AOPA Pilot Magazine - September 2014 - 54

The Astore looks like it is already flying while sitting on the ramp.
steep turns, and slow flight (at 38 knots
indicated-it could have gone slower). If
it wasn't stable, it wouldn't have passed
ASTM industry standards for Light Sport
aircraft. Obviously, visibility is terrific,
given the bubble canopy-although you
will want to buy auto store stick-on sun
shields. Ventilation thanks largely to

side-canopy adjustable vents is more than
adequate to keep you cool, and the canopy
can be slid back during taxi in summer.
To most pilots, it's not stall performance that matters but landing behavior.
Our tower controller was busy with helicopters and fast twins when Yeager and
I returned from the practice area west

SPEC SHEET
Tecnam Astore

BASE PRICE: $147,000
($176,000 WITH ROTAX 912IS)
SPECIFICATIONS

Cruise speed/endurance w/45-min rsv, std

Powerplant | 100 hp Rotax 912iS

fuel (fuel consumption) 4,000 ft

Recommended TBO 2,000 hr

@ 75% power, best economy | 113 kt/6 hr

Propeller | Sensenich two blade,
68 in dia, wood

(30.6 pph/4.1 gph)
Service ceiling | 15,500 ft

Length | 23 ft

Landing distance over 50-ft obstacle |

Height | 7 ft 6 in

1,083 ft

Wingspan | 28 ft 5 in

Landing distance, ground roll | 602 ft

of Frederick, and offered an expedited
landing. I accepted and reduced power to
idle abeam the runway touchdown zone,
adjusting elevator trim with an electric
switch on the control stick to establish
a 60-knot glide. Once on final I used a
forward slip to increase the descent rate
and established a 55-knot final approach
speed with flaps fully down. It should
be noted that some Light Sport aircraft
lack enough rudder authority to perform a forward slip, but the Astore had
no problem.
Light Sport aircraft, because of their
low mass, tend to lose momentum rapidly
KEEP IT COOL
Astore can accept the 22-pound
AMT FlyCool all-electric air
conditioner made especially
for Light Sport aircraft. It
promises to drop cabin
temperature 20 degrees
Fahrenheit in 10 minutes.

Wing area | 131 sq ft
Wing loading | 10.1 lb/sq ft

LIMITING AND RECOMMENDED AIRSPEEDS

Power loading | 13.2 lb/hp

VX (best angle of climb) | 57 KIAS

Seats | 2

VY (best rate of climb) | 69 KIAS

Cabin width | 3 ft 4 in

VA (design maneuvering) | 97 KIAS

Cabin height | 3 ft 3 in

VFE (max flap extended) | 68 KIAS

Empty weight | 809 lb

VNO (max structural cruising) | 115 KIAS

Empty weight, as tested | 877 lb

VNE (never exceed) | 150 KIAS

Max ramp weight | 1,324 lb

VR (rotation) | 39 KIAS

Max gross weight | 1,320 lb

VS1 (stall, clean) | 35 KIAS

Useful load | 511 lb

VSO (stall, in landing configuration) | 32

Useful load, as tested | 443 lb

KIAS

Payload w/full fuel | 338 lb
Payload w/full fuel, as tested | 270 lb

FOR MORE INFORMATION contact Tecnam

Max takeoff weight | 1,320 lb

US Inc., 6 Alan Jay Way, Suite 1, Sebring,

Max landing weight | 1,320 lb

Florida 33870, telephone 863-655-2400,

Fuel capacity, std |

29 gal (28.8 gal

website (tecnam.com), email sales.usa@

usable) 174 lb (172.8 lb usable)

tecnam.com.

Baggage capacity | 77 lb

All specifications are based on manufac-

PERFORMANCE

Takeoff distance, ground roll | 442 ft
Takeoff distance over 50-ft obstacle |
1,160 ft
Max demonstrated crosswind component
| 20 kt
Rate of climb, sea level | 885 fpm
54 | AOPA PILOT September 2014

turer's calculations. All performance figures
are based on standard day, standard atmosphere, sea level, gross weight conditions
unless otherwise noted.
EXTRA

Tests with a three-blade propeller show
cruise speeds of 118 knots true airspeed.

and reach a high sink rate with the throttle at idle. It's become my habit with any
Light Sport aircraft to land with a bit of
power to avoid rapid deceleration. Once
above the runway, I added a slight amount
of power and kept it there. Once in the
flare there was adequate time to judge the
descent rate for the slowest touchdown
possible, which the operating handbook
suggests should be 41 knots indicated airspeed. What resulted was a smooth landing
thanks more to airplane design than to pilot
technique. On the second flight around the
pattern the tower again asked for an expedited landing, again requiring a forward
slip to quickly lose altitude, but again the
result was a smooth touchdown. Any airplane that's easy to land is automatically a
great airplane.
Astore looks like it is already flying
while sitting on the ramp. That, and the
high probability of an excellent landing,
means you'll arrive in style aboard a design
that was 66 years in the making.
AOPA
EMAIL alton.marsh@aopa.org
http://www.tecnam.com
AOPA Pilot Magazine - September 2014

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