Ordered new Tecnam P2010

plane is so perfect you don't need to do anything to it....so you have time to paint the hangar with vanity stripes....nice!

I was checking out Tecnam at the Deland Aero showcase yesterday. Went there hoping to learn about LSA stuff, but Tecnam had a nice display....a little 2 seat LSA, their twin, and while I was there a really nice fully loaded looking italian leather finished 4 place came in...I think it was the Gran Lusso. Seem to be really well thought through designs....at least on teh surface. Looks like you made a nice choice!
 
Update on my new Tecnam P2010 experience...

Less than four months after filing for an exemption from having to pay California Sales and Use tax to California for my new plane, the California Department of Tax and Fee Administration (CDTFA) granted my request.

Thank you to Aviation Tax Group
http://www.aviationtaxgroup.com
for your consultation, expertise, documentation and detailed justification of my exemption under the Interstate and Foreign Commerce regulation. I saved well over $50,000 that can now be spent on Avgas or better yet, saved for the eventual engine overhaul

My plane now has over 151 hours on it!

Here she is while I'm eating the $100 hamburger at KHMT Hemet, CA
456229a0a7f5d21eef9ff4c03a8d3a10.jpg
 
FPK1 said:
Update on my new Tecnam P2010 experience...

Less than four months after filing for an exemption from having to pay California Sales and Use tax to California for my new plane, the California Department of Tax and Fee Administration (CDTFA) granted my request.

Thank you to Aviation Tax Group
http://www.aviationtaxgroup.com
for your consultation, expertise, documentation and detailed justification of my exemption under the Interstate and Foreign Commerce regulation. I saved well over $50,000 that can now be spent on Avgas or better yet, saved for the eventual engine overhaul

My plane now has over 151 hours on it!

Here she is while I'm eating the $100 hamburger at KHMT Hemet, CA
456229a0a7f5d21eef9ff4c03a8d3a10.jpg
Click to expand...
Lest any Californians get the idea that they don't have to pay sales tax on a plane, I believe the only reason this exemption applied to you was because you bought through a dealer out of state. If you had taken delivery in California I don't think you would've gotten the exemption. If you were to buy a used plane from an individual you also wouldn't have gotten the exemption.
 
NealRomeoGolf said:
Lest any Californians get the idea that they don't have to pay sales tax on a plane, I believe the only reason this exemption applied to you was because you bought through a dealer out of state. If you had taken delivery in California I don't think you would've gotten the exemption. If you were to buy a used plane from an individual you also wouldn't have gotten the exemption.
Click to expand...

You may be right, but I'd recommend one check with an expert...

As you know, and others can read above, I purchased my plane in Florida, and was told it's a "fly away state," no sales tax collected there, so that may be key.

Additionally, once my plane landed in California, I had to use it for business purposes for the next six consecutive months of which more than 50% of the engine hours had to be out of state and business related (and well documented) to qualify as Interstate and Foreign Commerce...
 
FPK1 said:
once my plane landed in California, I had to use it for business purposes for the next six consecutive months of which more than 50% of the engine hours had to be out of state and business related (and well documented) to qualify as Interstate and Foreign Commerce...
Click to expand...

50% of the hours logged out of state, or 50% logged on trips that terminate out of state? Because I've heard Lake Havasu AZ (a few steps from the California border) is a popular destination for this purpose.
 
FPK1 said:
Update on my new Tecnam P2010 experience...

Less than four months after filing for an exemption from having to pay California Sales and Use tax to California for my new plane, the California Department of Tax and Fee Administration (CDTFA) granted my request.

Thank you to Aviation Tax Group
http://www.aviationtaxgroup.com
for your consultation, expertise, documentation and detailed justification of my exemption under the Interstate and Foreign Commerce regulation. I saved well over $50,000 that can now be spent on Avgas or better yet, saved for the eventual engine overhaul

My plane now has over 151 hours on it!

