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Aircraft Flight Manual

Doc. No. 2006/044
4th Edition – Rev. 14
March 03, 2020

TECNAM P2006T
MANUFACTURER: COSTRUZIONI AERONAUTICHE TECNAM S.p.A.
AIRCRAFT MODEL: P2006T
EASA TYPE CERTIFICATE NO: A .185 (DATED 2009, JUNE 5TH)

SERIAL NUMBER: …………….................

BUILD YEAR: ……….………...................

REGISTRATION MARKINGS: ……………...

This Aircraft Flight Manual is approved by European Aviation Safety Agency

(EASA).

This Manual contains information required by the FAA to be furnished to the pilot
for operation in the U.S.A. plus information supplied by the manufacturer. It is
approved by EASA on behalf of the FAA per FAR 21.29.

This Manual must be carried in the airplane at all times.

The airplane has to be operated in compliance with procedures and limitations
contained herein.

Costruzioni Aeronautiche TECNAM S.p.A.

Via Maiorise
CAPUA (CE) – Italy
Tel. +39 (0) 823.62.01.34
WEB: www.tecnam.com
 Page 0 - 2

SECTION 0

INDEX

1. RECORD OF REVISIONS ............................................................... 3

2. LIST OF EFFECTIVE PAGES ......................................................... 7

3. FOREWORD ................................................................................. 10

4. SECTIONS LIST ........................................................................... 11

4th Edition - Rev. 0

Aircraft Flight Manual
INDEX
 Page 0 - 3

1. RECORD OF REVISIONS

Any revision to the present Manual, except actual weighing data, is recorded: a
Record of Revisions is provided at the front of this manual and the operator is ad-
vised to make sure that the record is kept up-to-date.
The Manual issue is identified by Edition and Revision codes reported on each
page, lower right side.
The revision code is numerical and consists of the number "0"; subsequent revi-
sions are identified by the change of the code from "0" to "1" for the first revision
to the basic publication, "2" for the second one, etc.
Should be necessary to completely reissue a publication for contents and format
changes, the Edition code will change to the next number (“2” for the second edi-
tion, “3” for the third edition etc).
Additions, deletions and revisions to existing text will be identified by a revision
bar (black line) in the left-hand margin of the page, adjacent to the change.
When technical changes cause expansion or deletion of text which results in un-
changed text appearing on a different page, a revision bar will be placed in the
right-hand margin adjacent to the page number of all affected pages providing no
other revision bar appears on the page.
These pages will be updated to the current regular revision date.
NOTE: It is the responsibility of the owner to maintain this handbook in a current
status when it is being used for operational purposes.

4th Edition - Rev. 0

Aircraft Flight Manual
RECORD OF REVISIONS
 Page 0 - 4

Tecnam Approval EASA Approval or

Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
0 - First issue D. Ronca M. Oliva M. Oliva

0-4,8 Amended ROR and LOEP Approved under the au-

thority of DOA,
1 6-12 Amended Equipment List D. Ronca M. Oliva M. Oliva
ref. EASA.21J.335
9-1,2,5,7 Amended Supplement List (MOD2006/270.160429)

0-4,8 Amended ROR and LOEP

Amended General recommendations Approved under the au-
4-3,4,18,19
2 and “Prior to Takeoff” procedure D. Ronca M. Oliva M. Oliva
thority of DOA,
ref. EASA.21J.335
5-16 Amended Cruise performances
(MOD2006/290.170316)
9-1,2,4,5,7 Amended Supplement List Index
Amended cover page, ROR and
0-1,4,7
LOEP Approved under the au-
thority of DOA,
3 6-11, 12, 13 Amended Equipment List A. Sabino C. Caruso M. Oliva
ref. EASA.21J.335
Amended Supplement List, Modi- (MOD2006/315.170901)
9-2,3,8
fied Introduction,
Amended cover page, ROR and
0-1,4,7, 12
LOEP. Blank page added.
Amended “Pre-flight”, “Engine Approved under the au-
4-3,11,16,
starting”, “Prior to takeoff” and thority of DOA,
17,19,20,25
4 “Parking/Shut down” checklists A. Sabino C. Caruso M. Oliva
ref. EASA.21J.335
5-23 Blank page removed (MOD2006/318.171205)

6-11, 12, 13 Amended Equipment List

Amended cover pages, ROR and
0-1,4,7,12
LOEP. Blank page added.
Amended caution on supplemental
2-11
oxygen use.
Integration of info formerly con- Approved under the au-
2-12 thority of DOA,
5 tained in Supp. A27, G16, G18. A. Sabino C. Caruso M. Oliva
ref. EASA.21J.335
4-19,22 Amended procedures. (MOD2006/325.180112)

6-11,12,13 Amended equipment list.

9-all Amended Supplement List.

4th Edition - Rev. 5

Aircraft Flight Manual
RECORD OF REVISIONS
 Page 0 - 5

EASA Approval or
Revised Description of
Rev Tecnam Approval Under DOA
page Revision
Privileges
0-1, 5, 7 Amended. Blank page added.
Typo in stabilator deflections values
1-6
corrected.
Reference to Oil Temp. Indicator
2-12 Approved under the au-
MOD corrected
thority of DOA,
6 2-20 Warning amended A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
(MOD2006/345.181120)
4-22, 24, 25 Normal procedures amended

6-13 Eq. list amended

9-2, 7, 8 Supplement G23 added.

Amended cover pages, ROR and
0-1, 5, 7 Approved under the au-
LOEP.
thority of DOA,
7 6-11, 6-13 Amended equipment list A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
(MOD2006/357.190226)
9-2, 9-7, 9-8 Amended Supplements List.
Amended cover pages, ROR and Approved under the au-
0-1, 5, 7
LOEP. thority of DOA,
8 A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
9-all pages Supplements list layout changed
(MOD2006/359.190404)
Amended cover page, ROR and
0-1, 5, 7 Approved under the au-
LOEP.
thority of DOA,
9 6-11 Amended Equipment List. G. Valentino D. Ronca M. Oliva
ref. EASA.21J.335
(MOD2006/362.190417)
9-3 Amended Supplements List.
Amended cover page, ROR and
0-1, 5, 7
LOEP.
Approved under the au-
3-1, 2, 22 Added electrical pitch trim failure thority of DOA,
10 A. Sabino D. Ronca M. Oliva
Amended weighing form and ref. EASA.21J.335
6-5,6,13
equipment List. (MOD2006/368.190719)
9-4 Amended Supplements List.
Cover pages, ROR and LOEP
0-1,5,7
updated A. Glorioso Approved under the au-
Electrical pitch trim control failure (OJT) thority of DOA,
11 3-22 D. Ronca M. Oliva
procedures updated ref. EASA.21J.335
G. Valentino (MOD2006/375.190826)
9-3 Supplements List updated
Cover pages, ROR and LOEP Approved under the au-
0-1,5,7
updated thority of DOA,
12 A. Glorioso D. Ronca M. Oliva
Supplements List updated ant typo ref. EASA.21J.335
9-1, 3, 4
errors (MOD2006/380.191111)

4th Edition - Rev. 12

Aircraft Flight Manual
RECORD OF REVISIONS
 Page 0 - 6

EASA Approval or
Revised Description of
Rev Tecnam Approval Under DOA
page Revision
Privileges
Cover pages, ROR and LOEP
0-1, 6, 7
Updated and typo errors
4-16, 17 Update “Engine starting” checklist
Approved under the au-
thority of DOA,
13 5-17 Typo error A. Glorioso D. Ronca M. Oliva
ref. EASA.21J.335
Updated description of Landing (MOD2006/382.200129)
7-22
Gear System
9-2, 3, 4 Supplements List updated
Approved under the au-
0-1, 6, 7 Cover pages, ROR and LOEP
thority of DOA,
14 G. Valentino D. Ronca M. Oliva
ref. EASA.21J.335
9-4 Supplements List updated
(MOD2006/389.200303)

4th Edition - Rev. 14

Aircraft Flight Manual
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2. LIST OF EFFECTIVE PAGES

The List of Effective Pages (LOEP), applicable to manuals of every operator, lists all the
basic AFM pages: each manual could contain either basic pages or one variant of these pages
when the pages of some Supplements are embodied.
Should the Supplements be embodied in accordance with approved instructions, make refer-
ence to the LOEP addressed on the Supplements themselves.
Ed 1 May 25, 2009
Ed 2 March 29, 2010
Ed 3 December 22, 2011
Ed 4 July 25, 2015
Section Pages Revision
Section 0 2, 3, 8, 9, 11 Rev 0
4, 12 Rev 5
5, 10 Rev 12
1, 6, 7 Rev 14
Section 1 1 thru 5, 7 thru 18 Rev 0
6 Rev 6
Section 2 1 thru 10, 13 thru 19, 21 thru 32 Rev 0
11 Rev 5
12, 20 Rev 6
Section 3 1, 2 Rev 10
3 thru 21, 23 thru 54 Rev 0
22 Rev 11
Section 4 1, 2, 5 thru 10, 12 thru 15, 18, 21, Rev 0
26 thru 30
4 Rev 2
3, 11, 20 Rev 4
19, 23 Rev 5
22, 24, 25 Rev 6
16, 17 Rev 13
Section 5 1 thru 15,18 thru 22 Rev 0
16 Rev 2
17 Rev 13
Section 6 1 thru 4, 7 thru 10, 14 Rev 0
5, 6, 13 Rev 10
12 Rev 5
11 Rev 9
Section 7 1 thru 21, 23 thru 44 Rev 0
22 Rev. 13
Section 8 1 thru 10 Rev 0
Section 9 1 Rev 12
2, 3 Rev 13
4 Rev 14
Supplements LOEP: make reference to the Supplements Cover Pages

4th Edition - Rev. 14

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3. FOREWORD
Tecnam P2006T is a twin-engine four-seat aircraft with high cantilevered wing and tri-
cycle retractable landing gear.
Section 1 supplies general information and it contains definitions, symbols explana-
tions, acronyms and terminology used.
Before using the airplane, you are recommended to read carefully this manual: a deep
knowledge of airplane features and limitations will allow you for operating the airplane
safely.
For further information, please contact:

COSTRUZIONI AERONAUTICHE TECNAM S.p.A.

