Tecnam P2008 Buyer's Guide: LSA vs P2008 JC, Rotax 912 Checks and Financing
How to shop, inspect and finance Tecnam's high-wing Rotax two-seater, with September 2026 market data.
This guide is for buyers comparing specific Tecnam P2008s: the U.S. light-sport version and the type-certificated P2008 JC. It covers the differences that affect price and paperwork, a model-specific inspection list, Rotax items, current asking prices and example loan payments.
What is the Tecnam P2008?
Tecnam, based in Capua, Italy, flew the P2008 for the first time on September 30, 2008 (Wikipedia). It is a side-by-side two-seat high-wing built for training and local flying, and it can be configured for several regulatory categories, including U.S. LSA. Its mixed construction matters to a buyer: Tecnam describes a "composite fuselage, metal wings, landing gear and stabilator".
| Seats | 2, side by side, high wing |
|---|---|
| Construction | Composite (carbon-fiber) fuselage; metal wings, landing gear and stabilator |
| Engine options | Rotax 912 ULS 100 hp; Rotax 912 iS (fuel-injected); Rotax 914 Turbo |
| Maximum takeoff weight (U.S. LSA) | 1,320 lb (600 kg) |
| Stall speed, flaps down, power off | 39 knots |
| Fuel consumption | 4.5 U.S. gal/hr (Tecnam figure) |
Source: Tecnam P2008 LSA. At the AirNav national 100LL average of $7.24/gal (September 2026), 4.5 gph works out to about $32.58 per hour in fuel, before any savings from approved auto fuel.
What is the difference between the P2008 LSA and the P2008 JC?
The two share a name and a basic layout, but they are approved differently, and that affects who can maintain them, how they are flown and how lenders price them.
| Item | P2008 (U.S. LSA) | P2008 JC |
|---|---|---|
| Approval basis | Manufacturer statement of compliance with light-sport consensus standards; special airworthiness certificate | EASA type certificate under CS-VLA (TCDS EASA.A.583) |
| Typical market | U.S. private owners and flight schools | European training fleets; the listings found were in Italy |
| U.S. status | Legacy S-LSA; sport pilots can fly it | We could not confirm an FAA type certificate. Verify the FAA airworthiness certificate and registry entry before you rely on any assumption |
| Maintenance | A&P or light-sport repairman with a maintenance rating, per Tecnam's instructions | Depends on the certificate the airplane actually holds |
| Financing reference | Light-sport starting rate 7.71% | Depends on U.S. category; an import adds cost and paperwork |
Tecnam announced a newer P2008JC NG in December 2025, certified to EASA CS-23 with a Rotax 912 iSc, according to FLYING. Coverage of it did not mention U.S. certification. If you are considering importing a JC, read international aircraft purchases first: a European airplane needs an FAA airworthiness certificate before it can be registered and flown here, and lenders will want that path settled before closing.
What should you inspect on a used Tecnam P2008?
Use a mechanic who knows Tecnam and Rotax: an A&P or a light-sport repairman with a maintenance rating. Pair this model list with the general pre-buy inspection checklist.
| Area | What to check | Why it matters |
|---|---|---|
| Composite fuselage | Cracks, impact damage and repairs around the gear, wing and tail attachments and the doors; paint and UV condition | Composite repairs must follow manufacturer-approved procedures; undocumented repairs hurt value and insurability |
| Metal wings | Corrosion, loose or working rivets, attach fittings, fuel tanks and lines | Aluminum structure on a composite airplane can be overlooked by a composite-only shop |
| Stabilator and controls | Free play at hinges, trim tab linkage, cable tension and wear, stop contact | An all-moving tail needs correctly rigged controls; wear shows first on trainers |
| Landing gear and brakes | Main gear legs and attach points for bends or cracks, nose gear and steering, brake wear | Hard landings in training service concentrate damage here |
| Engine installation | Which Rotax model is fitted, engine mount, exhaust, cooling and oil systems | The 912 ULS, 912 iS and 914 have different maintenance items and costs |
| Propeller | Type, damage, any calendar or hour limits in its manual | Propeller overhaul or replacement adds to near-term cost |
| Records | Statement of compliance (LSA), POH and maintenance manual revision, Tecnam safety directive and service bulletin status, AD compliance, damage history | Lenders and insurers ask for these documents; gaps delay closing |
Many P2008s, and most JCs, have flown in flight schools. The JCs listed in Italy in September 2026 showed 2,800 to 4,600 hours total time. High time is not disqualifying if 100-hour inspections, repairs and engine history are complete, but it should show up in the price.
Rotax 912 checks specific to P2008 buyers
- Identify the engine. A carbureted 912 ULS, a fuel-injected 912 iS and a turbocharged 914 are different engines with different parts, maintenance and exchange costs. Get the serial number.
- Hours and years. Rotax sets TBO in both hours and calendar years, and the limit depends on the engine's serial number. On an S-LSA maintained to Tecnam's instructions, treat both as due.
- Rubber parts. Rotax calls for replacing hoses and other rubber parts on a calendar interval, commonly every five years. Ask for the date of the last full replacement.
- Fuel and oil. Airplanes run mostly on 100LL should show the shorter oil-change intervals Rotax requires for leaded fuel.
- Trends. Ask for oil analysis and compression or leak-down history if the owner kept them.
For the per-hour operating budget, including the engine reserve, see the Tecnam P2008 cost of ownership page.
How much does a Tecnam P2008 cost?