Here she is while I'm eating the $100 hamburger at KHMT Hemet, CA
456229a0a7f5d21eef9ff4c03a8d3a10.jpg
Click to expand...
You are thinking about it wrong - you did not save 50k ….you had spend whatever you had to spend on Aviation Tax Group fee to avoid stupid made up tax that you should not be paying in the first place.
Thinking how much useless “commerce” and wasted effort all these idiotic rules generate - literally nothing of value is being produced yet enough waste that it makes it worthwhile for somebody to make business out of it.
 
Tusayan said:
50% of the hours logged out of state, or 50% logged on trips that terminate out of state? Because I've heard Lake Havasu AZ (a few steps from the California border) is a popular destination for this purpose.
Click to expand...
More than 50% of hours out of state, or to/from out of state, and for business.

For example, take off from Fullerton, CA, and fly non-stop to Las Vegas, NV, for business. All those hours count.

Fullerton to Mather Field, Sacramento, for the night, then to Reno, NV the next day, only Sacramento to Reno hours count.

I had no business in Lake Havasu during that time...
 
Warmi said:
You are thinking about it wrong - you did not save 50k ….you had spend whatever you had to spend on Aviation Tax Group fee to avoid stupid made up tax that you should not be paying in the first place.
Thinking how much useless “commerce” and wasted effort all these idiotic rules generate - literally nothing of value is being produced yet enough waste that it makes it worthwhile for somebody to make business out of it.
Click to expand...

I paid ATG and they even filed all my exemption paperwork, so yes direct expense.

Additionally, I spent on plane fuel, oil, etc., dining and hotel expenses for the business travel; but I'd have to pay to get there one way or another, eat and sleep, anyway!

I look at it like this - I paid a few thousand extra $ to save tens of thousands of $$$. And it was much more fun!!!
 
FPK1 said:
More than 50% of hours out of state, or to/from out of state, and for business.

For example, take off from Fullerton, CA, and fly non-stop to Las Vegas, NV, for business. All those hours count.

Fullerton to Mather Field, Sacramento, for the night, then to Reno, NV the next day, only Sacramento to Reno hours count.

I had no business in Lake Havasu during that time...
Click to expand...

Happily for the people I’ve known do this, they are in the aircraft engineering and manufacturing business. So any flying in the plane is R&D, and the flying itself is business.

Thanks for the clarification. I’ve parked in the same spot at Hemet, if I see you there again I’ll say hello.
 
FPK1 said:
You may be right, but I'd recommend one check with an expert...

As you know, and others can read above, I purchased my plane in Florida, and was told it's a "fly away state," no sales tax collected there, so that may be key.

Additionally, once my plane landed in California, I had to use it for business purposes for the next six consecutive months of which more than 50% of the engine hours had to be out of state and business related (and well documented) to qualify as Interstate and Foreign Commerce...
Click to expand...
I bought a plane in Florida and flew it to California. The 50% thing got me out of both Property Tax and Use Tax. Didn't have anything to do with business though. It was in transit to Washington. With a 6 month stop in California. I crossed the border into Oregon just in the nick of time. If I had got stuck in Red Bluff and didn't make it to Medford that night, I'd been stuck with the Tax. Luckily the weather was good enough for me to cross the Siskiyous that afternoon. The winds were about at the limit I would have tried it. Bit bumpy but I beat the Tax Man.

 
Like Kent, I’m new to this thread but enjoyed binge-reading it!

First off - Congratulations!!

That is a beautiful plane, and a great story! Thanks for the detail on your purchase journey and XC back home. Looking forward to more posts.

I fly a 180HP P2010 here in N. Cal (KLVK). Our club has one (Bay Area Flying Club) and it’s my go-to ride ;-). I absolutely love it, so I’m particularly jealous about yours! I’m a regular guy, trying to figure out how to pay for retirement soon, so I’m unlikely to even though it’s been my dream to own an AC, I’ll probably be a renter for life. So keep sending posts, and I can live vicariously!

One thing I notice about the Tecnam, is that although they position it as an excellent trainer (it is pretty nice to fly & land), it’s not really designed to take abuse. Our A&Ps are top notch, but they have to work to keep up on the little things that keep breaking - like the door stop rod anchors, the plastic cover around the seat belt anchors, the sun visors, etc. In another example, sliding the seats back and forth will rub the plastic trim on the floor etc. and in the case of the rear seat actually squish it to the point of cracking and eventually breaking off. It’s almost as if the designers (yes, Italian beauty) were not talking to the engineers (yes, Italian engineering, says the guy with a long history with Fiats ;-). Oh, and be sure to preflight your VGs on the tail - many of ours are missing (but still airworthy, according to the AFM).

