Ferry flight of a Tecnam P2006T
Report on the Ferry Flight of a Tecnam P2006T from Melle, Germany to Benghazi, Libya
On February 28, 2025, a demanding ferry flight began: A 2010-built Tecnam P2006T, which I had brokered as an exclusive agent to a flight school in Cyprus, was to be flown from Melle, Germany, to Benghazi, Libya. The transfer presented a particular challenge, not only because of the long distance but also due to the extremely unfavorable time of year. Ferrying an aircraft without a de-icing system and without a pressurized cabin through Europe at this time required meticulous flight planning and constant weather monitoring.
Flight Planning – More Than Just Finding a Route
Planning such a ferry flight involves much more than simply charting a route. Key considerations included:
• Selecting suitable airfields, preferably with Mogas for the Tecnam P2006T.
• Weather conditions along the route, particularly the risk of icing and turbulence over the Alps.
• The aircraft’s limited range, which necessitated regular fuel stops.
• The service ceiling of only 14,000 feet, which made crossing the Alps highly dependent on weather conditions.
All these factors significantly influenced the route and required frequent adjustments based on actual conditions.
Day 1: From Melle to Augsburg – A Late Start with Challenges
The journey began early in the morning with a train ride to Melle, where the aircraft was to be handed over by the sellers. As is often the case in Germany, train delays were an issue. Despite this rocky start, the subsequent VFR flight to Augsburg went smoothly and without incident. The setting sunbathed the landscape in warm light as I landed just after sunset.
Day 2: Over the Alps to Terni and on to Malta – A Tight Schedule
The second day was packed: Two long legs were planned. Initially, the flight was supposed to be VFR over the Alps to Terni, Italy. However, just by looking out the window and at the weather charts, it was clear that the original plan had to be changed. Thickening clouds forced a switch to a Y-flight plan - starting IFR and later transitioning to VFR.
The climb through the thin cloud layer was remarkably smooth, and at 2,300 feet, the Tecnam broke through into bright sunshine. The view of the snow-covered Alpine peaks was breathtaking. Air traffic controllers in Germany, Slovenia, and Italy were extremely cooperative, offering multiple shortcuts along the planned route. Particularly helpful was a reminder from the FIS controller to close the flight plan after landing at the uncontrolled airfield in Terni - an easy detail to overlook in the rush.
Upon arrival in Terni, there was no time to waste: Refueling was completed quickly, the next flight plan was filed, and the journey continued. However, before departure, I used the short break to make two phone calls with interested customers. To my delight, they agreed on the purchase of a Saratoga during our conversation. I would prepare the sales contract upon my return - a successful deal that lifted my spirits for the next leg.
The second leg took me over the Mediterranean to Malta—this time with a Z-flight plan: Initially VFR heading south, over beautiful landscapes and isolated islands, then IFR past Palermo toward Malta.
Flying over the Tyrrhenian Sea presented its own challenges. The planned flight level of FL 110 had to be abandoned due to icing conditions. Instead, I descended into warmer air layers—which also meant reverting to visual flight rules, as the minimum IFR altitude could no longer be maintained.
The night approach into Malta was a spectacular experience: The island’s lights sparkled like gemstones in the darkness, and the controller guided me along the northeastern coastline into the final approach for Runway 23. Despite the exhaustion of a long day, the sight alone made it all worthwhile. After landing, everything moved quickly refueling, a quick dinner, and then straight to the hotel. The alarm was already set for 5:00 AM.
Day 3: Early Departure to Benghazi – A Different Kind of Morning
The morning started earlier than desired, and at this hour, there was neither coffee nor breakfast at the hotel. Arriving at the airport on an empty stomach, a small breakfast at the terminal provided at least some energy for the upcoming leg. A croissant and a quick coffee were not exactly gourmet, but they helped shake off the fatigue.
The handling agent was already waiting at the terminal, formalities were quickly completed, the invoice of over 400 EUR for slots and fees was paid, and at exactly 07:14 AM, I took off in the Tecnam. The flight to Benghazi went exactly as planned. On the ground, strong winds of up to 20 knots from 140 degrees prevailed, but at altitude, the winds were light and variable as forecasted.
After about three hours, the Libyan coast appeared on the horizon, and the tension eased slightly. However, landing still required full concentration: With 15–20 knots of headwind, a 10NM final approach takes a bit longer. Eventually, the landing gear touched down safely on the runway in Benghazi—the mission seemed complete. However, the next surprise awaited me: The scheduled airline return flight had been canceled - I would have to stay an extra day. Fortunately, the aircraft buyer arranged comfortable and secure accommodation.
Day 4: Departure from Libya and the Journey Home
The next day, the buyer’s assistant proved extremely helpful, assisting with the departure formalities at the airport. However, the security check brought an unexpected complication: My backpack was thoroughly searched, and the lack of an entry stamp in my passport led to a series of frantic phone calls and a stressful wait at the gate. I was finally allowed to board the Airbus to Istanbul as the last passenger.
After an unplanned overnight stay and a layover in Istanbul, the onward flight to Munich went smoothly. At the airport, my better half was already waiting—a sight that quickly made me forget all the stresses and complications of the past few days.
