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An Italian Light Twin Returns To Claim Its Star

The former Partenavia line finds a new welcome in the U.S.

By James Wynbrandt , Photography by Jim Koepnick Updated February 6, 2016 Save Article

Like a rock star of a certain age going back on the arena circuit, rumors of the return of the light twin formerly known as Partenavia—now the Vulcanair—have echoed around the domestic GA world for the better part of a decade. The Italian aircraft was a minor hit in the States back in the early ’90s, with its clear-nosed P68 Observer model favored by wildlife, law enforcement and other agencies for its utility and economy of operation. Then, it disappeared. Fans of the era hailed it as a multi-talented performer capable of taking on roles as a bush plane, cargo carrier, trainer, even executive transport. But that was more than 20 years ago. If a comeback materialized, would the Vulcanair still have what it takes to make it in the U.S. market?

A Star Returns Word came just before this year’s Sun ‘n Fun Fly-In that the P68 would relaunch in America at the event, and Plane & Pilot was invited to meet the enduring star during its reintroduction.

Resembling a svelte Aero Commander, N610VC, a new P68Vr retractable, was on the ramp at LAL’s Landmark Aviation with Chris Benaiges of Miami-based Americana Aviation, Vulcanair’s U.S. distributor and also Flight Design’s Southeast U.S. and Caribbean rep. Benaiges and two senior partners—Javier Cervera (www.cervera.com), a successful real estate entrepreneur and longtime private pilot, and Tony Alvarez, a retired Eastern Airlines pilot with longtime aviation business interests—formed Americana in 2012, and the Vulcanair had been in their sights since then. “We felt it could serve in niche markets nobody’s touching,” he said.

The two 200 hp IO-360 Lycomings and the fat wings together produce a 1,500-pound useful load and a 160-knot cruise speed (retract) on 19 gallons per hour, combined with takeoff and landing rolls of about 800 and 700 feet, respectively.

The thick airfoil on the P68 series, the high-wing configuration and sturdy gear make the Vulcanair comfortable on unimproved fields. Benaiges admitted this retract version might not be the first choice among V-models for bush ops, “but there’s no reason not to do soft-field, gravel-field, off-road landings,” he said, as he led the walkaround. “The airplane is really designed for that purpose. The beefy gear has no issue with that.”

Given these attributes, the question may be not if there’s room in the light-twin market for this aircraft, but what went wrong the first time around?

The Italian Partenavia P68, first produced in 1972, was designed by Luigi Pascale, a professor at Naples University; it was a departure from his earlier fabric singles designed for the club market. Pascale’s company went through several ownership changes before Vulcanair, based in Casoria, Italy, bought the Partenavia’s type certificate, design rights and trademarks out of bankruptcy in the mid-1990s. Some 450 P68s are now operating worldwide, according to the manufacturer. But in the U.S., “Nobody’s touched the market since Vulcanair got the assets 20 years ago,” Benaiges said.

The partners’ interest was sealed at Sun ‘n Fun 2014, where they checked out a new P68 en route to a buyer in Brazil. That July, the two companies, in discussions since 2013, signed their distribution agreement. (A previous effort by an Orlando-based company to bring the Vulcanair to the U.S. was unsuccessful.)

The Vulcanair—Outside In Nothing on walkaround is new to anyone who has preflighted a standard high wing, except you’ll need a stepladder to check the oil, as well as the fuel. This Vulcanair, like others for export, is outfitted with auxiliary fuels tanks, providing the range needed for their transatlantic ferrying. Fuel transfers from the auxiliary tanks by gravity as the mains empty, whereas the Partenavia required a transfer pump.

The sponson-like gear housings over the undercarriage on the retractable Vulcanair give the fuselage a little added swagger.

A light under the wing abeam the cabin door automatically illuminates for up to two minutes when the door is opened—the time is adjustable. The Vr’s factory-made leather seats can be tailored to customer preferences through an “almost endless” choice of leathers and accessory fabrics, Benaiges said. They can be arranged in club configuration, like the demo aircraft, or rows. Bench seating is standard for the last row, but individual seats are available as an option, and any individual seat can be removed for extra space or carrying cargo.

P68s are also available in cargo configuration, with no seats aft of the cockpit (in standard configuration, the cargo area still holds 400 pounds), special mission operations featuring a workstation for intelligence gathering equipment and two seats for monitors, and a medevac interior for patient transport.

N610VC’s seats are two-tone light gray with a stitched Vulcanair logo, accented by dark-gray carpet with off-white sidewall paneling. Every seat position has overhead LED lighting and USB charger for mobile devices, and each cabin window a sliding curtain.