I know you’re going to be taking great care of your beauty, so these things will likely never affect you (plus, except for that check-out ride, you’ll probably never ride in the back seats & kill the plastic trim)! But this eye-popper of an aircraft will never stand up to the abuse of a day-in-day-out training regimen and stay pretty - at least from the inside.

All that said, I’m jealous, jealous, jealous and CONGRATULATIONS!!

P.s. I come through So Cal a lot (brother lives in LB, and I have a house in SD), so it would be great to meet up in Fullerton some time! All the best — Kevin
 
Kevin Landel said:
Like Kent, I’m new to this thread but enjoyed binge-reading it!

First off - Congratulations!!

That is a beautiful plane, and a great story! Thanks for the detail on your purchase journey and XC back home. Looking forward to more posts.

I fly a 180HP P2010 here in N. Cal (KLVK). Our club has one (Bay Area Flying Club) and it’s my go-to ride ;-). I absolutely love it, so I’m particularly jealous about yours! I’m a regular guy, trying to figure out how to pay for retirement soon, so I’m unlikely to even though it’s been my dream to own an AC, I’ll probably be a renter for life. So keep sending posts, and I can live vicariously!

One thing I notice about the Tecnam, is that although they position it as an excellent trainer (it is pretty nice to fly & land), it’s not really designed to take abuse. Our A&Ps are top notch, but they have to work to keep up on the little things that keep breaking - like the door stop rod anchors, the plastic cover around the seat belt anchors, the sun visors, etc. In another example, sliding the seats back and forth will rub the plastic trim on the floor etc. and in the case of the rear seat actually squish it to the point of cracking and eventually breaking off. It’s almost as if the designers (yes, Italian beauty) were not talking to the engineers (yes, Italian engineering, says the guy with a long history with Fiats ;-). Oh, and be sure to preflight your VGs on the tail - many of ours are missing (but still airworthy, according to the AFM).

I know you’re going to be taking great care of your beauty, so these things will likely never affect you (plus, except for that check-out ride, you’ll probably never ride in the back seats & kill the plastic trim)! But this eye-popper of an aircraft will never stand up to the abuse of a day-in-day-out training regimen and stay pretty - at least from the inside.

All that said, I’m jealous, jealous, jealous and CONGRATULATIONS!!

P.s. I come through So Cal a lot (brother lives in LB, and I have a house in SD), so it would be great to meet up in Fullerton some time! All the best — Kevin
Click to expand...
Yes! Let me know when you are coming to the area and we'll meet!

You must fly N143TU!? I stopped by and looked at the plane before I ordered this one. And I've been to Livermore in mine since...

Thank you for all that information!

There are a lot of P2010 IO-360s at flight schools with the largest batch in the Texas area. Matter of fact I'm tracking all the US Tecnam 2010 I'll post them below.

Also, I'm tracking the US sales by serial numbers that I find and you can see from early on the plane hit the US with IO-360 then IO-390 and now it's tracking to TDI. There is a TDI near me, N660VA and I hope to meet the owner some day (if the owner is reading this PM me!)

As of Feb. 3, 2023 - Tecnam P2010 Tail Numbers, please let me know if I missed any and/or corrections to home state.

