Start here
A few places to begin, from the aircraft’s story to the people who fly it.
Meet the aircraft
Tecnam unveiled the four-seat P2010 in 2011 and first flew it in 2012. European certification followed in 2014 and FAA validation in 2015. The high-wing design combines metal and composite construction. Engines and specifications differ between versions.
Aircraft background
Wikipedia contributors · Read more ↗A promising flight begins with a displaced fern
Marsh’s introduction to the P2010 included a small embarrassment outside the hangar: a tight taxiing turn knocked over a potted fern. With Shannon Yeager accompanying him and a camera recording the occasion, the flight had acquired a memorable detail before they reached the runway. In the air, Marsh found the aircraft predictable during the handling checks.
AOPA Pilot · September 2015. P2010 evaluation at Sebring, Florida, with Tecnam representative Shannon Yeager.
AOPA Pilot · Read more ↗Trim disconnect and autopilot master serve different functions
The v1.3 changelog separates AP Master from the yoke AP/Disc Trim button, which disengages the autopilot and disables elevator trim while pressed. Trim Disc separately enables or disables electric trim.
Tecnam P2010 · AeroSachs · MSFS 2020 · MSFS 2024
AeroSachs · Read more ↗Into the cockpit
YouTube AVweb · 7 min ·
Flying the Tecnam P2010
AVweb joins a demonstration flight in the Tecnam P2010.
Real aircraft · Tecnam P2010
Watch on YouTube ↗Preview images are served by AirframeDB. Videos open on YouTube only when you choose to watch.
Meet Tecnam P2010
Tecnam unveiled the four-seat P2010 in 2011 and first flew it in 2012. European certification followed in 2014 and FAA validation in 2015. The high-wing design combines metal and composite construction. Engines and specifications differ between versions.
Tecnam P2010
Aircraft type designators
Use the code for the model you are flying. The linked authority lists the applicable aircraft.
History & design
A new four-seater meets its American audience
Wynbrandt’s 2015 report places Tecnam’s US headquarters at Sebring, established the previous year. The P2010 demonstration aircraft was still awaiting FAA approval, so the account records an introduction period rather than the later production configuration represented by every simulator.
Plane & Pilot · The Tecnam P2010: Where Aircraft Performance and Passenger Comfort Meet ↗Contemporary US introduction report; later variants kept separate
Development milestones
First flight: 12 April 2012
Developed from: Tecnam P2008
Wikipedia contributors · Tecnam P2010 ↗Tecnam P2010 · family/variant named by the source · Wikipedia revision 1356674864
Pilot accounts
A promising flight begins with a displaced fern
Marsh’s introduction to the P2010 included a small embarrassment outside the hangar: a tight taxiing turn knocked over a potted fern. With Shannon Yeager accompanying him and a camera recording the occasion, the flight had acquired a memorable detail before they reached the runway. In the air, Marsh found the aircraft predictable during the handling checks.
The return included practice approaches and an attempt to land following a simulated engine failure. Marsh arrived higher than intended and used a slip, but still floated beyond his chosen touchdown point.
AOPA Pilot · September 2015. P2010 evaluation at Sebring, Florida, with Tecnam representative Shannon Yeager.
Read the full account · AOPA Pilot ↗A local test flight keeps the passengers in mind
Wynbrandt flew the P2010 while its American approval was still pending, so the evaluation stayed within the permitted local area around Sebring. Shannon Yeager accompanied him for the flight and touch-and-go landings. The particular aircraft had a cruise-oriented fixed-pitch propeller, an important detail when interpreting its takeoff and climb impressions.
Passenger comfort was a recurring theme in their conversation. Yeager worried that pilots could lose interest in flying when their families did not enjoy coming along. Wynbrandt considered the roomy cabin and easy access from that perspective, imagining how the aircraft might welcome someone new to light aviation.
Plane & Pilot · December 2015. Fall 2015 flight in N1107M with Shannon Yeager at Sebring; this aircraft had a fixed-pitch cruise propeller and was awaiting FAA approval.
Read the full account · Plane & Pilot ↗Mud at Capua brings an early prototype flight down to earth
Valenta’s visit to Capua began with Italian coffee and a muddy runway. Marco Locatelli tried the surface before their flight, leaving mud on the aircraft’s tail. Valenta recognised the conditions from his own flying and was more interested in the roomy cockpit, familiar Garmin displays and rear passenger door, which reminded him of his wife’s less convenient climb into a Cessna.
