparison flights the Birminghams found the two models took nearly identical fuel loads. Climb rates are also similar with the Sierra being slightly stronger in climb. The low-wing model averages 600 fpm at 75 knots (86 mph). The older P96, with its straight and fatter wing, gets off the ground quicker; its lighter weight also helps it accelerate quicker. But Sierra climbs faster and can fly faster. "It's the [Piper] Cherokee versus the Warrior with the wing differences," explains Mike. If you have to get out of a short field quicker the older models are superior. The Bravo cabin seems larger due to the armrests that are lacking in the Sierra. "Though the cockpit dimension is actually the same, the Sierra doesn't seem as wide," Mike says. Balancing the space sensation, Mike thinks the Sierra has a more "fighter aircraft" feel, where the Bravo will appeal to those many Cessna lovers. Of course, the difference relates to sitting on the wing spar versus hanging from it. The Bravo offers slightly more headroom than the Sierra. "Someone taller than 6 feet, 6 inches, will be more comfortable in a Bravo," indicates Mike. Taller occupants with longer legs will sit aft more, which provides more headroom under the spar. Like most cantilevered designs, the spar does invade the cockpit to a small degree. Ironically, as a shorter person will sit further forward, they may notice the spar presence more than a taller person. The Sierra's canopy can't go quite as far aft as on the P96 because of the canopy's different slope line. Therefore, taxiing with the canopy partially open positions the canopy closer to the heads of taller occupants. The Sierra/Bravo wing has stall strips that never appeared on the P92 or P96 models. When Tecnam went to the laminar flow wing, these wing devices were added to start the stall inboard. "A laminar flow wing stalls more at once and stall strips prevent that," explains Mike. Personally, Mike prefers the high-wing Bravo to the Sierra for a few reasons. He says entry and exit passengers like to see the ground more than look up at sky scenery, and the high-wing helps the cockpit stay cooler, a significant factor to many buyers living in warmer climates. Ultralighter Appeal Ultralight pilots (like me) love the idea of having breezes course through the cockpit. Many LSA don't allow this pleasure. Maybe Cessna and Piper pilots don't care, but readers of Light Sport and Ultralight Flying magazine probably do. The beauty of the Sierra is that you can open the canopy at any speed, though Mike says it is more comfortable at speeds under 90 knots (103 mph). My own experience says even 90 is pretty windy, but the ultralight enthusiast in me still loves being able to open up the plane. Though my personal preference also leans toward high wings (it's about the sightseeing view), opening the doors isn't nearly the same as sliding the Sierra's canopy aft and letting Mother Nature join you in the cockpit. However, you cannot have the canopy open for takeoff, according to the Pilot's Operating Handbook. When you latch the Sierra's canopy, it will be quieter than the Bravo. "Doors are harder to seal than a canopy," observes Mike. Three latches secure the Sierra's canopy. When you open the canopy you'll suffer a 10- knot (11-mph) speed penalty, but who cares when you just want to feel the breeze. When you close the canopy, you must duck your head a little as the leading edge is set a bit lower than the overhead position. I feel very fortunate. I have had the chance to compare many LSA and among all those I've flown, the Tecnam aircraft fly beautifully. Mike Birmingham says Tecnam's philosophy is, "Pilots First, Engineers Second." The controls use no springs; all are solely aerodynamic in their actions. To achieve this, all controls are balanced by well-distributed weights. Control harmony is very good with pitch stabilized enough to approximately match aileron control pressures. Achieving this wonderful situation is the work of Tecnam's "Professor" Luigi Pascale, the 82-year-old patriarch of the Italian airplane builder. "He still does all first flights on Tecnam airplanes," remarks Mike. The experienced veteran's knowledge is backed up with the latest Catia v.5 software, wind tunnels, and close association with the Italian aero institutes and universities. The Sierra's cockpit is built with dual throttles allowing each occupant to have their left hand on the throttle and right hand on the joystick. Electric trim is located on the joystick and you can verify the setting via a trim position indicator. While the Rotax 912 warmed up, I kept a hand on the centermounted brake. General aviation pilots may prefer toe brakes, but those of us used to ultralights are fine with a hand brake. Aft of the handbrake lever is a knob that twists to set the pulled hand lever. The brakes are hydraulic; when you pull the brake lever back and turn the knob, it merely locks the hydraulic pressure. Though it may look like a castoring assembly, the Sierra has a fully steerable nosewheel. A rubber doughnut-type shock absorber takes up most shock you impose on it. Time to Go I set 15° flaps for takeoff and noted the electric control moved the surfaces quickly and I could set infinite positions. Launching was ordinary