Additionally, I count TWO (2) P2010s released from Sebring, FL (US factory) in the last three days (N416J, N207US) and the highest P2010 serial number I've seen thus far is 207. I also added engine type for each tail #:

N# = Home State/Serial #, Engine Type

58FG = FL/US158, IO-390
64FG = NC/US188, TDI
117T = FL/US111, IO-390
118T = DE/US144, IO-360
127HH =NC/US056, IO-360
143TU = CA/US143, IO-360
144SE = CA/US156, IO-390 (mine)
157TD = NY/US157, TDI
204BP = HI/US104, IO-360
207US = ??/US207, TDI new SEF
210TD = AL/US145, TDI
228PM = TN/US160, TDI
228TA = VA/US028, IO-360
231GS = NJ/US132, IO-390
248TD = TX/US148, TDI
253CM = AZ/US153, IO-390
258CM = TX/US118, IO-390
258PM = KY/US163, TDI
264US = TX/US164, IO-360
339BE = FL/US012, IO-360
365US = TX/US165, IO-360
397TA = CO/US097, IO-390
404U = TX/US075, IO-390
416J = ??/US199, TDI new@SEF
418AT = CO/US108, IO-390
454RT = DE/US154, TDI
456JB = PA/US065, IO-390
(*471US = xx/US174, TDI exported to Argentina)
501U = TX/US101, IO-360
502U = TX/US102, IO-360
503U = TX/US103, IO-360
505U = FL/US93, IO-360
509U = TX/US109, IO-360
512PR = TX/US178, TDI
514CT = FL/US114, IO-390
527CM = NC/US107, IO-390
540VA = CT/US167, TDI
598TC = FL/US172, TDI
606U = TX/US094, IO-360
663AS = IA/US194, TDI
660VA = CA/US173, TDI
681F = FL/US186, no engine in FAA reg
698T = IL/US098, IO-390
771U = TX/US177, IO-360
816GS = AL/US168, IO-390
831P = TX/US138, IO-390 for sale
871US = FL/US187, no engine in FAA reg
909U = TX/US095, IO-360
929MH = MT/US152, TDI
951FG = FL/US159, IO-390
1102T = KS/US130, IO-390
1472W = FL/US191, IO-360
1474W = FL/US192, no engine in FAA reg
3382T = FL/US082, IO-390
3635T = FL/US058, IO-360
4546T = MA/US078, IO-390
4825T = AL/US073, IO-390
============== 56 (*excludes 471US)

Below you can see US sales trends for the P2010, by serial number, and it is now trending to the TDI engine (as of 2/3/2023):

6-- = IO-360 engine
-9- = IO-390 engine
--T = TDI engine

012 6--
028 6--
056 6--
058 6--
065 -9-
073 -9-
075 -9-
078 -9-
082 -9-
093 6--
094 6--
095 6--
097 -9-
098 -9-

101 6--
102 6--
103 6--
104 6--
107 -9-
108 -9-
109 6--
111 -9-
114 -9-
118 -9-
130 -9-
132 -9-
138 -9-
143 6--
144 6--
145 --T
148 --T
152 --T
153 -9-
154 --T
156 -9-
157 --T
158 -9-
159 -9-
160 --T
162 --T
164 6--
165 6--
167 --T
168 -9-
172 --T
173 --T
174 --T
177 6--
178 --T
188 --T
191 6--
194 --T
199 --T

207 --T

Scott
N144SE
www.FlightFollowing.aero
 
Last edited:
FPK1 said:
Yes! Let me know when you are coming to the area and we'll meet!

You must fly N143TU!? I stopped by and looked at the plane before I ordered this one. And I've been to Livermore in mine since...
Click to expand...

Yes indeed! Wonderful AC.

Unfortunately, I just learned that it has been sold! Sad, sad day ;-(
Back to Cessnas and Pipers and wishful thinking I guess

Blue skies,
--Kevin
 
As you can read above, I flew my new Tecnam P2010 from Sebring, FL, KSEF, to my home airport in Fullerton, CA, KFUL, arriving home on 2/23/2022. To put some closure on 2022, here are all the places I flew in 2022 in my new P2010:

NYL Yuma, AZ

GYR Goodyear, AZ

HND Henderson, NV

IFP Laughlin/Bullhead City, AZ

ONT Ontario, CA then on to CHD, Chandler, AZ

FFZ Falcon Field, Mesa, AZ

MHR Mather Airport, Sacramento, CA, then on to RNO, Reno, NV

CRQ Palomar Airport, Carlsbad, CA

To TUS Tucson, AZ to HOB Lea County Regional Airport, NM, to TUL Tulsa, OK, to MKC Kansas City, MO

And on the way back to SPS Wichita Falls Regional Airport, TX, to ELP, El Paso, TX, to TUS again, Tucson, AZ, and home.