Taxiing through the mud demanded attention, but the steering soon felt natural. In flight, he liked the visibility and control response while finding the trim sensitive. The landing beyond a puddle pleased him enough to joke about winning a precision-flying competition.
Aeroweb.cz interview by Jan Drhlík · April 2013. Prototype demonstration at Capua with factory pilot Marco Locatelli; English summary of a Czech-language interview.
Read the full account · Aeroweb.cz ↗In your simulator
Systems, equipment and documentation for each developer’s aircraft.
MSFS 2020 · MSFS 2024Tecnam P2010
AeroSachs · Released
Tecnam P2010
AeroSachs · Released
Aircraft specifications
Published figures for the named real-aircraft variant. Simulator equipment and performance can differ.
| Specification | Published value |
|---|---|
| Length | 7.97 m (26 ft 2 in) |
| Wingspan | 10.30 m (33 ft 10 in) |
| Height | 2.64 m (8 ft 8 in) |
| Wing area | 13.90 m² (149.6 sq ft) |
| Empty weight | 818 kg (1,803 lb) |
| Max takeoff weight | 1,220 kg (2,690 lb) |
| Powerplant | 1 × Continental CD-170 liquid-cooled 4-cylinder in-line, 130 kW (170 hp) four-stroke diesel engine with double overhead camshaft (DOHC) and FADEC control. |
| Propellers | 3-bladed MT Propeller constant speed, 1.880 m (6 ft 2 in) diameter constant speed, clockwise rotation |
| Maximum speed | 260 km/h (160 mph, 140 kn) |
| Cruise speed | 237 km/h (147 mph, 128 kn) normal, at 65% power at 2,300 m (7,500 ft) |
| Stall speed | 96 km/h (60 mph, 52 kn) flaps down |
| Range | 1,780 km (1,110 mi, 960 nmi) |
| Service ceiling | 5,500 m (18,000 ft) |
| Rate of climb | 7.2 m/s (1,420 ft/min) maximum at sea level |
Manuals & resources
Find your next read
Choose a topic for a short introduction and a link to the original source. Simulator references identify the developer and edition they cover.
Simulator documentation
Trim disconnect and autopilot master serve different functionsTecnam P2010 · AeroSachs · MSFS 2020 · MSFS 2024
The v1.3 changelog separates AP Master from the yoke AP/Disc Trim button, which disengages the autopilot and disables elevator trim while pressed. Trim Disc separately enables or disables electric trim.
AeroSachs / erasam publisher changelog, v1.3
AeroSachs · Read the source ↗The G1000 gains engine pages and cockpit advisoriesTecnam P2010 · AeroSachs · MSFS 2020 · MSFS 2024
Version 1.3.2 added Lean and System pages plus Fuel Pump On, Pitot Heat Off and Door Open advisories. The changelog also documents the stall-warning breaker’s effect on the audible warning.
Publisher changelog, v1.3.2
AeroSachs · Read the source ↗The paper map is a static cockpit itemTecnam P2010 · AeroSachs · MSFS 2020 · MSFS 2024
Version 1.4.0 adds an animated paper map in the copilot’s bag. The publisher explicitly calls it non-interactive; it is separate from the navigation displays.
Publisher changelog, v1.4.0
AeroSachs · Read the source ↗External power is tied to the ground unitTecnam P2010 · AeroSachs · MSFS 2020 · MSFS 2024
Version 1.3 added external-power management linked to GPU visibility. Version 1.3.3 added an EXT. POWER advisory on the PFD.
Publisher changelog, v1.3 and v1.3.3
AeroSachs · Read the source ↗Pilot account
A promising flight begins with a displaced fernAOPA Pilot · September 2015. P2010 evaluation at Sebring, Florida, with Tecnam representative Shannon Yeager.
Marsh’s introduction to the P2010 included a small embarrassment outside the hangar: a tight taxiing turn knocked over a potted fern. With Shannon Yeager accompanying him and a camera recording the occasion, the flight had acquired a memorable detail before they reached the runway. In the air, Marsh found the aircraft predictable during the handling checks. The return included practice approaches and an attempt to land following a simulated engine failure.