Pilot’s Viewpoint A pilot door is standard on the Vr, the private entrance enhancing the feeling of command when taking the left seat. The cockpit is comfortable and well-laid out and features a Garmin G950 avionics suite. This is the first P68 in the U.S. equipped with a Garmin panel; French avionics manufacturer Sagem previously supplied the glass panelware, but Garmin will provide the panels for the U.S. market henceforth. Future iterations will also have a GFC 700 autopilot; the demo aircraft is equipped with an S-TEC.

The electrical panel and environmental controls are on the upper-left sidewall. In front, the instrument panel hosts a PFD facing the pilot, an MFD in the center with the audio panel set vertically between the screens and circuit breakers placed prominently before the right seat. Light switches are in front of the pilot along the panel bottom, gear handle and flap selector in the center, and autopilot, trim and additional system controls face the copilot’s position. Like the rest of the airplane, the cockpit uses LED lighting, and pilots can select blue, as well as red or white, for night operations.

The performance numbers and around-the-clock capability got me thinking of favorite wild destinations we could load up and be at in an hour or three—the Bahamas, the Yucatan, the Keys—but the Vulcanair had to be back here on display at LAL to meet its public when the show opened at 9 a.m., so we’d settle for an aerial reconnaissance of the islands of Tarpon Springs some 45 nm WNW.

Operating The Vulcanair Private pilots may feel they’re flying an airplane above their grade level as they reach up to push the engine start button on the overhead panel. Other-wise, start-up is basic injected Lycoming times two, left side first. Following the respective starts, bring the generator/alternators online.

Operations in and out of Sun ‘n Fun are often an adventure, and on this morning, the announcement on frequency of an impending temporary airspace closure had us hustling to get underway. For taxiing, individual thrust controls combined with the differential braking give the Vulcanair exceptional ground maneuverability, capable of pivoting 360 degrees in place. We rolled onto 9L and lined up with one notch of flaps in and fuel pumps on. Benaiges talked me through the takeoff: Throttles are advanced full on a five-count. Lightly loaded, the Vulcanair accelerates briskly. Look for 65 to 70 knots and apply back pressure. Aim for an 80-knot climbout and retract the gear once a positive rate is established. The VSI tape should register 1,300 to 1,400 fpm at sea level. At 500 feet AGL, pitch down to a climb speed of about 105 knots for better visibility and an 800 to 900 fpm climb. Turn the fuel pumps off at 1,000 feet AGL. You can keep the same climb speed and performance up to about 8,500 msl in normally aspirated engines. Upon reaching altitude, max cruise power of 80% is about 23 squared. That was 1,500 feet for us as we headed toward the coast. On the way, Benaiges showcased the Vulcanair’s gear condition verification system: The MFD can display feeds from a pair of belly cams trained on the main and nose gear, providing visual evidence of their positions.

This was our first time over the Tarpons Springs coast. The string of isles, alternately primeval and condo-studded, seemed to reflect the raw and refined natures of the P68 itself.

On the way back toward LAL, we stay north of Tampa’s Class Bravo for air work. The Vulcanair has a familiar feel to anyone who has time in a high-wing Cessna. Visibility is excellent, particularly over the nose, even without the Plexiglas snout of the Observer.

Keeping 2,300 rpm, we pulled the throttles back to about 15.9 inches to check slow flight characteristics. The first notch of flaps (15 degrees) and the gear can be dropped at 135 knots, though we kept the gear up, despite the bleating gear horn. At 105 knots, the flaps can be dropped to 30 and 35 degrees. All the while, our speed was bleeding off, now bouncing between 60 and 65, just above minimum controllable airspeed (MCA) at our weight. Trimmed about two degrees nose up at 65 knots, we made shallow turns to the left and right, the Vulcanair maneuvering stably.

But most pilots are more concerned about a twin’s engine-out characteristics than slow flight handling. To simulate the an engine out, after throttling both up to cruise power, in lieu of feathering the prop, we simply pulled back to 500 rpm and idle power on the No. 1 (critical) engine. Flying at about 97 knots, rudder trim compensated for the asymmetric thrust, and turns in both directions, keeping about five degrees of bank into the operative engine, were again uneventful.

Time was also flying, and the Vulcanair’s faithful fans were doubtlessly starting to gather, so we called the tower and received clearance for the Sun ‘n Fun Warbird Arrival from the south, cutting considerable time off having to fly the standard Lake Parker Arrival. Benaiges briefed me on pattern speeds, manifold pressures and flap settings. The numbers underscore the twin’s docile nature: 90 to 100 knots on downwind, 80 to 85 on base and 75 to 80 on final. And of course, we’ve got the belly cams to confirm our gear is down. Given the performance, the characteristics and capabilities, and the thin competition in the light-twin market, I’m thinking this comeback could be bigger than the first time around.