The above round trip was 3400 nm.

NYL Yuma, AZ, again.

HND Henderson, NV, again.

LVK Livermore, CA

3O8 Harris Ranch Airport, Coalinga, CA

CNO Chino, CA

MYF Montgomery Airport, San Diego, CA

CNO Chino, CA again.

LGB Long Beach, CA

IZA Santa Ynez, CA

POC, Brackett Airport, Pomona, CA

CRQ, Palomar Carlsbad, CA again.

And SNA, John Wayne Airport, Santa Ana, CA.

There was also some pattern work mixed in the above as well...

Total hours flown in 2022 (10 1/2 months, actually) was 138.2 (late fall/winter here keep me grounded more than I would have liked). And the most rain in over a decade here in the Los Angeles / Orange County region has limited my flights a little for 2023. But stay tuned, I have a long cross country planned for March!

You can also ask to follow me at

www.flightfollowing.aero
 
March 1, 2023 Update - Tecnam P2010 US Tail Numbers; please let me know if I missed any and/or any corrections!

5 = New P2010s released from Sebring, FL (US factory) in February 2023:
N207US s/n 207
N416J s/n 199
N712WK s/n 211
N880VA s/n 185
N990VA s/n 201

5 = Used P2010s for sale:
N210TD s/n 145, TDI
N228PM s/n 160, TDI
N730TA s/n 030, IO-360
N831P s/n 138, IO-390
N1102T s/n 130, IO-390

1 = US registered P2010 being flown in Italy:
N590WT s/n 198

Highest P2010 US serial number seen todate = 211.

N# = Home State/Serial #, Engine Type

58FG = FL/US158, IO-390
64FG = NC/US188, TDI
117T = FL/US111, IO-390
118T = DE/US144, IO-360
127HH =NC/US056, IO-360
143TU = AZ/US143, IO-360
144SE = CA/US156, IO-390 (mine)
157TD = NY/US157, TDI
204BP = HI/US104, IO-360
207US = FL/US207, TDI new
210TD = AL/US145, TDI for sale
228PM = TN/US160, TDI for sale
228TA = VA/US028, IO-360
231GS = NJ/US132, IO-390
248TD = TX/US148, TDI
253CM = AZ/US153, IO-390
258CM = TX/US118, IO-390
258PM = KY/US163, TDI
264US = TX/US164, IO-360
339BE = FL/US012, IO-360
365US = TX/US165, IO-360
397TA = CO/US097, IO-390
404U = TX/US075, IO-390
416J = GA/US199, TDI new
418AT = CO/US108, IO-390
454RT = DE/US154, TDI
456JB = PA/US065, IO-390
(471US = xx/US174, TDI exported to Argentina*)
501U = TX/US101, IO-360
502U = TX/US102, IO-360
503U = TX/US103, IO-360
505U = FL/US93, IO-360
509U = TX/US109, IO-360
512PR = TX/US178, TDI
514CT = FL/US114, IO-390
527CM = NC/US107, IO-390
540VA = CT/US167, TDI
590WT = xx/US198, TDI Capua, IT**
598TC = FL/US172, TDI
606U = TX/US094, IO-360
663AS = IA/US194, TDI
660VA = CA/US173, TDI
681F = FL/US186, no engine in FAA reg
698T = IL/US098, IO-390 for sale
712WK = FL/US211, TDI new
730TA = IN/US030, IO-360 for sale
769LN = CA/US064, IO-390
771U = TX/US177, IO-360
816GS = AL/US168, IO-390
831P = TX/US138, IO-390 for sale
871US = FL/US187, IO-390
880VA = ??/US185, TDI new@SEF
909U = TX/US095, IO-360
929MH = MT/US152, TDI
951FG = FL/US159, IO-390
990VA = ??/US201, engine no specified, new@SEF
1102T = KS/US130, IO-390 for sale
1472W = FL/US191, IO-360
1474W = FL/US192, IO-360
3382T = FL/US082, IO-390
3635T = FL/US058, IO-360
4546T = MA/US078, IO-390
4825T = AL/US073, IO-390
=====================
62 Total:
*excludes 471US
**Includes 590WT, being flown in Italy and already a showing US registration
 
So, now that you have a lot of real world hours, what is the real world speed and fuel burn?
 