Alton K. Marsh
AOPA Pilot · Read the source ↗A local test flight keeps the passengers in mindPlane & Pilot · December 2015. Fall 2015 flight in N1107M with Shannon Yeager at Sebring; this aircraft had a fixed-pitch cruise propeller and was awaiting FAA approval.
Wynbrandt flew the P2010 while its American approval was still pending, so the evaluation stayed within the permitted local area around Sebring. Shannon Yeager accompanied him for the flight and touch-and-go landings. The particular aircraft had a cruise-oriented fixed-pitch propeller, an important detail when interpreting its takeoff and climb impressions. Passenger comfort was a recurring theme in their conversation.
James Wynbrandt
Plane & Pilot · Read the source ↗Read the original documentation from the people who created it. Manuals open on their publisher’s website.
Aircraft background
Tecnam P2010Wikipedia contributors · Research background · retrieved 2026-09-12Product
TECNAM P2010 MSFS20AeroSachs · Official developer / designated store catalogue · checked 2026-09-12Type designator
ICAO Doc 8643 — aircraft type designatorsInternational Civil Aviation Organization · Public search data retrieved 2026-09-14; authority update 2026-09-03Built-in force-feedback profiles
Read the documentary basis, editable starting settings and remaining questions for the aircraft you fly. Each explanation refers to the exact profile revision shown.
Catalogue programme-20261022-v1 · 2 profile choices
AeroSachs Tecnam P2010 180HP
AeroSachs · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020 · MSFS 2024
AeroSachs Tecnam P2010 180HP: Mechanical primary controls motivate sustained stick loading.
Tecnam P2010
Free and Pro · Revision 1 · Partial review
MSFS 2024 · MSFS 2020
Tecnam P2010: Mechanical primary controls motivate sustained stick loading.
Tecnam P2010
Tecnam P2010: Mechanical primary controls motivate sustained stick loading.
Aircraft and simulator scope
- Tecnam P2010 · MSFS 2024 · family starting point
- Tecnam P2010 · MSFS 2020 · family starting point
Tecnam P2010 · Family sources identify only the variants and product versions described above.
The simulator model and controls
Tecnam unveiled the four-seat P2010 in 2011 and first flew it in 2012. European certification followed in 2014 and FAA validation in 2015. The high-wing design combines metal and composite construction. Engines and specifications differ between versions.
This starting point selects Tecnam P2010. Its aircraft-level settings do not select a particular developer’s custom systems.
How this profile feels
Mechanical primary controls motivate sustained stick loading. Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
The stabilator-trim wheel and optional electric equipment retain their own installation scope. Valid trim provides the configured pressure relief. Autopilot following is enabled for supported control references.
Controls and trim
The P2010 documentation identifies stabilator pushrods, mixed aileron linkage and electric flaps. Basic pitch trim uses a wheel/cable arrangement; developer renditions separately document electric-trim and autopilot equipment. Ground-set roll trim remains distinct.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
What the documentation establishes
AeroSachs identifies P2010 MSFS2020/2024.
Developer identifies trim wheel/indication; force authority is estimated.
Documentary review and sources
These decisions describe the documentary basis and remaining gaps for this revision. Aircraft documentation and a starting setting describe different kinds of evidence.
Aircraft and variant
ReviewedThis starting point selects Tecnam P2010. Its aircraft-level settings do not select a particular developer’s custom systems.
Flight controls
Not yet reviewedThe P2010 documentation identifies stabilator pushrods, mixed aileron linkage and electric flaps. Basic pitch trim uses a wheel/cable arrangement; developer renditions separately document electric-trim and autopilot equipment. Ground-set roll trim remains distinct.
Trim
ReviewedThe stabilator-trim wheel and optional electric equipment retain their own installation scope. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.
Autopilot and stability
Not yet reviewedFollowing is on at 0.1 authority when a supported, valid autopilot control reference is available.
Equipment
Not yet reviewedGear, flap and ground cues follow the selected settings and available simulator-reported states.
Speeds and limits
Not yet reviewedThe indicated-speed references set the profile response scale; they are separate from aircraft operating limits.
Simulator integration
Not yet reviewedThe profile targets msfs2024, msfs2020. Add-on-specific controls use only the supported references configured by this profile.
Force-feedback settings
Not yet reviewedThe settings define the profile’s effect balance. Device output limits affect physical hand force.