Via MAIORISE

CAPUA (CE) - ITALY

 +39 (0) 823.62.01.34  www.tecnam.com

4th Edition - Rev. 12

Aircraft Flight Manual
FOREWORD
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4. SECTIONS LIST

General Section 1 (a non-approved Chapter)

Limitations Section 2 - EASA Approved Chapter

Emergency Procedures Section 3 (a non-approved Chapter)

Normal Procedures Section 4 (a non-approved Chapter)

Performances Section 5 (a non-approved Chapter)

Weight and Balance Section 6 (a non-approved Chapter)

Airframe and Systems description Section 7 (a non-approved Chapter)

Airplane Care and Maintenance Section 8 (a non-approved Chapter)

Supplements Section 9 (*)

(*) EASA approved parts, if any, are reported on the supplements

4th Edition - Rev. 0

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4th Edition - Rev. 5

Aircraft Flight Manual
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SECTION 1 - GENERAL

INDEX

1. Introduction ..................................................................................... 3
2. Three-view and dimensions ............................................................ 4
3. Control Surfaces Travel Limits ....................................................... 6
4. Engine .............................................................................................. 6
5. Propeller........................................................................................... 6
6. Governor .......................................................................................... 7
7. Fuel .................................................................................................. 7
8. Lubrication ....................................................................................... 7
9. Cooling ............................................................................................. 8
10. Maximum weights ........................................................................ 8
11. Standard weights ......................................................................... 8
12. Specific loadings .......................................................................... 8
13. Acronyms and terminology ........................................................ 10
14. Unit conversion chart ................................................................. 15
15. Litres / US gallons conversion chart ......................................... 16

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Section 1 – General
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1. INTRODUCTION

The Aircraft Flight Manual has been implemented to provide the owners with in-
formation for a safe and efficient use of the aircraft TECNAM P2006T.

Warning – Caution – Note

Following definitions apply to warnings, cautions and notes used in the Aircraft
Flight Manual.

The non-observation of the corresponding procedure can lead, as

immediate effect, to a significant reduction of the flight safety.
WARNING

The non-observation of the corresponding procedure can lead to

CAUTION
an equipment damage which leads to a reduction of the flight safe-
ty in a short or longer time interval.

NOTE Draws the attention to a procedure not directly related to safety of

flight.

4th Edition, Rev 0

Section 1 – General
INTRODUCTION
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2. THREE-VIEW AND DIMENSIONS

GENERAL VIEW
P2006 T

Figure 1 – General views

4th Edition, Rev 0

Section 1 – General
THREE-VIEW AND DIMENSIONS
 Page 1 - 5

Dimensions

Overall dimensions
Wingspan 11,4 m 37,4 ft
Length 8,7 m 28,5 ft
Overall height 2,58 m 8,46 ft
Wing
Wing surface 14,76 m2 158,9 ft2
Mean Geometric Chord 1,295 m 4,25 ft
Dihedral 1°
Aspect ratio 8,80
Main Landing Gear
Track 2.0 m
Wheelbase 2.9 m
Tire 6.00-6
Wheel rim assembly (Cleveland) P/N 40-59A
Nose Landing Gear
Tire 5.00 – 5
Wheel rim assembly (Cleveland) P/N 40-77C

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Section 1 – General
THREE-VIEW AND DIMENSIONS
 Page 1 - 6

3. CONTROL SURFACES TRAVEL LIMITS

Ailerons Up 20° Down 17 ° ( 2°)
Stabilator (refer to Trailing Edge) Up 15° Down 4° ( 2°)
Stabilator trim tab (refer to Trailing Edge) Up 2°; Down 19° ( 2°)
Rudder RH 26° LH 26° ( 2°)
Rudder trim tab RH 20° LH 20° ( 2°)
Flaps 0°; 40° (- 2°)

4. ENGINE
Manufacturer Bombardier-Rotax GmbH
Model 912 S3
Certification basis FAR 33 - Amendment 15
Type Certificate EASA TCDS no. E.121 dated 1 April
2008
Engine type 4 cylinders horizontally opposed with
1352 c.c. of overall displacement, liquid
cooled cylinder heads, ram-air cooled
cylinders, two carburetors, integrated re-
duction gear box with torsional shock ab-
sorber and overload clutch.
Maximum power (at declared rpm) 73.5 kW (98.6hp) @ 5800 rpm –5
minutes maximum.
69.0 kW (92.5hp) @ 5500 rpm (continu-
ous)

5. PROPELLER
Manufacturer MT Propeller
Type Certificate LBA 32.130/086 (MTV-21 series)
Model MTV-21-A-C-F/CF178-05
Blades/hub 2 wood/composite blades – aluminum
hub
Diameter 1780 mm (no reduction allowed)
Type Variable pitch - hydraulically controlled

4th Edition, Rev 6

Section 1 – General
GENERAL FEATURES
 Page 1 - 7

6. GOVERNOR
Manufacturer Mt Propeller
Model P-875-12
Type Hydraulic

7. FUEL

Approved fuel: MOGAS ASTM D4814

MOGAS EN 228 Super/Super plus

(min. RON 95)

AVGAS 100LL (ASTM D910)

(see also Section 2)

Fuel tanks Two integrated tanks (one in each

wing) fitted with drainable sump
and drain valve
Capacity of each wing tan 100 litres (26,42 US gallons)
Tanks overall capacity 200 litres (52,8 US gallons)
Overall usable fuel 194.4 litres (51,35 US gallons)
Overall unusable fuel 5.6 litres (1,48 US gallons)

8. LUBRICATION
Lubrication system Forced type with external reservoir
Oil Use only oil with API classification “SG”
or higher. For additional info, refer to “Ro-
tax Operators Manual” – last issue -, “Op-
erating Media” Section.
Oil capacity Max. 3.0 litres – min. 2.0 litres (per
tank)

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GENERAL FEATURES
 Page 1 - 8

9. COOLING
Cooling system Ram-air cooled cylinders, liquid
cooled cylinder heads (closed and
pressurized circuit)

Coolant liquid Certified for Water/Coolant mixture.

Make reference to “Rotax Operators
Manual” – last issue
Overall circuit capacity 1410 cm3

10. WEIGHTS

See Section 2.

11. STANDARD WEIGHTS

Empty Weight: see weighing record on Section 6

12. SPECIFIC LOADINGS

MTOW 1180 kg (2601 lb) MTOW 1230 kg (2712 lb)

Wing Loading 80 kg/m2 (16,37 lb/sqft ) 83 kg/m2 (17,1 lb/sqft )
Power Loading 6.0 kg/hp (13,26 lb/hp ) 6.28 kg/hp (13,84 lb/hp )

NOTE. Reference is made to both MTOW: 1180 kg and 1230 kg (if Supplement
A19 or G10 - Increased MTOW @1230 KG - is applicable).

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GENERAL FEATURES
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13. ACRONYMS AND TERMINOLOGY

KCAS Calibrated Airspeed is the indicated airspeed expressed in knots,

corrected taking into account the errors related to the instrument
itself and its installation.
KIAS Indicated Airspeed is the speed shown on the airspeed indicator
and it is expressed in knots.

KTAS True Airspeed is the KCAS airspeed corrected taking into ac-
count altitude and temperature.
VA Design Manoeuvring speed is the speed above the which it is not
allowed to make full or abrupt control movement.
VFE Maximum Flap Extended speed is the highest speed permissible
with flaps extended.
VLO Maximum Landing Gear Operating speed is the maximum speed
allowed to retract or to extend the landing gear.
VLE Maximum Landing Gear Extended speed is the maximum speed
allowed with the landing gear extended.
VMC Minimum control speed: is the minimum speed necessary to en-
sure an efficient aircraft control in case of one engine inopera-
tive.
VNO Maximum Structural Cruising Speed is the speed that should not
be exceeded, except in smooth air and only with caution.
VNE Never Exceed Speed is the speed limit that may not be exceeded
at any time.
VO Operating Manoeuvring speed is the speed above the which it is
not allowed to make full or abrupt control movement
VS Stall Speed.
VS0 Stall Speed in landing configuration (flaps and landing gear ex-
tended).
VS1 Stall speed in the given flap and landing gear configuration.
VSSE Recommended safe simulated OEI speed is the minimum speed
at which simulated OEI training operation should be executed.
VX Best Angle-of-Climb Speed is the speed which allows best ramp
climb performances.
VY Best Rate-of-Climb Speed is the speed which allows the best
gain in altitude over a given time.
VR Rotation speed: is the speed at which the aircraft rotates about
the pitch axis during takeoff
VYSE Best Rate-of-Climb speed in case of one engine inoperative.

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Section 1 – General
ACRONYMS AND TERMINOLOGYACRONYMS AND
TERMINOLOGY
 Page 1 - 11

Meteorological terminology

ISA International Standard Atmosphere: is the air atmospheric standard

condition at sea level, at 15°C (59°F) and at 1013.25hPa
(29.92inHg).
QFE Official atmospheric pressure at airport level: it indicates the air-
craft absolute altitude with respect to the official airport level.
QNH Theoretical atmospheric pressure at sea level: is the atmospheric
pressure reported at the medium sea level, through the standard air
pressure-altitude relationship, starting from the airport QFE.
OAT Outside Air Temperature is the air static temperature expressed in
degrees Celsius (°C).
TS Standard Temperature is 15°C at sea level pressure altitude and
decreased by 2°C for each 1000 ft of altitude.
HP Pressure Altitude is the altitude read from an altimeter when the
barometric subscale has been set to 1013 mb.