FPK1 said:
One year ago today I picked up my new Tecnam P2010 and flew her home KSEF -> KFUL!
Click to expand...
Wow, the year has flown by. It feels like it was just yesterday. I hope you've flown a lot and had a smooth first annual inspection so you can fly even more this year!
 
Fantastic! Gorgeous airplane (really love the interior), and it's been fun following along the thread. Enjoy!
 
I finally managed to fly another 2 hours this week ok our club airplane. SN18 so she has seen some abuse already by the members. They changed the prop, got a new nose gear assembly which should be sturdier then the original design.
 

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Andy Appeltans said:
I finally managed to fly another 2 hours this week ok our club airplane. SN18 so she has seen some abuse already by the members. They changed the prop, got a new nose gear assembly which should be sturdier then the original design.
Click to expand...
When was it manufactured? I'd guess maybe 2016?
 
FPK1 said:
One year ago today I picked up my new Tecnam P2010 and flew her home KSEF -> KFUL! As you can read from this thread, quite an experience!
c6d5c9d847f698a3de1b4f8f96478e5b.jpg
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0df0dd017d6baaa9b2d97d32c5ea764d.jpg
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Click to expand...

Like Kent, I’m new to this thread but enjoyed binge-reading it!

First off - Congratulations, this truly looks like a beautiful airplane and such a great story. Thanks for the detail on your purchase journey and XC back home. Looking forward to more posts with any more fun trips.

I fly a DA40 and loved it after piper cherokee and 172 and about to rent a cirrus sr22 to compare before making a purchase. I was wondering how did you decide on your airplane over diamond since used ones with low hours are about the same price and I have been reading more about diamonds here then Tecnam. Also, you mentioned that you completed the first annual. Was there anything unexpected? Is there anything you do not like or wish you knew kind of thing about Tecnam?

Please keep sending posts, and I can live vicariously! Loved reading the entire journey, and that`s also my dream to own an AC someday. I have been renting from LGB, SNA, PSP and it looks like renting is nothing like owning it. I am still a newbie and learning from all of you guys. I appreciate everyone who took the time to share their knowledge/experience here!

Adam
 
Adam,

I had a few hundred hours in a 172, steam gauge and G1000, and I decided that I wanted to buy a used 182. I wanted the used 182 to have WAAS so that limited me to like 2007 or 2008 and above models. Turbo would be nice. I started renting a used 182 and got my high performance and some high performance time in the hopes it would eventually lower my insurance when I bought a high performance plane. And it did...

This was 2021 and the price for used planes was extremely marked up. I even got a quote for a new 182 at $610,000 and a new 172, but I don't remember the price $550k, maybe. The Cirrus were too expensive for my budget. I looked at the diamond DA40 NG and had discussions with LifeStyle Aviation and received a quote, and it too was high. I also am uncomfortable with the fuel system in the Diamond DA40. I got the feeling it's difficult to actually know how much fuel you have. But that could just be exposure, experience, and training needed to overcome that. You also give up some useful load for the heavier diesel engine.

I spoke to my finance company and they would finance 80% of the true value of the plane, if nee, and 80% of the retail price, if used, except the used 182s were marked up significantly, so in addition to the 20%, I'd have to pay 100% of the markup. Instead, I decided to lean toward new and put down 30%. The used plane market was marked up and should that bubble burst I'd have an expensive used plane with less value. So I decided to go new and if the market bubble burst then I've only lost what you typically lose in a new airplane. At least that's what I told myself!

A friend of mine had heard of Tecnam and suggested I do some research, which I did, and I was pleased with what I found and the P2010 with the high performance IO-390 engine. At the time their diesel was not yet a certified in the US and I had pretty much ruled out a diesel anyway because the FADEC worries me and you lose some useful load with the diesel engine. I prefer the high wing since I was born and raised in a 172 and I also like the shade it provides.