and fairly swift but you must rotate manually. Unlike the simpler-winged P96, the Sierra won't simply fly itself off the tarmac. "I have had the chance to compare many light sport aircraft and among all those I've flown, the Tecnam aircraft fly beautifully." After launch, climb settled in at 700 to 800 fpm. Later on, the normal Sierra landing procedure is to use about 20° of flaps - slightly more than halfway on the indicator. I had set power at 2000 to 2500 rpm and held my speed at just above 60 mph. Trim, like flaps, is also quite responsive, but another indicator shows where you have the surface set. When we got near the surface, I saw the Sierra retained energy very well. Even at 60 mph, it was easy to hold the nose off. Naturally, if you use 40° of flaps the energy bleed- off is faster. As you fly around in cruise, you'll have to work at not letting the Sierra's nose rise. The view angle over the nose is such that I tended to lift the nose too much. Apparently, this is a common new-pilot reaction to the Sierra. Though offering good feedback to pilot input, the Sierra handling proved quite responsive. The low-wing model offers fluid stick movements and the rudder pedals need little action to produce coordinated turns. Some pilots accustomed to using equal measures of stick and rudder will probably overuse the rudder initially. Handling of the Sierra was good enough that I was able to perform Dutch rolls to 30° to 40° very quickly and without swinging the coordination ball around too wildly. For an initial flight in the plane, I was satisfied with my performance of the maneuver. Many pilots believe FAA chose well when they elected to bump the speed limit for LSAs up to 120 knots or 138 mph. Even more than the P96, the Sierra makes nearly full use of this range. Cruise speeds at lower altitudes appeared to be consistent at 125 to 130 mph (108-113 knots). At 5,300 rpm, I saw 130 mph (113 knots) in level flight at 3,000 feet of altitude on a warm day. I estimate this power setting translates to a bit more than 75% power. When I performed stalls in any configuration, break came slightly below 40 mph indicated. The factory says 33 knots, which calculates to about 38 mph, so given probable instrument error at low speeds, the factory information appears to be accurate. Just before stall the stick provided a noticeable shake to it, beginning at about 45 mph indicated. Tecnam Proving Popular After 2 1/2 years of registering SLSA with FAA, Tecnam has a solid fourth-place rank among all brands (following Flight Design, American Legend, and Evektor). To join the Tecnam team, prices start at $95,900 for the Echo Super, $99,900 for the Bravo and $101,900 for the Sierra. These figures include shipping to Atlanta, Georgia - the Birminghams live there and bring in many of the new Tecnam SLSA - plus all required FAA documentation. To these base prices, you can add a long list of options and your Tecnam is more likely to list for $120,000 to $130,000. It can be much higher with general aviation-type navigation units and a Part 33-certified Rotax 912 engine. As with all European-sourced SLSA, prices are subject to significant change based on currency fluctuations. Since January '07, the euro was up more than 10% against the dollar so all dollar-denominated prices must rise by this amount. But no one makes a dime on the increase; this extra money doesn't go to Italy or the Birminghams or their dealers. It just disappears into that thin air of currency trading. Ultralight pilots switching to Sport Pilot may be happy with a VFR model with communications radio, transponder, and ELT (see panel photos). You could select the very well proven Echo Super and might keep it at $100,000. Experienced Private or better pilots may want a Garmin 430 or 530, strobe lights, navigation lights, and gyro instrumentation, which will increase the price beyond $130,000. General aviation pilots leaning to the Sierra with the fuller panel may have an eye to IFR operations. Mike explains that Rotax is okay with night and IFR operations as long as you use the certified version of the 912. If you want to save that extra $8,000 though, the Rotax 912 ULS (non-certified version) without carburetor heat will still permit night but not IFR operations. "You could even file for IFR," Mike said, "but you won't be able to fly actual Instrument Meteorological Conditions (IMC)." However the money part turns out, you'll be joining a team that enjoys a leadership position, long company history,Western manufacturing, and well-regarded flight qualities. If six-figure prices seem out of sight, you may wish to consider financing, which can bring the outlay down to $639 per month after a down payment and before options, says Tecnam USA. I've spoken to numerous pilots who have flown the Sierra, Bravo, or Echo Super. So far everyone seems to love the way these Italian airplanes fly.With all their strong points and brewing interest in light sport aircraft, Tecnam seems certain to remain among LSA industry leaders. With highly conventional flight qualities and construction that many pilots embrace, it is no wonder Tecnam has established itself as one of the leading LSA suppliers to the American market. One of their models may be just right for you.