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Section 1 – General
ACRONYMS AND TERMINOLOGYACRONYMS AND
TERMINOLOGY
 Page 1 - 12

Aircraft performance and flight planning terminology

Crosswind Velocity is the velocity of the crosswind component

for the which adequate control of the air-
plane during takeoff and landing is assured.
Usable fuel is the fuel available for flight planning.
Unusable fuel is the quantity of fuel that cannot be safely
used in flight.
G is the acceleration of gravity.
TOR is the takeoff distance measured from actual
start to wheel liftoff point.
TOD is total takeoff distance measured from start
to 15m obstacle clearing.
GR is the distance measured during landing
from actual touchdown to stop point.
LD is the distance measured during landing,
from 15m obstacle clearing to actual stop.
S/R is the specific range, that is the distance (in
nautical miles) which can be expected at a
specific power setting and/or flight configu-
ration per kilogram of fuel used.

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Section 1 – General
ACRONYMS AND TERMINOLOGYACRONYMS AND
TERMINOLOGY
 Page 1 - 13

Weight and balance terminology

Datum “Reference datum” is an imaginary vertical

plane from which all horizontal distances are
measured for balance purposes.
Arm is the horizontal distance of an item meas-
ured from the reference datum.
Moment is the product of the weight of an item mul-
tiplied by its arm.
C.G. Center of Gravity is the point at which the
airplane, or equipment, would balance if
suspended. Its distance from the reference
datum is found by dividing the total moment
by the total weight of the aircraft.
Standard Empty Weight is the weight of the aircraft with engine flu-
ids and oil at operating levels.
Basic Empty Weight is the standard empty weight to which it is
added the optional equipment weight.
Useful Load is the difference between maximum takeoff
weight and the basic empty weight.
Maximum Takeoff Weight is the maximum weight approved to perform
the takeoff.
Maximum Landing Weight is the maximum weight approved for the
landing touchdown (for P2006T it is equiv-
alent to the Maximum Takeoff Weight).

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14. UNIT CONVERSION CHART

MOLTIPLYING BY  YIELDS
TEMPERATURE
Fahrenheit [°F] 5 Celsius [°C]
  F  32
9
Celsius [°C] 9  Fahrenheit [°F]
  C   32
5 

FORCES
Kilograms [kg] 2.205 Pounds [lbs]
Pounds [lbs] 0.4536 Kilograms [kg]

SPEED
Meters per second [m/s] 196.86 Feet per minute [ft/min]
Feet per minute [ft/min] 0.00508 Meters per second [m/s]
Knots [kts] 1.853 Kilometres / hour [km/h]
Kilometres / hour [km/h] 0.5396 Knots [kts]

PRESSURE
Atmosphere [atm] 14.7 Pounds / sq. in [psi]
Pounds / sq. in [psi] 0.068 Atmosphere [atm]

LENGTH
Kilometres [km] 0.5396 Nautical miles [nm]
Nautical miles [nm] 1.853 Kilometres [km]
Meters [m] 3.281 Feet [ft]
Feet [ft] 0.3048 Meters [m]
Centimetres [cm] 0.3937 Inches [in]
Inches [in] 2.540 Centimetres [cm]

VOLUME
Litres [l] 0.2642 U.S. Gallons [US Gal]
U.S. Gallons [US Gal] 3.785 Litres [l]

AREA
Square meters [m2] 10.76 Square feet [sq ft]
Square feet [sq ft] 0.0929 Square meters [m2]

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UNIT CONVERSION CHART
 Page 1 - 16

15. LITRES / US GALLONS CONVERSION CHART

Litres US Gallons US Gallons Litres

5 1.3 1 3.8
10 2.6 2 7.6
15 4.0 3 11.4
20 5.3 4 15.1
25 6.6 6 22.7
30 7.9 8 30.3
35 9.2 10 37.9
40 10.6 12 45.4
45 11.9 14 53.0
50 13.2 16 60.6
60 15.9 18 68.1
70 18.5 20 75.7
80 21.1 22 83.3
90 23.8 24 90.9
100 26.4 26 98.4
110 29.1 28 106.0
120 31.7 30 113.6
130 34.3 32 121.1
140 37.7 34 128.7
150 39.6 36 136.3
160 42.3 38 143.8
170 44.9 40 151.4
180 47.6 45 170.3
190 50.2 50 189.3
200 52.8 55 208.2

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Section 1 – General
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SECTION 2 – LIMITATIONS

INDEX

1. Introduction....................................................................................................... 3
2. Speed limitations ............................................................................................... 5
3. Airspeed indicator markings ............................................................................... 7
4. Powerplant limitations ....................................................................................... 9
5. Lubricant ......................................................................................................... 10
6. Coolant liquid .................................................................................................. 10
7. Propeller .......................................................................................................... 10
8. Governor ......................................................................................................... 10
9. Maximum operating altitude............................................................................ 11
10. Ambient temperature ...................................................................................... 11
11. Powerplant instruments markings .................................................................... 12
12. Other instruments markings ............................................................................. 12
13. Warnings, cautions and advisories lights .......................................................... 13
14. Weights ........................................................................................................... 15
15. Center of gravity range..................................................................................... 17
16. Approved maneuvers ....................................................................................... 19
17. Maneuvers load factor limits ............................................................................ 19
18. Flight crew ....................................................................................................... 19
19. Flight conditions .............................................................................................. 20
20. Fuel ................................................................................................................. 20
21. Limitations placards ......................................................................................... 21
21.1. Speed limitations ......................................................................................... 21
21.2. Operating limitations ................................................................................... 22
21.3. Inflight engine restart .................................................................................. 23
21.4. Baggage compartment capacity ................................................................... 23
21.5. Engine oil level ............................................................................................ 24
21.6. Fuel type ..................................................................................................... 24
21.7. Landing Gear Hydraulic System .................................................................... 25
21.8. Rear seats .................................................................................................... 26
21.9. Other placards ............................................................................................. 27
22. Kinds of Operations Equipment List .................................................................. 29

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Section 2 – Limitations
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1. INTRODUCTION

Section 2 includes operating limitations, instrument markings and basic placards

necessary for safe operation of P2006T aircraft, its engines and standard systems
and equipment.
This AFM Section is EASA approved.

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INTRODUCTION
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2. SPEED LIMITATIONS
The following table addresses the airspeed limitations and their operational signifi-
cance:

SPEED KIAS KCAS REMARKS

VNE Never exceed speed 167 168 Do not exceed this speed in
any operation.
VNO Maximum Structural Cruising 135 133 Do not exceed this speed
Speed except in smooth air, and
only with caution.
VA Design Manoeuvring speed 118 117 Do not make full or abrupt
control movement above
VO this speed, because under
Operating Manoeuvring speed
certain conditions the air-
craft may be overstressed
by full control movement.
VLE Maximum Landing Gear ex- 93 92 Do not exceed this speed
tended speed with the landing gear ex-
tended.
VLO Maximum Landing Gear op- 93 92 Do not exceed this speed
erating speed when operating the landing
gear.
VFE Maximum flaps 93 92 Do not exceed this speed
FULL
extended speed for indicated flaps setting.
T.O. 119 117
VMC Aircraft minimum control 62 62 Do not reduce speed below
speed with one engine inoper- this value in event of one
ative engine inoperative condi-
tion.

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3. AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their colour code are explained in the following
table.

MARKING KIAS EXPLANATION

White arc 53-93 Lower limit is VSO, upper limit is the maxi-
mum allowable speed with flaps extended in
FULL position.
Red line 62 Minimum aircraft control speed with one en-
gine inoperative and flaps set to T.O.
Green arc 66-135 Normal aircraft operating range (lower limit
is VS1, stall speed in “clean” configuration,
and upper limit is the maximum structural
cruise speed VNO).
Blue line 80 Best rate-of-climb speed with one engine in-
operative at sea level.
Yellow arc 135-167 Speed range where manoeuvres must be con-
ducted with caution and only in smooth air.
Red line 167 Maximum speed for all operations.

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4. POWERPLANT LIMITATIONS
Following table reports the operating limitations for both engines installed:
ENGINE MANUFACTURER: Bombardier Rotax GmbH.
ENGINE MODEL: 912 S3
MAXIMUM POWER:
Max Power Max rpm. Time max.
kW (hp) Prop. rpm (engine) (minutes)

Max. T.O. 73.5 (98.6) 2388 (5800) 5

Max. Cont. 69 (92.5) 2265 (5500) -

Temperatures:
Max CHT* 135° C
Max CT 120° C
Min/Max Oil 50° C / 130° C
Oil normal operating range (approx.) 90° C / 110° C
 applicable for Engines up to serial no. 4924543(included) and repaired engine which
doesn’t change the cylinder head n°3 with new one (part no. 413195)
Oil Pressure:
Minimum 0.8 Bar / 12psi (below 1400 rpm prop)
Normal 2 – 5 Bar / 29-73psi (above 1400 rpm prop)
Maximum 7 Bar / 102 psi (above 1400 rpm prop)
Engine starting: allowable temperature range
OAT Min -25° C
OAT Max +50° C

In event of cold starting operation, it is permitted a maximum

CAUTION oil pressure of 7 bar for a short period.

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POWERPLANT LIMITATIONS
 Page 2 - 10

Fuel pressure:
Minimum 2.2 psi (0.15 Bar)
Maximum 5.8 psi (0.40 Bar) or 7.26 psi* (0.5 Bar)
*only applicable for fuel pump part no. 893110 or 893114

5. LUBRICANT
Use only oil with API classification “SG” or higher.
For additional info, refer to “Rotax Operators Manual” – last issue -, “Operating
Media” Section.