The Tecnam P2010 MkII with 215 HP engine checked all the boxes for me. G1000 NXi panel, 4 seats, 3 doors, 61 gallons usable fuel, sufficient useful load for my passengers and missions, fantastic range (actually limited only by my bladder), excellent warranty, Lycoming engine that my local mechanic was familiar with (and he has since become Tecnam certified). Timing was great, as Tecnam was focusing on the US, so I got a good deal on a new one and placed the order. I was able the order in colors and configuration that I wanted, added Synthetic Vision and some other options, and had enough time to reserve a tail number and make it available to put on this plane.

The plane has exceeded my expectation and is a joy to fly. It has ramp presence and ATC and towers are often asking me what it is. The cruising speeds and fuel burn have been excellent. Honestly, there is nothing I dislike about it. I asked my mechanic to do the Tecnam 100 hour inspection/ maintenance and he told me when he was done that it was basically the same as an annual, so he wrote it up as an annual. No surprises and because the plane is new it wasn't that terribly expensive.

By the way, insurance cost have been extremely reasonable and routine maintenance costs have been extremely reasonable.

I post here occasionally to keep this thread alive so that people like you can stumble across it and enjoy it. I don't over post, however. If you want to see more of what I do with my Tecnam you can ask to follow me here where I post more often:

www.FlightFollowing.aero

Scott
N144SE
 
Thank you so much for the great information, Scott! Now, I will be also looking at a Tecnam.

I completed my entire training on piper Cherokees and then tried Cessnas. My pilot friend told me to try as many airplanes before purchasing any. So, I have been doing that; really liked DA40 although I only had short trips. I also tried Icon A5 and it is a fun airplane but not that many around and not sure that`s the one I would get. Planning to fly Cirrus sr22 next week since everyone talks about it highly but I can`t purchase one brand-new tho.

My mission is to fly cross country eventually and at least once, and now only flying around LGB and PSP. Realistically, I have been flying around 50 hours a year, and I know many experienced pilots here advise not to buy but just continue to rent but rentals are usually not the best airplanes and schedules are really tight on those and they don`t allow you to keep AC for days unless you are paying a significant amount for that. I love flying and anything related to aviation.

Ideally, I would love to partner up with someone who already has an airplane but it looks like many people do not want to share their planes and I highly respect that. The ones who are willing to do are the time-builders so far and I do not fit in that category. I am still a newbie with less than 200 hours and as you`d guess already have many questions and really confused. This community really helps, and I am proud to be part of it.

Any advise would be greatly appreciated because I do not want to end up buying an airplane and dealing with all the costs just to fly 50 hours a year.

Adam
 
I should add one additional reason why I bought a plane was because it was getting difficult to rent a plane. And if I could rent a plane, I always had to be cognizant of the schedule before and after me. So it was never really easy to just fly somewhere, take your time and fly back. Nor could I go somewhere overnight for a day or two...

Fullerton Airport has a club called Smoke Eagles, however, I was #18 on their waiting list so it would have taken years to become a member. They have a 172 and a 182. You might consider joining that club and or look for others while you're building time.
 
Thank you so much. I have just contacted them. Appreciate your help.
 
FPK1 said:
KTAS 130-135 and 10 GPH. Very happy with it!
Click to expand...

Have you been leaning it more aggressively now that you’ve operated it for awhile? The reason I ask is because earlier you indicated “under 12 gph” or about 11-12 gph for the same speeds. Or, are the answers based on different altitudes and power settings? This is not a criticism, but a genuine question of interest. Sweet looking plane and the lower GPH makes it even more attractive.
 
TrueCourse said:
Have you been leaning it more aggressively now that you’ve operated it for awhile? The reason I ask is because earlier you indicated “under 12 gph” or about 11-12 gph for the same speeds. Or, are the answers based on different altitudes and power settings? This is not a criticism, but a genuine question of interest. Sweet looking plane and the lower GPH makes it even more attractive.
Click to expand...
Yes while breaking it in did it exceed 1350 EGT, now it's best GPH at 1450...
 