Starting settings and their rationale
These configured values are starting estimates. The explanations describe what each setting controls; physical validation appears separately below.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.74 | What it controls and whyMechanical primary controls motivate sustained stick loading. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 62.5 KIAS. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| Profile force gain | Starting value0.8 | What it controls and whyThe aerodynamic-load gain is 0.8 with an indicated-speed reference of 125 KIAS. This supplies speed-dependent loading alongside the spring. |
| Force tuning speed/reference | Starting value125.0 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Spring response reference speed | Starting value62.5 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Aileron force scale | Starting value0.72 | What it controls and whyRoll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value1.0 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Trim feel | Starting valueEnabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueEnabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Autopilot follow | Starting valueEnabled | What it controls and whyFollowing is on at 0.1 authority when a supported, valid autopilot control reference is available. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
All 44 starting settings and their rationale
The settings define the profile’s effect balance. Device output limits affect physical hand force.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.74 | What it controls and whyMechanical primary controls motivate sustained stick loading. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 62.5 KIAS. |
| Spring deadband | Starting value0.045 | What it controls and whySets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Profile force gain | Starting value0.8 | What it controls and whyThe aerodynamic-load gain is 0.8 with an indicated-speed reference of 125 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| QBlend Enabled | Starting valueEnabled | What it controls and whyAllows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| QSpring Minimum Factor | Starting value0.5 | What it controls and whySets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| QSpring Start Knots | Starting value17.5 kt | What it controls and whySets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring response reference speed | Starting value62.5 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed/reference | Starting value125.0 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening gain | Starting value0.15 | What it controls and whyThe high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 62.5 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed spring stiffening limit | Starting value5 | What it controls and whyLimits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | Starting value0.72 | What it controls and whyRoll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value1.0 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
| Trim feel | Starting valueEnabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueEnabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Elevator Authority | Starting value0.3 | What it controls and whyThe stabilator-trim wheel and optional electric equipment retain their own installation scope. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0. |
| Aileron Authority | Starting value0 | What it controls and whyScales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| Force Trim Enabled | Starting valueDisabled | What it controls and whyEnables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| GLoad Enabled | Starting valueEnabled | What it controls and whyAllows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| Rate Damping Enabled | Starting valueEnabled | What it controls and whyEnables rate damping with the configured coefficients and control law. |
| Autopilot follow | Starting valueEnabled | What it controls and whyFollowing is on at 0.1 authority when a supported, valid autopilot control reference is available. |
| Autopilot follow authority | Starting value0.1 | What it controls and whySets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot neutral hold strength | Starting value0.6 | What it controls and whySets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Gain | Starting value0.35 | What it controls and whySets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Gain | Starting value0 | What it controls and whySets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Gain | Starting value0.14 | What it controls and whySets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Maximum flap index | Starting value3 | What it controls and whySets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Minimum flap index | Starting value2 | What it controls and whySets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Gain | Starting value0 | What it controls and whySets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Shaker Enabled | Starting valueDisabled | What it controls and whyPermits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Stick shaker amplitude | Starting value0.5 | What it controls and whySets triggered shaker strength; inactive while the shaker feature is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables ground effects; each still needs its own strength and contact or motion telemetry. |
| Gain | Starting value0.4 | What it controls and whySets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Gain | Starting value0.25 | What it controls and whySets gear-bump texture during ground motion, separate from touchdown impact. |
| Gain | Starting value0.65 | What it controls and whySets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Gain | Starting value0 | What it controls and whySets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Enabled | Starting valueEnabled | What it controls and whyEnables engine cues with nonzero settings and valid running-engine telemetry. |
| Gain | Starting value0.12 | What it controls and whySets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Enabled | Starting valueEnabled | What it controls and whyEnables accessory cues with configured strengths and observed accessory movement. |
| Gain | Starting value0.12 | What it controls and whySets texture from observed flap movement; a command without movement does not establish the cue. |
| Gain | Starting value0 | What it controls and whySets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Limits and open questions
- Listing does not establish mechanical gearing.
- Follow is enabled without a P2010 servo-demand contract.
- Lycoming/TDI variants require separately matched engine/equipment scope.
- No P2010 IAS force schedule was established.
- Mesh/texture changelog does not qualify trim and autopilot signals.
- No common vibration frequency or hand forces is asserted across Lycoming/TDI.
Physical validation
No physical force validation is recorded in this public catalogue for this revision. Documentary review and software checks do not establish how a particular device feels.
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