6. COOLANT LIQUID
Refer to “Rotax Operators Manual” – last issue -, “Operating Media” Section.

7. PROPELLER

MANUFACTURER: MT Propeller
MODEL: MTV-21-A-C-F-/CF178-05
TYPE: wood/composite 2-blade, variable pitch hydraulically con-
trolled and fully featherable
DIAMETER: 1780 mm (no reduction is permitted)

8. GOVERNOR

MANUFACTURER: MT Propeller
MODEL: P-875-12
OPERATION: Hydraulically controlled (oil pressure to reduce the
pitch)

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POWERPLANT LIMITATIONS
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9. MAXIMUM OPERATING ALTITUDE

Maximum operating altitude is 14000 ft (4260 m) MSL.

Flight crew is required to use supplemental oxygen according to applicable

Air Operation Rules.
CAUTION

10. AMBIENT TEMPERATURE

Ambient temperature: from -25°C to +50°C.

Flight in expected and/or known icing conditions is forbidden.

WARNING

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Section 2 – Limitations
ALTITUDE AND OAT LIMITATIONS
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11. POWERPLANT INSTRUMENTS MARKINGS

Powerplant instrument markings and their colour code significance are shown below:

RED LINE GREEN ARC YELLOW ARC RED LINE

INSTRUMENT Minimum Normal Caution Maximum
limit operating limit
Propeller rpm ---- 580 - 2265 2265 - 2388 2388
50 – 90
90 – 110
Oil temp. °C 50 110-130 130
50 – 130(1) ----(2)
CT °C ---- 50 – 120 ---- 120
CHT(3) °C ---- 50 – 135 ---- 135
0.8 - 2
Oil pressure bar 0.8 2-5 7
5 - 7 (4)
Fuel press. psi 2.2 2.2 - 5.8 or 7.2 (5) ---- 5.8 or 7.2 (3)
Fuel Q.ty litres 0(6) ---- ---- ----

12. OTHER INSTRUMENTS MARKINGS

RED LINE GREEN ARC YELLOW ARC RED LINE

INSTRUMENT
Minimum limit Normal operating Caution Maximum limit
Voltmeter 10,5 Volt 12 - 14 Volt ---- ----

If MOD2006/212 is embodied, markings are unchanged so refer to the basic AFM

for information.

1 Applicable for aircraft with MOD2006/280 embodied.

2 Applicable for aircraft with MOD2006/280 embodied.
3 Applicable for Engines up to serial no. 4924543(included) and repaired engine which doesn’t change the
cylinder head n°3 with new one (part no. 413195).
4 In event of cold starting operation, it is permitted a maximum oil pressure of 7 bar for a short period.
5 Only applicable for fuel pump part no. 893110 or 893114.
6 “0” indication shows the unusable fuel quantity (2,8 litres for each fuel tank).

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Section 2 – Limitations
POWERPLANT INSTRUMENTS MARKINGS
 Page 2 - 13

13. WARNINGS, CAUTIONS AND ADVISORIES LIGHTS

Following table addresses the warning, caution and advisory lights installed (unless
differently specified) on the annunciator panel:

Warnings (RED) Cause

LH OVERVOLT LH electric system overvoltage
RH OVERVOLT RH electric system overvoltage
MAIN DOOR OPEN ALERT Main door open and/or unlocked
REAR DOOR OPEN ALERT Rear door open and/or unlocked
LH LOW COOLANT Left engine - coolant liquid low level
RH LOW COOLANT Right engine - coolant liquid low level
LH ENGINE FIRE Left engine compartment: fire detected
RH ENGINE FIRE Right engine compartment: fire detected
LG TRANSITION One or more legs are in transition phase and/or
(warning light installed near the the selected retracted/extended position is not yet
landing gear control lever) reached.

Cautions (Amber) Cause

LH GENERATOR LH generator failure
RH GENERATOR RH generator failure
EXT POWER External electrical supply connected
PITOT HEAT Pitot heating system failure/not activated
GEAR PUMP ON LG pump electrically supplied
Advisories (Green) Indication
LH FUEL PUMP Left engine - electrical fuel pump ON
RH FUEL PUMP Right engine - electrical fuel pump ON
PITOT HEAT Pitot heating system ON
LG Down & Locked Landing gear extended and locked
(3 advisory lights, one for each leg, in-
stalled near the landing gear control lev-
er)

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14. WEIGHTS

Condition Weight
Maximum takeoff weight 1180 kg 2601 lb
Maximum landing weight 1180 kg 2601 lb
Maximum zero wing fuel weight 1145 kg 2524 lb

NOTE Refer to Para. 21.4 of this AFM Section for baggage loading limitations.

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15. CENTER OF GRAVITY RANGE

Datum Vertical plane tangent to the wing leading edge (the aircraft
must be levelled in the longitudinal plane)
Levelling Refer to the seat track supporting beams (see procedure in
Section 6)
Forward limit 0.221 m (16.5% MAC) aft of datum for all weights
Aft limit 0.415 m (31% MAC) aft of datum for all weights

The pilot is responsible for ensuring that the airplane is

properly loaded. Refer to Section 6 for appropriate instruc-
WARNING tions.

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Section 2 – Limitations
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16. APPROVED MANEUVERS

The aircraft is certified in normal category in accordance with EASA CS-23 regula-
tion.

Non aerobatic operations include:

 Any manoeuvre pertaining to “normal” flight
 Stalls (except whip stalls)
 Lazy eights
 Turns in which the angle of bank is not more than 60°
 Chandelle

Acrobatic manoeuvres, including spins and turns with angle of bank of

more than 60°, are not approved for such a category. In addition, stall
WARNING with one engine inoperative is forbidden.

Limit load factor could be exceeded by moving flight controls to maxi-

mum deflection at a speed above VA=VO (118 KIAS, Manoeuvring
WARNING Speed).

17. MANEUVERS LOAD FACTOR LIMITS

Maneuver load factors limits are as follows:
Positive Negative
+ 3.8 g - 1.78 g
Maneuver load factors limits with flaps extended are as follows:
Positive Negative
+2g 0g

18. FLIGHT CREW

Minimum crew: 1 pilot
Maximum number of occupants: 4 people (including the pilot)

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Section 2 – Limitations
APPROVED MANEUVERS
 Page 2 - 20

19. FLIGHT CONDITIONS

The aircraft can be equipped for following flight operations (make reference to Pa-
ra. 22 concerning the equipment list required on board to allow them):
 VFR Day and Night
 IFR Day and Night including IMC

Flight in expected and/or known icing conditions, in proximity of

storms or severe turbulence is forbidden.
WARNING

Additional equipment can be required to fulfil national or specif-

NOTE ic operational requirements. The owner is responsible for ful-
filling these requirements.

Equipment list is addressed in Section 6.

NOTE

20. FUEL

2 TANKS: 100 litres each one (26,42 US gallons)

MAXIMUM CAPACITY: 200 litres (52,8 US gallons)

MAXIMUM USABLE FUEL: 194.4 litres (51,35 US gallons)

APPROVED FUEL: MOGAS ASTM D4814

MOGAS EN 228 Super/Super plus (min. RON 95)

AVGAS 100 LL (ASTM D910)

Prolonged use of Aviation Fuel Avgas 100LL results in

greater wear of valve seats and greater combustion deposits
inside cylinders due to higher lead content. It is therefore
CAUTION
suggested to avoid using this type of fuel unless strictly nec-
essary. Make reference to Rotax Maintenance Manual which
prescribes dedicated checks due to the prolonged use of
Avgas.

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Section 2 – Limitations
FLIGHT CONDITIONS
 Page 2 - 21

21. LIMITATIONS PLACARDS

Hereinafter the placards, related to the operating limitations and installed on
P2006T, are reported.

21.1. SPEED LIMITATIONS

On the left side instrument panel, above on the left, it is placed the following plac-
ard reporting the speed limitations:

Manouvering speed
VO = 118 KIAS
Maximum L.G. op. speed
VLO / VLE = 93 KIAS

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LIMITATIONS PLACARDS
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21.2. OPERATING LIMITATIONS

On the instrument panel, it is placed the following placard reminding the ob-
servance of aircraft operating limitations; make reference to Para. 22 for the list of
equipment required on board to allow flight operations in VFR Day, VFR Night,
IFR Day and IFR Night conditions.

This A/C can be operated only in normal category

DAY-NIGHT-VFR-IFR (with required equipment) in
non-icing conditions. All aerobatics manoeuvres in-
cluding spinning are prohibited. For operational lim-
itations refer to FLIGHT MANUAL

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LIMITATIONS PLACARDS
 Page 2 - 23

21.3. INFLIGHT ENGINE RESTART

The inflight engine restart procedure is reported on a placard (shown below) in-
stalled on the central console.

21.4. BAGGAGE COMPARTMENT CAPACITY

The placard shown below, and installed on the baggage compartment (vertical pan-
el), concerns the baggage compartment load limitations herein reported:
 Maximum allowable load: 80kg/176lb
 Maximum intensity of loading: 0.9 kg/dm2 – 19 lbs/sqft

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LIMITATIONS PLACARDS
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21.5. ENGINE OIL LEVEL

On the engine nacelle, in correspondence of the engine oil reservoir access door, it
is located the following placard addressing the limitations concerning the oil level,
the oil volume and the oil type.

21.6. FUEL TYPE

In correspondence of each fuel tank filler cap, it is located the following placard re-
porting the approved fuel type and the tank usable fuel.

OR

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Section 2 – Limitations
LIMITATIONS PLACARDS
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21.7. LANDING GEAR HYDRAULIC SYSTEM

The placard shown below, and located on the tail cone, concerns the allowed low
pressure limit for the landing gear emergency accumulator.
The low pressure limit is 20 bar.
If during pre-flight inspection the value is below 20 bar, the system must be re-
charged by means of the override button (see Section 7, Para. 9).