But this is Sun ‘n Fun, and the tower announces without explanation that LAL is temporarily closed. We’re told to hold in present position, five miles south of the field, number two behind a Ford Tri-Motor in sight. Initial indications are it’s going to be at least half an hour. We pull back to 20 inches and fly lazy racetracks. We won’t be back on the ground before 9 a.m. Benaiges is a little concerned, but the Vulcanair is cool and calm. It has kept fans waiting for 20 years. What’s a few more minutes?

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P68C-TC 7 Pages

Catalog excerpts

STANDARD EQUIPMENT LIST IMPORTANT NOTE: this document is a general description of the aircraft equipment only. It is not a technical document and is to be used only for the purpose of generally describing the aircraft standard equipment. Vulcanair S.A. and Vulcanair S.p.A. reserve the right to make changes in specifications, materials, equipment or prices at anytime without prior notice or to discontinue models as required. It is the responsibility of the pilot to conduct all operations in accordance with the approved Pilot’s Operating Handbook, which is the only official source of data. Vulcanair S.p.A. Copyright © 1996-2016 All Rights Reserved.

POWERPLANT AND PROPELLER Engines: Two Textron Lycoming TIO-360-C1A6D 210HP @ 2575 RPM Turbocharged version Dual Ignition Magnetos, Two Engine Mounts: Dynafocal Type, Two Engine shock absorber, Two Oil System: Oil Filters Cartridge Type, Two Oil Coolers Full Flow, Two Air Intake System: Air Filter, Two Alternate source w/Manual Control, Two Geared Starter: Two Propeller: Hartzell, Two Blade, Constant Speed Full Feathering Propellers, Two Polished Propeller Spinners, Two Hydraulic Propeller Governor, LH Hydraulic Propeller Governor, RH FLIGHT INSTRUMENTS AND INDICATORS DIGITAL PRIMARY DISPLAY...

vulcanair H aircraft Hi COCKPIT, FLIGHT AND GROUND CONTROLS Dual primary Flight Controls Landing Gear, Fixed Tricycle Automatic Emergency Locator Transmitter ELT 406 MHZ Engine Control Pedestal mounted with adjustable friction: Throttle, Two Propellers, Two Mixture, Two Flight Trim Controls: Rudder: Mechanic wheel on Pedestal with Indicator Stabilator: Mechanic wheel on Pedestal with Indicator Stabilator: Electric switch on control Wheel Alternate Source Engine Air Inlet Control Alternate Instrument static Source and Control Heavy Duty Brake System: Pilot Toe Brake Cylinders Co-pilot Toe...

LH Switches Panel Landing Light Navigation Lights Stall Heated detector Pitot Heat Strobe Light Taxi Light Ice Inspection Light RH Switches Panel A/P Master A/P Elect. Trim ELECTRICAL SYSTEMS 24 Volt, 19 Amp/Hour Battery (Concorde RG24-20) 130 A Alternator 28Vdc, Two Voltage Regulators, Two Resettable Circuit Breakers External Power Supply Receptacle Static Discharge Wicks FUEL SYSTEM Two Fuel Tanks with 142 Gallons (538 litres)Total Capacity; 138Gallons Usable (520 Litres) Auxiliary Electric Pump, Two Individual Fuel Tank Quick Drain, Two Fuel Strainer, Two Fuel Filter, Two Fuel Gascolator...

vulcanair ■ aircraft Hi INTERIOR LIGHTING: Map swivel light with touch sensing control, Two (LED) Under-wing Courtesy Light, One (left side) Cabin Reading Lights, Four Internally Lighted Rocker Switches CABIN COMFORT SYSTEM Cabin Air Heating System Fan Heater/Windshield Defrost Cabin Fresh Air Vent with Ventilation Fan Overhead Cabin Fresh Air Distribution Vents, Two Pilot Door ( rh side of aircraft) Cabin Door Rear Cargo Door Emergency Escape Window Soundproofing EXTERNAL FEATURES Standard paint scheme Full Chemical Corrosion Protection Tow Bar Tie-Down Rings, Three Jack Pads Control...

vulcanair ■ aircraft Hi COCKPIT AND CABIN APPOINTMENTS Speaker Luggage Compartment (24 Cu.Ft., 400Lbs) Pilot and Co-Pilot Seats reclining fore/aft and vertical adj., with magazine storage pockets on back; Rear Passenger seat with reclining feature and fore/aft adjustable (2nd Row), Two. Rear Passenger Seat (3rd Row), Two. Three Point Seat Belts and Inertial Reel, Six Lightweight Carpeting Pilot and Co-pilot Storm Windows Sunvisor, Two 24 Volt, 5 Amp Auxiliary Power Socket, Three Map Pockets, Two Emergency Torch First Aid Kit Manual Fire Extinguisher Pitot Tube Cover Fuel Stick Gauge PRODUCT...