Here is the April update on Tecnam P2010 aircraft in the US:

April 1, 2023 Update - Tecnam P2010 US Tail Numbers; please let me know if I missed any and/or any corrections!

4 = New P2010s released from Sebring, FL (US factory) in March of 2023:
N54FG s/n 215, TDI
N127PM s/n 171, no engine in FAA reg
N520U s/n 205, no engine in FAA reg
N600VA s/n 197, no engine in FAA reg

6 = Used P2010s for sale:
N157TD s/n 157, TDI
N210TD s/n 145, TDI
N228PM s/n 160, TDI
N730TA s/n 030, IO-360
N831P s/n 138, IO-390
N1102T s/n 130, IO-390

Highest P2010 US serial number seen to date = 215

N# = Home State/Serial #, Engine Type

54NG = ??/US215, TDI, new
58FG = FL/US158, IO-390
64FG = NC/US188, TDI
117T = FL/US111, IO-390
118T = DE/US144, IO-360
127HH =NC/US056, IO-360
127PM = ??/US171, no engine in FAA reg, new
143TU = AZ/US143, IO-360
144SE = CA/US156, IO-390 (mine)
157TD = NY/US157, TDI
204BP = HI/US104, IO-360
207US = FL/US207, TDI
210TD = AL/US145, TDI for sale
228PM = TN/US160, TDI for sale
228TA = VA/US028, IO-360
231GS = NJ/US132, IO-390
248TD = TX/US148, TDI
253CM = AZ/US153, IO-390
258CM = TX/US118, IO-390
258PM = KY/US163, TDI
264US = TX/US164, IO-360
339BE = FL/US012, IO-360
365US = TX/US165, IO-360
397TA = CO/US097, IO-390
404U = TX/US075, IO-390
416J = GA/US199, TDI
418AT = CO/US108, IO-390
454RT = DE/US154, TDI
456JB = PA/US065, IO-390
(471US = xx/US174, TDI exported to Argentina*)
501U = TX/US101, IO-360
502U = TX/US102, IO-360
503U = TX/US103, IO-360
505U = FL/US93, IO-360
509U = TX/US109, IO-360
512PR = TX/US178, TDI
514CT = FL/US114, IO-390
520U = ??/US205, no engine in FAA reg, new
527CM = NC/US107, IO-390
540VA = CT/US167, TDI
590WT = xx/US198, TDI Capua, IT**
598TC = FL/US172, TDI
600VA = ??/US197, no engine in FAA reg, new
606U = TX/US094, IO-360
663AS = IA/US194, TDI
660VA = CA/US173, TDI
681F = FL/US186, IO-390
698T = IL/US098, IO-390 for sale
712WK = FL/US211, TDI
730TA = IN/US030, IO-360 for sale
769LN = CA/US064, IO-390
771U = TX/US177, IO-360
816GS = AL/US168, IO-390
831P = TX/US138, IO-390 for sale
871US = FL/US187, IO-390
880VA = AR/US185, TDI
909U = TX/US095, IO-360
929MH = MT/US152, TDI
951FG = FL/US159, IO-390
990VA = AR/US201, no engine in FAA reg
1102T = KS/US130, IO-390 for sale
1472W = FL/US191, IO-360
1474W = FL/US192, IO-360
3382T = FL/US082, IO-390
3635T = FL/US058, IO-360
4546T = MA/US078, IO-390
4825T = AL/US073, IO-390
=====================
66 Total:
*excludes 471US
**Includes 590WT, being flown in Italy and already a showing US registration
 
My P2010 has LEMO recepticle so I ordered a Lightspeed Delta Zulu headset with LEMO connector 2 1/2 months ago and love them. Very comfortable, flawless Bluetooth, and a built-in carbon monoxide detector. Programmed it upon receipt and now it will alert me to any unusual carbon monoxide. I can also check the readings of the carbon monoxide levels after each flight.

It also has the ability to run a hearing test so you can make electronic adjustments to sound frequencies to better hear the radio. Luckily my hearing is very good right now so I left it in default.

So my 2 3/4 year old Zulu 3 (GA plugs) will now move to the Co-Pilot seat...
 
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