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Section 2 – Limitations
LIMITATIONS PLACARDS
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21.8. REAR SEATS

During Taxi, Take OFF, Landing (including Emergency Landing), both rear seats
must be kept in the lowest and full aft position.
The following placard is located aside both rear seats.

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Section 2 – Limitations 2nd Edition, Rev.0
LIMITATIONS PLACARDS
 Page 2 - 27

21.9. OTHER PLACARDS

Description Placard Place

Smoking ban Instruments panel,
right side

Ditching emer- Ditching emergency

gency exit: exit handle: internal
opening in- side
structions

Ditching emer- Ditching emergency

gency exit: exit handle: external
opening in- side
structions

Door locking Main door and emer-

system: by- gency exit: external
pass instruc- side
tions

Door locking Main door and emer-

system: by- gency exit: internal
pass instruc- side
tions

Main door: exit Main door, internal

instructions side

Emergency ex- Emergency exit: inter-

it label nal and external side

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22. KINDS OF OPERATIONS EQUIPMENT LIST

This paragraph reports the KOEL table, concerning the equipment list required on
board under CS-23 regulations to allow flight operations in VFR Day, VFR Night,
IFR Day and IFR Night conditions.

Flight in VFR Day and Night, IFR Day and Night is permitted only if the pre-
scribed equipment is installed and operational.

Additional equipment, or a different equipment list, for the intended operation may
be required by national operational requirements and also depends on the airspace
classification and route to be flown.

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Section 2 – Limitations 0
KOEL
 Page 2 - 30

Equipment VFR Day VFR Night IFR Day IFR Night

Magnetic compass ● ● ● ●
Airspeed indicator ● ● ● ●
Altimeter ● ● ● ●
Vertical speed indicator ● ● ● ●
Attitude indicator (electric) ● ● ● ●
Turn coordinator ● ● ● ●
OAT indicator ● ● ● ●
Pitot heating system ● ● ● ●
Directional Gyro (electric) ● ● ● ●
Clock ● ● ● ●
Breakers panels ● ● ● ●
First Aid kit ● ● ● ●
Fire extinguisher ● ● ● ●
Fire detectors (2) ● ● ● ●
Instruments lights ● ● ● ●
Position lights ● ● ● ●
Landing light ● ● ● ●
Taxi light ● ● ● ●
Strobe lights ● ● ● ●
Torch ● ● ●
Cabin light ● ● ●
Cockpit lights ● ● ●
Emergency light ● ● ● ●
Volt-Ammeter ● ● ● ●
COMM/NAV/GPS equipment ● ● ● ●
VOR/LOC/GS/GPS CDI ● ● ● ●
LG position and transition lights ● ● ● ●
Transponder ● ● ● ●
Audio Panel/Marker beacon ● ● ● ●
Altitude encoder ● ● ● ●
ELT ● ● ● ●
Alternate static source ● ● ● ●
MAP indicator (dual) ● ● ● ●
RPM indicator (2) ● ● ● ●
Oil pressure indicator (2) ● ● ● ●
Oil temperature indicator (2) ● ● ● ●
CHT (2) ● ● ● ●
Fuel pressure indicator (2) ● ● ● ●
Fuel quantity indicator (2) ● ● ● ●
Longitudinal trim indicator ● ● ● ●
Rudder trim indicator ● ● ● ●
Flaps position indicator ● ● ● ●
Stall warning system ● ● ● ●
Annunciator panel ● ● ● ●
2nd VHF COMM/NAV equipment ● ● ●
2nd VOR/LOC/GS CDI ● ●
DME ● ●
ADF ● ●
2nd Airspeed indicator ● ●
2nd Attitude indicator (electric) ● ●
2nd Altimeter ● ●

VFR Day VFR Night IFR Day IFR Night

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Section 2 – Limitations
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SECTION 3 – EMERGENCY PROCEDURES

INDEX
1. Introduction ..................................................................................... 3
1.1. Engine failure during takeoff run .................................................................... 3

2. Airplane alerts ................................................................................. 5

2.1. Single generator failure / overvoltage ............................................................ 5
2.2. Both generators failure ................................................................................... 6
2.3. Both generators overvoltage .......................................................................... 7
2.4. Failed door closure ......................................................................................... 8
2.5. Pitot heating system failure ............................................................................ 9
2.6. Coolant liquid low level ................................................................................. 10
2.7. Gear Pump failure ......................................................................................... 11
2.8. Engine fire ..................................................................................................... 12

3. Engine securing ............................................................................. 13

4. Powerplant emergencies .............................................................. 14

4.1. Propeller overspeeding ................................................................................. 14
4.2. CHT/CT limit exceedance ............................................................................. 14
4.3. Oil temperature limit exceedance ................................................................ 15
4.4. Oil pressure limits exceedance .................................................................... 16
4.5. Low fuel pressure .......................................................................................... 17

5. Other emergencies ........................................................................ 18

5.1. Emergency descent ...................................................................................... 18
5.2. Total electrical failure .................................................................................. 18
5.3. Static ports failure ........................................................................................ 19
5.4. Unintentional flight into icing conditions ..................................................... 20
5.5. Carburettor icing ........................................................................................... 21
5.6. Flaps control failure ...................................................................................... 22
5.7. Electrical pitch trim control failure .............................................................. 22

6. One engine inoperative procedures ............................................. 23

6.1 Characteristic airspeeds with one engine inoperative ................................ 24
6.2 Inflight engine restart ................................................................................... 25
6.3 Engine failure during takeoff run .................................................................. 26
6.4 Engine failure during climb ........................................................................... 28
6.5. Engine failure in flight ................................................................................... 29
6.6. One engine inoperative landing .................................................................... 30

7. Landing gear failures..................................................................... 32

7.1. Emergency landing gear extension .............................................................. 32

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Section 3 – Emergency procedures
INDEX
 Page 3 - 2

7.2. Complete Gear up or nose gear up landing .................................................. 33

7.3. Partial Main LG extension ............................................................................. 34
7.4. Failed retraction ............................................................................................ 36
7.5. Unintentional landing gear extension .......................................................... 36

8. Smoke and fire occurrence ........................................................... 38

8.1 Engine fire on the ground .............................................................................. 38
8.2 Engine fire during takeoff run ....................................................................... 39
8.3 Engine fire in flight ........................................................................................ 41
8.4 Electrical smoke in cabin on the ground ...................................................... 41
8.5 Electrical smoke in cabin during flight ......................................................... 42

9. Unintentional spin recovery .......................................................... 44

10. Landing emergencies .................................................................... 46

10.1 Landing without engine power ..................................................................... 46
10.2 Landing with Nose landing gear tire deflated .............................................. 48
10.3 Landing with a known main landing gear tire deflated ................................ 49
10.4 Landing without brakes ................................................................................ 50

11. Aircraft evacuation........................................................................ 51

12. Ditching .......................................................................................... 52

4th Edition, Rev. 10

Section 3 – Emergency procedures
INDEX
 Page 3 - 3

1. INTRODUCTION

Section 3 includes checklists and detailed procedures for coping with various
types of emergency conditions that could arise after a system failure.

Before operating the aircraft, the pilot should become thoroughly familiar with
this manual and, in particular, with this Section. Further on a continued and ap-
propriate training and self-study should be done.

Emergency procedures associated with those optional systems and equipment

which require handbook supplements are provided in separate Supplements.

Two types of emergency procedures are hereby given.

a. “BOLD FACES” which must be known by heart by the pilot and executed, in
the correct and complete sequence, immediately after the failure is detected
and confirmed.
These procedures characters are boxed and highlighted:

1.1. ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. --
4. --

b. “other procedures” which should be well theoretically known and mastered,

but that can be executed entering and following step by step the AFM current
section appropriate checklist.

In any case, as a failure or abnormal behaviour is detected pilots should act as

follows:

1. Keep self-control and maintain aircraft flight attitude and parameters

2. Analyse the situation identifying, if required, the area for a possible
emergency landing
3. Apply the pertinent procedure
4. Inform the Air Traffic Control as applicable

For the safe conduct of later flights, any anomaly and/or failure must
NOTE be communicated to the National Authorities in charge, in order to
put the aircraft in a fully operational and safe condition.

4th Edition, Rev. 0

Section 3 – Emergency procedures
INTRODUCTION
 Page 3 - 4

In this Chapter, following definitions apply:

NOTE Land as soon as possible: land without delay at the nearest suitable
area at which a safe approach and landing is assured.
Land as soon as practical: land at the nearest approved landing ar-
ea where suitable repairs can be made.

4th Edition, Rev. 0

Section 3 – Emergency procedures
INTRODUCTION
 Page 3 - 5

2. AIRPLANE ALERTS
The annunciator panel, located on the left side instrument panel, contains 16
lights for warnings, cautions and advisories. The colours are as follows:

GREEN: to indicate that pertinent device is turned ON

AMBER: to indicate no-hazard situations which have to be considered and
which require a proper crew action
RED: to indicate emergency conditions

2.1. SINGLE GENERATOR FAILURE / OVERVOLTAGE

In event of LH or RH GENERATOR caution light turned ON, apply following

procedure:
1. FIELD LH (or RH) OFF
2. FIELD LH (or RH) ON
If the LH (or RH) GENERATOR caution stays displayed
3. FIELD LH (or RH) OFF
4. Avionic LH OFF
5. ADF OFF
Switching OFF avionic LH and ADF will permit to shed non
essential electrical power.
NOTE
The battery and a single generator are able to supply the elec-
trical power necessary for flight, but redundancy is lost.
If conditions permit:

Switching CROSS BUS OFF will further reduce alternator

NOTE load; the decision mainly depends on weather conditions.