NEW GENERATION AVIONICS PACKAGE AUTOPILOT TWO AXIS S-TEC SYSTEM 55X GARMIN G950 INTEGRATED COCKPIT SYSTEM: DIGITALPRIMARY DISPLAY GARMIN GDU 1040, CONTROL/DISPLAY UNIT, ONE DIGITAL MULTIFUNCTION DISPLAY GARMIN GDU 1040, CONTROL/DISPLAY UNIT, ONE AHRS GARMIN GRS 77/GMU 44, ONE TRANSPONDER GARMIN GTX 33 MODE S AUDIO PANEL WITH MARKER BEACON AND INTERCOM GMA 1347 GIA63W COMM/NAV/GS/GPS INTEGRATED AVIONIC UNITS, TWO AIR DATA COMPUTER GARMIN GDC74A ENGINE INTERFACE UNIT GARMIN GEA71, TWO Note: Cockpit shown with some optional equipment Vulcanair S.A. and Vulcanair S.p.A. reserve the right to...

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Savvino-storozhevsky monastery and museum.

Zvenigorod's most famous sight is the Savvino-Storozhevsky Monastery, which was founded in 1398 by the monk Savva from the Troitse-Sergieva Lavra, at the invitation and with the support of Prince Yury Dmitrievich of Zvenigorod. Savva was later canonised as St Sabbas (Savva) of Storozhev. The monastery late flourished under the reign of Tsar Alexis, who chose the monastery as his family church and often went on pilgrimage there and made lots of donations to it. Most of the monastery’s buildings date from this time. The monastery is heavily fortified with thick walls and six towers, the most impressive of which is the Krasny Tower which also serves as the eastern entrance. The monastery was closed in 1918 and only reopened in 1995. In 1998 Patriarch Alexius II took part in a service to return the relics of St Sabbas to the monastery. Today the monastery has the status of a stauropegic monastery, which is second in status to a lavra. In addition to being a working monastery, it also holds the Zvenigorod Historical, Architectural and Art Museum.

Belfry and Neighbouring Churches

Located near the main entrance is the monastery's belfry which is perhaps the calling card of the monastery due to its uniqueness. It was built in the 1650s and the St Sergius of Radonezh’s Church was opened on the middle tier in the mid-17th century, although it was originally dedicated to the Trinity. The belfry's 35-tonne Great Bladgovestny Bell fell in 1941 and was only restored and returned in 2003. Attached to the belfry is a large refectory and the Transfiguration Church, both of which were built on the orders of Tsar Alexis in the 1650s.  

To the left of the belfry is another, smaller, refectory which is attached to the Trinity Gate-Church, which was also constructed in the 1650s on the orders of Tsar Alexis who made it his own family church. The church is elaborately decorated with colourful trims and underneath the archway is a beautiful 19th century fresco.

Nativity of Virgin Mary Cathedral

The Nativity of Virgin Mary Cathedral is the oldest building in the monastery and among the oldest buildings in the Moscow Region. It was built between 1404 and 1405 during the lifetime of St Sabbas and using the funds of Prince Yury of Zvenigorod. The white-stone cathedral is a standard four-pillar design with a single golden dome. After the death of St Sabbas he was interred in the cathedral and a new altar dedicated to him was added.

Under the reign of Tsar Alexis the cathedral was decorated with frescoes by Stepan Ryazanets, some of which remain today. Tsar Alexis also presented the cathedral with a five-tier iconostasis, the top row of icons have been preserved.

Tsaritsa's Chambers

The Nativity of Virgin Mary Cathedral is located between the Tsaritsa's Chambers of the left and the Palace of Tsar Alexis on the right. The Tsaritsa's Chambers were built in the mid-17th century for the wife of Tsar Alexey - Tsaritsa Maria Ilinichna Miloskavskaya. The design of the building is influenced by the ancient Russian architectural style. Is prettier than the Tsar's chambers opposite, being red in colour with elaborately decorated window frames and entrance.

At present the Tsaritsa's Chambers houses the Zvenigorod Historical, Architectural and Art Museum. Among its displays is an accurate recreation of the interior of a noble lady's chambers including furniture, decorations and a decorated tiled oven, and an exhibition on the history of Zvenigorod and the monastery.

Palace of Tsar Alexis

The Palace of Tsar Alexis was built in the 1650s and is now one of the best surviving examples of non-religious architecture of that era. It was built especially for Tsar Alexis who often visited the monastery on religious pilgrimages. Its most striking feature is its pretty row of nine chimney spouts which resemble towers.

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