This flight is to be an introduction to Tecnam’s latest offering, which fits into the ‘microlight/ultralight class’ and LSA and is therefore not a certified aircraft.

From the outside features include lamina flow wing; effectively a Tecnam Sierra wing raised to sit above the cabin. No supporting struts. Deeper doors, quick release lift up doors either side of the engine bay, full 180-degree view through the rear of the cabin, rounded stabilator tips and wing tip fairings. This is an all-metal aircraft too.

A look inside before preflight shows the usual Tecnam panel layout. This demonstrator has a basic VFR panel as equipped from the factory. Only a transponder and VHF radio have been added. There is lots of room for a more comprehensive instrument fit and avionics stack.

There is a massive luggage area behind the two seats. The only limiting factor to filing the space is the all up weight of the aircraft.

Preflight complete. The entrance to the cabin is reviewed. Far left seat flight it is lead with the right leg, duck head under door lintel and slide bottom on to seat followed by left leg. The Bravo sits fairly high off the ground but Giovanni Nustrini assures me that slighter stature pilots are not challenged. In fact the seat adjustment travel has been increased and may be locked further forward to bring shorter legs closer to the rudder pedals and do away with any need for cushions. The leading edge of the seat is recessed for full stick travel – more so that the Tecnam Echo.

Startup is standard Rotax 912 and we taxi out to the holding point. The Bravo, as with its siblings, has a steerable nosewheel. This demonstrator has the standard fixed pitch propeller. A constant speed unit is available and has been evaluated by distributors Tecnam Ltd. Run up and take off shows nothing untoward.

Two up and three quarters fuel we’re off the wet grass at Thames at 45kts indicated in about 200 m and climbing out at a best rate of climb of 80kts (1,000+ feet per min) with flaps retracted. Levelling out at 1500 feet over the Firth of Thames the transition to cruise is smooth and with power held at 5250 rpm – about 75 per cent - 115 kts comes up quickly. The Bravo trims out nicely too. Attitude is well defined and the aircraft is very stable in all axes. Getting it to fly hands off is a breeze. Giovanni further demonstrates stability with a series of S turns effected by rudder only. Pitch remains constant and the Bravo banks both left and right with little variation in speed or altitude.

After a little exploration of the slow flight abilities and visibility forward and above during max rate turns, we head back to Thames for a couple of circuits to try a couple of steep short approaches and max rate climb outs. All accomplished with ease and a minimal noise footprint too for the residents now surrounding the airfield.

An overall speed range of 40 – 135kts is pretty impressive but then this is a very clean airframe. Care and attention has been taken regarding aerodynamic performance.
The taller rudder makes an impression regarding its physical size outside. Inside the cabin there is width to spare. No rubbing shoulders.

The Bravo can be effective as a cruiser and double as a trainer too. In flight time to the training area is reduced with the 115kt cruise and a full training regime can be undertaken on a consumption of less than 20 litres per hour.

Giovanni Nustrini is enthusiastic about the Bravo. “I feel I have gone back about five years and the excitement of the launch of the Tecnam P92 Echo series. The Bravo feels as if Tecnam is launching something new again.”