6. CROSS BUS LH (or RH) OFF

Equipment will be lost accordingly to the following table:
LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Pitot Heat DME ADF NAV Lights
Landing Light Transponder COM 2 Rudder Trim
Taxi Light Encoder Altimeter NAV 2 Stall Warning
A/P RH attitude indicator
A/P Pitch Trim

7. Land as soon as practicable

4th Edition, Rev. 0

Section 3 – Emergency procedures
SINGLE GENERATOR FAILURE
 Page 3 - 6

2.2. BOTH GENERATORS FAILURE

In event of both LH and RH GENERATOR caution lights turned ON:

1. FIELD LH and RH BOTH OFF

2. FIELD LH and RH BOTH ON

If the LH (or RH) GENERATOR caution stays displayed

3. Verify good ammeter indications on restored alternator
4. Refer to Single generator failure / overvoltage drill (Para 2.1)

If both LH and RH GENERATOR cautions stay displayed

3. FIELD LH and RH BOTH OFF
4. CROSS BUS LH and RH BOTH OFF

If engine starting battery modification is applied

5. EMERG BATT switch ON
6. Land as soon as practical.

If engine starting battery modification is not applied

5. Land as soon as possible.
Equipment will be lost accordingly to the following table:

LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus

Pitot Heat DME ADF NAV Lights
Landing Light Transponder COM 2 Rudder Trim
Taxi Light Encoder Altimeter NAV 2 Stall Warning
A/P RH attitude indicator
A/P Pitch Trim

The battery alone can supply electrical power for at

NOTE least 30 minutes.

4th Edition, Rev. 0

Section 3 – Emergency procedures
BOTH GENERATORS FAILURE
 Page 3 - 7

2.3. BOTH GENERATORS OVERVOLTAGE

In event of both LH and RH OVERVOLT warning lights turned ON:

1. FIELD LH and RH BOTH OFF

2. FIELD LH and RH BOTH ON
If the LH (or RH) GENERATOR caution stays displayed
3. Verify good ammeter indications on restored alternator
4. Refer to Single generator failure / overvoltage drill (Para 2.1)
If both LH and RH OVERVOLT warning stay displayed
3. CROSS BUS LH and RH BOTH OFF
4. FIELD LH and RH BOTH OFF
5. FIELD LH and RH BOTH ON
If LH (or RH) OVERVOLT warning stays displayed

6. Verify good ammeter indications on restored alternator

7. Switch CROSS BUS on the restored alternator side
8. Refer to Single generator failure / overvoltage drill (Para 2.1)
If both LH and RH OVERVOLT warning stay displayed
6. FIELD LH and RH BOTH OFF
If engine starting battery modification is applied
7. EMERG BATT switch ON
LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Pitot Heat DME ADF NAV Lights
Landing Light Transponder COM 2 Rudder Trim
Taxi Light Encoder Altimeter NAV 2 Stall Warning
A/P RH attitude indicator
A/P Pitch Trim

8. Land as soon as practical.

If engine starting battery modification is not applied

7. Land as soon as possible.
Equipment will be lost accordingly to the following table:
The battery alone can supply electrical power for at least 30
NOTE minutes.

4th Edition, Rev. 0

Section 3 – Emergency procedures

BOTH GENERATORS overvoltage

 Page 3 - 8

2.4. FAILED DOOR CLOSURE

In case of door opening / unlocking, related MAIN or REAR DOOR ALERT

warning light turns ON.

ON THE GROUND
1. Passengers and crew seat belts Fasten and tighten
2. Affected door Verify correctly closed
If door is open
3. Relevant engine Shut down
4. Affected door Close and check
If door is closed
3. Locking device Check
If down in unlocked position
4. Abort mission.

IN FLIGHT
1. Passengers and crew seat belts Fasten and tighten
2. Affected door and locked device Verify correctly closed
If door is open or locking device is unlocked
3. Land as soon as possible

4th Edition, Rev. 0

Section 3 – Emergency procedures
FAILED DOOR CLOSURE
 Page 3 - 9

2.5. PITOT HEATING SYSTEM FAILURE

When the Pitot Heating system is activated, the green PITOT HEAT advisory
light is turned ON.
If the amber PITOT HEAT caution light turns OFF, then the Pitot Heating sys-
tem is functioning properly. Anytime the amber PITOT HEAT caution light is
ON at the same time the green PITOT HEAT light is ON, then the Pitot Heating
system is not functioning properly.

1. Pitot heat switch OFF

2. Verify Pitot Heating circuit breaker is IN
3. Pitot heat switch ON
4. Check PITOT HEAT caution light:

If the amber light stays ON, assume a failure in the pitot heating system.
Avoid visible moisture and OATs below 10 deg C.

4th Edition, Rev. 0

Section 3 – Emergency procedures

PITOT HEATING SYSTEM failure

 Page 3 - 10

2.6. COOLANT LIQUID LOW LEVEL

When the engine coolant liquid level goes under the lower limit, the related LH or
RH LOW COOLANT is turned ON. This condition may lead to high CHT/CT.
When the warning light turns ON, apply following procedure:

1. Check affected engine CHT/CT

If CHT is above 135°C or CT is above 120°C

2. Affected engine Reduce power setting to reduce CHT/CT up to
the minimum practical
3. Land as soon as practical

If CHT/CT continues to rise and engine shows roughness or power loss

4. Affected engine SECURE (securing procedure on Para. 4)
5. Land as soon as possible applying one engine inoperative landing proce-
dure. See Para. 6.6

4th Edition, Rev. 0

Section 3 – Emergency procedures
COOLANT LIQUID LOW LEVEL
 Page 3 - 11

2.7. GEAR PUMP FAILURE

The GEAR PUMP ON caution light turns ON when the landing gear hydraulic
pump is electrically supplied.

After the landing gear retraction, if the red TRANS light turns OFF and the
GEAR PUMP ON caution stays turned ON, this could indicate a gear pump relay
failure to ON.

If TRANS light is OFF

1. Continue the mission monitoring the caution light.

If TRANS light is ON
2. Landing gear is not locked in UP position

The electrical gear pump, continuously supplied, causes a current

absorption which does not affect the mission unless this failure is
NOTE coupled with the overall electrical failure. In this case, the residual
battery endurance may be consistently lower than 30 minutes.

4th Edition, Rev. 0

Section 3 – Emergency procedures
GEAR PUMP FAILURE
 Page 3 - 12

2.8. ENGINE FIRE

In event of engine fire, LH or RH ENGINE FIRE warning light will turn ON. Re-
fer to following procedures:

FIRE ON THE GROUND: see Para. 8.1

FIRE DURING TAKEOFF RUN: see Para. 8.2
FIRE IN FLIGHT: see Para. 8.3

4th Edition, Rev. 0

Section 3 – Emergency procedures
ENGINE FIRE
 Page 3 - 13

3. ENGINE SECURING
Following procedure is applicable to shut-down one engine in flight:

1. Throttle Lever IDLE

2. Ignition BOTH OFF
3. Propeller Lever FEATHER
4. Fuel Selector OFF
5. Electrical fuel pump OFF

After securing engine(s), after analysing situation, refer immediately to following

procedures:

ENGINE FAILURE IN FLIGHT: see Para. 6.5

SINGLE GENERATOR FAILURE: see Para. 2.1

or BOTH GENERATOR FAILURE: see Para. 2.2

INFLIGHT ENGINE RESTART: see Para. 6.2

ONE ENGINE INOPERATIVE LANDING: see Para. 6.6

or LANDING WITHOUT ENGINE POWER: see Para. 10.1

4th Edition, Rev. 0

Section 3 – Emergency procedures
ENGINE SECURING
 Page 3 - 14

4. POWERPLANT EMERGENCIES

4.1. PROPELLER OVERSPEEDING

The aircraft is fitted with propeller/governor set by MT-Propeller such a way that
the maximum propeller rpm exceedance is prevented. In case of propeller over-
speeding in flight, apply following procedure:

1. Throttle Lever REDUCE power to minimum practical

2. Propeller Lever REDUCE as practical (not in feathering)
3. RPM indicator CHECK

If it is not possible to decrease propeller rpm, apply engine securing procedure

(see Para. 3) and land as soon as possible applying one engine inoperative land-
ing procedure (See Para. 6.6).

Maximum propeller rpm exceedance may cause engine components

damage. Propeller and engine shall be inspected in accordance with
CAUTION
related Operators Manuals.

4.2. CHT/CT LIMIT EXCEEDANCE

If CHT/CT exceeds its limit, apply following procedure:

1. Check affected engine CHT/CT

If CHT is above 135°C or CT is above 120°C
2. Affected engine Reduce power setting to reduce CHT/CT up to
the minimum practical
3. Land as soon as practical

If CHT/CT continues to rise and engine shows roughness or power loss

4. Affected engine SECURE (securing procedure on Para. 4)
5. Land as soon as possible applying one engine inoperative landing proce-
dure. See Para. 6.6

4th Edition, Rev. 0

Section 3 – Emergency procedures
POWERPLANT EMERGENCIES
 Page 3 - 15

4.3. OIL TEMPERATURE LIMIT EXCEEDANCE

If oil temperature exceeds maximum limit (130°C):

1. OIL PRESS CHECK

If oil pressure is within limits
2. Affected engine Reduce power setting to minimum applicable
3. Affected engine Keep propeller speed higher than 2000 RPM
If oil pressure does not decrease
4. Airspeed INCREASE

If oil temperature does not come back within limits, the

thermostatic valve, regulating the oil flow to the heat ex-
NOTE changers, could be damaged or an oil leakage can be
present in the oil supply line.