Asking prices on Controller.com in September 2026 (asking, not sold; non-U.S. listings as converted by the site):
| Year and variant | Total time | Engine | Asking | Location |
|---|---|---|---|---|
| 2021 P2008 | 1,095 hrs | 1,095 since new | $160,000 | Nevada |
| 2015 P2008 | 100 hrs | 100 hrs | $224,900 | North Carolina |
| 2019 P2008 JC | 4,140 hrs | 909 since new | $173,143 | Italy |
| 2019 P2008 JC | 4,150 hrs | 1,715 since overhaul | $170,865 | Italy |
| 2018 P2008 JC | 2,823 hrs | 570 since overhaul | $182,256 | Italy |
| 2018 P2008 JC | 4,587 hrs | 1,610 since overhaul | $170,865 | Italy |
Two U.S. listings aren't a market. Use them as a sanity check, then ask a broker or valuation service for sold comparables. A lender's appraiser will value the airplane on comps, engine hours and years, avionics and damage history.
Pricing a P2008?
Send the listing and your timeline. A financing specialist will compare light-sport loan options from lenders in our network.
How do you finance a Tecnam P2008?
A U.S. P2008 LSA is financed as a light-sport aircraft. FLYING Finance's September 21, 2026 rate page lists a 7.71% starting rate for MOSAIC light-sport aircraft (7.01% for certified piston), up to 20-year amortization, and up to 85% loan-to-value for S-LSA (source). AOPA's published minimum down payment for post-1960 singles is 15%. Most aviation lenders look for a 680+ credit score, and the best pricing typically starts around 720–730+.
Worked example: a $165,000 P2008 with 15% down ($24,750) leaves a $140,250 loan. Over 20 years that's $1,148/month at the 7.71% starting rate, or $1,151/month at 7.75%. Over 15 years at 7.75% it's $1,320/month. The loan is above AOPA's $75,000 threshold, so a 20-year term is available.
| Term | 7.75% APR | 8.75% APR | 9.75% APR |
|---|---|---|---|
| 10 years (120 mo) | $1,683/mo | $1,758/mo | $1,834/mo |
| 15 years (180 mo) | $1,320/mo | $1,402/mo | $1,486/mo |
| 20 years (240 mo) | $1,151/mo | $1,239/mo | $1,330/mo |
Loan amount $140,250. Principal and interest only; excludes insurance, taxes and fees. Illustrative, not a quote.
Lenders will ask for the airworthiness certificate and operating limitations, the statement of compliance, logbooks, a purchase agreement and a hull insurance binder naming the lender as loss payee. See the pre-approval process for how to line these up before you make an offer.
Who can fly a P2008 after MOSAIC?
Sport pilots and private pilots alike. A legacy S-LSA like the P2008 already met the former 45-KCAS clean stall limit, so it clears today's 59-KCAS sport pilot rule easily. MOSAIC did not raise the P2008's 1,320 lb gross weight, though. A legacy LSA can exceed its original limits only through a new manufacturer statement of compliance and a new airworthiness certificate. See the MOSAIC financing guide for the full rule comparison.
Insurance: get a written quote before signing. Pricing depends on your total time, time in type and hull value, and the 2026 general aviation market has been stable to softening. Lenders require hull coverage with the lender as loss payee and a breach-of-warranty endorsement.
How this guide differs from related guides
This page covers buying one model: the P2008, its JC sibling, inspection points, prices and financing. For operating costs per hour, see the P2008 cost of ownership page. For how legacy LSAs, new Part 22 aircraft and certified airplanes compare as categories, see the light sport aircraft buyer's guide. For an all-metal alternative, see the Evektor SportStar for sale guide. Tecnam's larger models are on the Tecnam aircraft page, and the twin-engine step up is in C172 to Tecnam P2012.
Frequently asked questions
What engine does the Tecnam P2008 have?
The P2008 uses the 100-hp Rotax 912 ULS, and Tecnam lists the fuel-injected Rotax 912 iS and the Rotax 914 Turbo as current options. A turbocharged P2008 TC variant has also been built. Confirm which engine is installed, because TBO, maintenance items and overhaul or exchange cost differ by engine model and serial number.
What is the difference between the P2008 LSA and the P2008 JC?
The P2008 sold in the U.S. is typically a special light-sport aircraft (S-LSA) with a 1,320 lb maximum takeoff weight. The P2008 JC is a type-certificated version approved by EASA under CS-VLA and widely used in European training fleets. We could not confirm an FAA type certificate for the JC, so verify the FAA airworthiness certificate of any JC you consider.
How much does a used Tecnam P2008 cost?
On Controller.com in September 2026, the two U.S. P2008 LSAs listed were asking $160,000 (2021, about 1,100 hours) and $224,900 (2015, about 100 hours). Four 2018–2019 P2008 JCs in Italy, with 2,800 to 4,600 hours, were listed at about $171,000 to $182,000. Asking prices are not sale prices, so ask for sold comparables.
Is the Tecnam P2008 made of composite?
Partly. Tecnam describes the P2008 as having a composite (carbon-fiber) fuselage with metal wings, landing gear and stabilator. A pre-buy therefore needs both skill sets: composite inspection and repair history for the fuselage, and corrosion, rivet and fitting checks for the metal wings, tail and gear.
Can a sport pilot fly a Tecnam P2008?
Yes. A P2008 certificated as a legacy S-LSA already met the former light-sport stall limit of 45 KCAS clean, which is well inside the 59 KCAS sport pilot rule in effect since October 22, 2025. MOSAIC did not raise the P2008 LSA's 1,320 lb maximum takeoff weight; that would take a new manufacturer statement of compliance.
What does it cost to finance a Tecnam P2008?
As of September 2026, FLYING Finance lists a 7.71% starting rate for MOSAIC light-sport aircraft and up to 85% loan-to-value for S-LSA. On a $165,000 P2008 with 15% down, a $140,250 loan at 7.75% over 20 years is about $1,151 a month in principal and interest. Rates for most borrowers run from about 7% to 10%.
Last reviewed September 27, 2026. Rates and rules change; see our editorial standards.