5. Land as soon as practical keeping the affected engine to the mini-

mum necessary power
6. Monitor OIL PRESS and CHT/CT

if engine roughness / vibrations or erratic behaviour is detected:

7. Affected engine SECURE (see engine securing procedure
on Para. 3)
8. Land as soon as possible applying one engine inoperative landing pro-
cedure. See Para. 6.6
Excessive oil pressure drop leads to a high pitch propel-
ler configuration with consequent propeller feathering
WARNING and engine stopping.

4th Edition, Rev. 0

Section 3 – Emergency procedures
POWERPLANT EMERGENCIES
 Page 3 - 16

4.4. OIL PRESSURE LIMITS EXCEEDANCE

If oil pressure exceeds its lower or upper limit (0.8 – 7 bar), apply following pro-
cedure:

Excessive oil pressure drop leads to a high pitch propeller

configuration with consequent propeller feathering and en-
WARNING gine stopping.

An excessive oil pressure value can be counteracted by de-

NOTE creasing propeller rpm.

1. OIL PRESS CHECK

If oil pressure exceeds upper limit (7 bar)

2. Throttle Lever first REDUCE affected engine power by 10%

3. Propeller Lever Keep low rpm
4. OIL PRESS CHECK (verify if within limits)
5. Land as soon as practical

If oil pressure is under the lower limit (0.8 bar)

2. Land as soon as practical

If oil pressure is continuously decreasing

3. Affected engine SECURE (see engine securing procedure Para. 3)
4. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

4th Edition, Rev. 0

Section 3 – Emergency procedures
POWERPLANT EMERGENCIES
 Page 3 - 17

4.5. LOW FUEL PRESSURE

If fuel pressure decreases below the lower limit (2.2 psi), apply following proce-
dure:

1. Fuel press CHECK

2. Fuel quantity CHECK
3. Fuel consumption MONITOR

If a fuel leakage is deemed likely

4. Land as soon as possible.

If a fuel leakage can be excluded:

4. Electrical fuel pump ON

5. Feed the affected engine by means of opposite side fuel tank

If pressure does not come back within the limits

6. Land as soon as practical

4th Edition, Rev. 0

Section 3 – Emergency procedures
POWERPLANT EMERGENCIES
 Page 3 - 18

5. OTHER EMERGENCIES

5.1. EMERGENCY DESCENT

Descent with airspeed at VLE, idle power and gear down will pro-
vide high descent rates and pitch attitudes up to -15°.
Anticipate altitude capture and return to level flight during emer-
CAUTION gency descent in order to assure a safe and smooth recovery from
maneuver.

1. Power levers IDLE

2. Flaps UP
3. IAS below VLO/VLE
4. Landing gear DOWN
5. Airspeed Up to VLO/VLE

5.2. TOTAL ELECTRICAL FAILURE

In case of electrical system overall failure, apply following procedure:

1. Emergency light ON if necessary

2. Standby attitude indicator switch ON
3. MASTER SWITCH OFF
4. FIELD LH and RH BOTH OFF
5. MASTER SWITCH ON
6. FIELD LH and RH BOTH ON

If failure persists
9. EMERG BATT switch ON (if engine starting battery
installed)
10. Land as soon as possible applying emergency landing gear extension
procedure (see Para. 7.1)

An electrical system overall failure prevents flaps operation:

landing distance without flaps increases of about 25%.
WARNING

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

4th Edition, Rev. 0

Section 3 – Emergency procedures
OTHER EMERGENCIES
 Page 3 - 19

5.3. STATIC PORTS FAILURE

In case of static ports failure, the alternate static port in the cabin (shown below)
must be activated.

1. Cabin ventilation OFF (hot and cold air)

2. ALTERNATE STATIC PORT VALVE OPEN
3. Continue the mission

4th Edition, Rev. 0

Section 3 – Emergency procedures
OTHER EMERGENCIES
 Page 3 - 20

5.4. UNINTENTIONAL FLIGHT INTO ICING CONDITIONS

1. Carburettor heat BOTH ON

2. Pitot heat ON
3. Fly as soon as practical toward a zone clear of visible moisture, precipita-
tion and with higher temperature, changing altitude and/or direction.
4. Control surfaces Move continuously to avoid locking
5. Propellers rpm INCREASE to prevent ice build-up on the blades

In event of ice build-up in correspondence of wing leading edges,

stall speed increases.
WARNING

Ice build-up on wing, tail fin or flight control surfaces unexpected

sudden roll and/or pitch tendencies can be experienced and may
WARNING lead to unusual attitude and loss of aircraft control.

Do not use Autopilot when icing formation is suspected or detected.

WARNING

4th Edition, Rev. 0

Section 3 – Emergency procedures
OTHER EMERGENCIES
 Page 3 - 21

5.5. CARBURETTOR ICING

DURING TAKEOFF

The carburettor icing in “full throttle” mode is unlikely.

Take off in known or suspected icing condition is forbidden.
Therefore, and in order to dispose of full engine take off power, the take-off must
be performed with carburettor heating OFF.

IN FLIGHT

Carburettor icing is considered probable when external air temperature is below

15° C and visible air moisture (clouds, mist, haze or fog) or atmospheric precipi-
tation are present.
Generally, an OAT-to-dew point temperature spread lower than 10°C and OAT
less than 15°C with visibility lower than 5 km is a positive indication of likely ic-
ing formation condition.
Should an inadvertent flight into known or forecast icing condition happen carbu-
rettor heating should be selected “ON” as soon as possible: the earlier carburettors
are warmed the better the chances not to form ice and avoid engine loss or reduc-
tion of power.
Keep Carb Heating “ON” until engine power is restored and area of possible icing
condition is exited.
Carburettor Heating to “ON” will cause engine RPM reduction of
about 100 RPM, causing a sensible available engine power de-
CAUTION crease.

4th Edition, Rev. 0

Section 3 – Emergency procedures
OTHER EMERGENCIES
 Page 3 - 22

5.6. FLAPS CONTROL FAILURE

DURING TAKEOFF

Flap UP take off, requires a T/O distance (50 ft height obstacle

distance) increased by about 20%.
CAUTION

1. Airspeed Keep below 93 KIAS

2. Land as soon as practical

DURING APPROACH/LANDING

If the flaps control fails, consider the higher stall speed (see Sec-
tion 5, Para 6 (Stall Speed) and an increased landing distance of
CAUTION about 25%.

1. Airspeed Keep over 75 KIAS

2. Land as soon as practical on a runway of appropriate length

5.7. ELECTRICAL PITCH TRIM CONTROL FAILURE

a) Trim Runaway:
In the event of trim runaway:
1. AP DISC switch (if AP is installed) PRESS and HOLD
2. TRIM DISC switch OFF
3. AP DISC switch (if AP is installed) RELEASE
4. Trim aircraft using trim wheel

b) Trim Jamming:
Should trim control be jammed / inoperative:
1. Pitch trim breaker CHECK

If circuit breaker is OUT:

2. Trim aircraft using trim wheel

If circuit breaker is IN:

2. TRIM DISC switch OFF
3. Trim aircraft using trim wheel

4th Edition, Rev. 11

Section 3 – Emergency procedures
OTHER EMERGENCIES
 Page 3 - 23

6. ONE ENGINE INOPERATIVE PROCEDURES

The ineffectiveness of one engine results in asymmetric traction which

tends to yaw and bank the aircraft towards the inoperative engine. In
this condition it is essential to maintain the direction of flight compen-
sating the lower traction and counteracting the yawing effects by mean
of rudder pedals. To improve directional control, it is advisable to
bank the aircraft of about 5° to the side of the operating engine.
In addition, reduced available overall power and extended control
CAUTION surfaces will lead to a performances drop: a quick pitch attitude re-
duction will allow to keep a minimum safety airspeed.
The higher is the airspeed the better will be lateral and directional
control efficiency: never allow airspeed to drop below VMCA.

Best residual climb performances in OEI (One Engine Inoperative)

condition have been recorded in Flap Up configuration and at VYSE,
which is marked as a Blue Line on the Airspeed indicator (calculated
for maximum Take Off Weight and Sea, Level ISA condition) For ac-
tual condition VYSE refer to Section 5 Para. 13 (One engine rate of
climb).
CAUTION VXSE is actually very close to VYSE in any condition, thus best climb
performance will also be associated with best climb angle (gradient)
performance. Refer to Section 5 Para. 14, One-Engine Rate of Climb
at VxSE , for relevant data.

4th Edition, Rev. 0

Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
 Page 3 - 24

6.1 CHARACTERISTIC AIRSPEEDS WITH ONE ENGINE INOPERATIVE

In case of one engine inoperative condition (OEI), pilot shall take into account the
airspeeds shown below:

Speed
Conditions
(KIAS)
Minimum aircraft control speed with one en-
62
gine inoperative and flaps set to T.O. (VMC)
MTOW 1180 kg MTOW 1230 kg
Best rate-of-climb speed OEI (VYSE)
80 84
Best gradient speed OEI (VXSE) 79 83

Reference is made to MTOW, 1180 kg and 1230 kg, at Sea Level and
ISA condition (if Supplement A19 - Increased MTOW @1230 KG - is
NOTE applicable).

4th Edition, Rev. 0

Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
 Page 3 - 25

6.2 INFLIGHT ENGINE RESTART

After:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.

1. Carburettor heat ON if required

2. Electrical fuel pump ON
3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. Ignition BOTH ON
7. Operating engine Throttle Lever SET as practical
8. Stopped engine Throttle Lever IDLE
9. Stopped engine Propeller Lever FULL FORWARD
10. Start push-button inoperative engine PUSH
11. Propeller Lever inoperative engine SET at desired rpm
12. FIELD ON (check for positive ammeter)
13. Engine throttle levers SET as required

If engine restart is unsuccessful

14. EMERG BATT switch ON (if starting battery installed)

15. Repeat engine restart procedure

After engine restart, if practical, moderate propeller rpm and throttle

increase to allow OIL and CHT/CT temperatures for stabilizing in
CAUTION
the green arcs.

If the fuel quantity in the tank which feeds the stopped engine is
NOTE low, select the opposite side fuel tank by means of the fuel se-
lector.

If engine restart is still unsuccessful:

16. Affected engine SECURE (see engine securing procedure

Para. 3)
17. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

4th Edition, Rev. 0

Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
 Page 3 - 26

6.3 ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. Brakes As required

When safely stopped:

4. Failed Engine Ignition BOTH OFF

5. Failed Engine Field OFF
6. Failed Engine Electrical fuel pump OFF

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before command-
ing LG retraction.
WARNING
Take-off planning should take into account that high density altitude
and aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate
of climb after landing gear retraction and engine feathering.

1. Operating engine Throttle Lever FULL POWER

2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Inoperative engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°

4th Edition, Rev. 0

Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
 Page 3 - 27

At safe altitude

9. Inoperative engine Confirm and SECURE

10. Operative engine Electrical fuel pump Check ON
11. Operating engine Check engine instruments
12. Operating engine Fuel Selector Check correct feeding (crossfeed
if needed)

If engine restart is recommended:

13. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

13. Land as soon as possible

14. One engine inoperative landing procedure. see Para. 6.6

Following:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.

4th Edition, Rev. 0

Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
 Page 3 - 28

6.4 ENGINE FAILURE DURING CLIMB

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Reduce as appropriate to keep airspeed
over 62 KIAS

4. Operating engine Throttle Lever FULL THROTTLE

5. Operating engine Propeller Lever FULL FORWARD
6. Operative engine Electrical fuel pump Check ON
7. Inoperative engine Propeller Lever FEATHER
8. Inoperative engine Confirm and SECURE

If engine restart is possible:

9. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

9. Land as soon as possible
10. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to
WARNING Section 5 Para 1, “One-engine rate of climb”.

4th Edition, Rev. 0

Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
 Page 3 - 29

6.5. ENGINE FAILURE IN FLIGHT

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Adjust as appropriate to keep airspeed over 62 KIAS

4. Operating engine Monitor engine instruments

5. Operative engine Electrical fuel pump Check ON
6. Operating engine Fuel Selector Check correct feeding
(crossfeed if needed)
If engine restart is possible:
7. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

7. Land as soon as possible
8. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to
WARNING Section 5 Para 12 (Rate of climb with One Engine Inoperative).

4th Edition, Rev. 0

Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
 Page 3 - 30

6.6. One engine inoperative landing

Thoroughly evaluate feasibility and plan in advance Single Engine Go-

Around capabilities and expected climb gradient should a Missed Ap-
proach / balked landing be necessary. Refer to Section 5, Para 13 and
WARNING 14 (One-engine Rate of Climb at VYSE and VXSE)

Autopilot must be kept OFF

WARNING

1. Seat belts Tightly fastened

2. Landing lights As required
3. Operating engine Fuel Selector Check correct feeding/crossfeed if needed
4. Inoperative engine Propeller Lever CHECK FEATHERED
5. Inoperative engine CHECK SECURED
6. Operative engine Electrical fuel pump ON

When on final leg:

7. Flap T/O
8. Landing gear Select DOWN and check three
green lights on
9. Approach Airspeed VYSE
10. Touchdown speed 70 KIAS

4th Edition, Rev. 0

Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
 Page 3 - 31

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 3 – Emergency procedures
 Page 3 - 32

7. LANDING GEAR FAILURES

7.1. EMERGENCY LANDING GEAR EXTENSION

Landing gear extension failure is identified by means of the green

NOTE lights not illuminated: relevant gear leg may not be fully extended
and/or locked.
Light bulb operating status can be verified by pressing the LDG
push-to-test button. Additionally, the red light TRANS indicates that
one or more legs are moving and the PUMP ON amber light on the
annunciator panel indicates the hydraulic gear pump is operating.

1. Airspeed below applicable VLO/VLE

2. Landing gear control lever DOWN
3. Emergency gear extension access door REMOVE
4. RH control lever ROTATE 90° counterclockwise
5. Wait at least 20 seconds

Main Landing Gear legs green lights may be turned on, thus in-
NOTE dicating effective main gear legs blocked in down position by
mere effect of gravity force.

6. LH control lever ROTATE 180° counterclockwise

7. Land as soon as practical

The emergency landing gear extension operation takes about

NOTE 20” sec.

4th Edition, Rev. 0

Section 3 – Emergency procedures
LANDING GEAR FAILURES
 Page 3 - 33

7.2. COMPLETE GEAR UP OR NOSE GEAR UP LANDING

The following procedure applies if Nose Landing Gear is not extended

and locked even after emergency extension procedure.
CAUTION

A Nose Landing Gear up leg not down and locked might lead to a
hazardous situation, especially on uneven runways.
WARNING

If landing gear position is not known, perform a tower fly-by at safe

speed and altitude to have confirmation about its situation.
If possible coordinate fire brigade intervention along runway and re-
WARNING port number of persons on board and remaining fuel type and quanti-
ty.

If a complete Landing Gear up or a Nose Landing Gear up position is reported:

Preparation
1. Reduce fuel load if time and conditions permit
2. Crew and passengers safety belts Tightly fastened
3. Landing gear control lever UP
4. Green lights and TRANS light CHECK OFF
5. Flap setting plan approach with Flap Land

Before ground contact:

6. LH and RH Fuel Selector BOTH OFF
7. LH and RH Electrical fuel pump BOTH OFF
8. Ignitions ALL OFF

On touch down:
9. Landing attitude slight nose-up and wings levelled,
10. Touchdown speed as low as 50 KIAS with flap
11. Aircraft nose gently lower as speed bleeds off

After aircraft stops:

12. FIELD LH and RH BOTH OFF
13. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

CAUTION
craft lighting.

14. Aircraft Evacuation carry out if necessary

4th Edition, Rev. 0

Section 3 – Emergency procedures
LANDING GEAR FAILURES
 Page 3 - 34

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

7.3. PARTIAL MAIN LG EXTENSION

The following procedure applies if one or both Main Landing Gear

legs are not completely extended and locked even after emergency ex-
CAUTION tension procedure.

A partial gear landing (RH and/or LH leg not down and locked) might
turn into a hazardous situation, especially on uneven runways.
If possible try to obtain a symmetric gear extension (e.g. by trying fur-
WARNING ther landing gear retraction) in order to avoid swerving after touch-
down. A gear up landing is generally considered safer.

If landing gear position is not known, perform a tower fly-by at safe

speed and altitude to have confirmation about its situation.
If possible coordinate fire brigade intervention along runway and re-
WARNING port number of persons on board and remaining fuel type and quanti-
ty.

Preparation
1. Reduce fuel load if time and conditions permit
2. Crew and passengers safety belts Tightly fastened
3. Landing gear control lever UP
4. Green lights and TRANS light CHECK OFF
5. Flap setting plan approach with Flap Land

If partially extended landing gear is confirmed:

Before ground contact:

6. LH and RH Fuel Selector BOTH OFF
7. LH and RH Electrical fuel pump BOTH OFF
8. Ignitions ALL OFF

On touch down:
9. Align for approach on the runway centreline
10. Touchdown speed as low as 50 KIAS
11. Touchdown on the extended gear only
12. Heading and direction maintain applying appropriate aileron and rud-
der/steering control
13. Retracted leg keep off the ground as long as possible

4th Edition, Rev. 0

Section 3 – Emergency procedures
LANDING GEAR FAILURES
 Page 3 - 35

After aircraft stops:

14. FIELD LH and RH BOTH OFF
15. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

16. Aircraft Evacuation carry out

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

4th Edition, Rev. 0

Section 3 – Emergency procedures
LANDING GEAR FAILURES
 Page 3 - 36

7.4. FAILED RETRACTION

1. Airspeed Keep below applicable VLO/VLE

2. Landing gear control lever DOWN

A Landing Gear lever recycle (further retraction attempt) may

result in a final partial Landing Gear Extension, which may
WARNING then compromise safe landing aircraft capability.

3. Landing Gear lights Check

If a safe landing configuration is obtained (3 greens)

4. Land normally

If a safe landing gear configuration is not obtained:

4. Emergency LG extension procedure Apply (See Para. 7.1)
5. Land as soon as practical

7.5. UNINTENTIONAL LANDING GEAR EXTENSION

An unwanted landing gear extension, with at least one leg mov-

ing downward, may be caused by hydraulic fluid loss and it is
signaled by
CAUTION
- significant aerodynamic noise increase;
- light and counteractable nose down pitch moment;
- red TRANS light turned on.

1. Airspeed Keep below applicable VLO/VLE

2. Landing gear control lever DOWN
3. Landing Gear lights Check

If a safe landing configuration is obtained (3 greens)

4. Land normally

If a safe landing gear configuration is not obtained:

4. Emergency LG extension procedure Apply (See Para. 7.1)
5. Land as soon as practical

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8. SMOKE AND FIRE OCCURRENCE

8.1 ENGINE FIRE ON THE GROUND

1. Fuel Selectors BOTH OFF

2. Ignitions ALL OFF
3. Electrical fuel pumps BOTH OFF
4. Cabin heat and defrost OFF
5. MASTER SWITCH OFF
6. Parking Brake ENGAGED
7. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

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8.2 ENGINE FIRE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE
2. Rudder Keep heading control
3. Brakes As required
With aircraft under control
4. Fuel Selector BOTH OFF
5. Ignitions ALL OFF
6. Electrical fuel pump BOTH OFF
7. Cabin heat and defrost OFF
8. MASTER SWITCH OFF
9. Parking Brake ENGAGED
10. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic
WARNING fluid or oil spills. Leave aircraft in upwind direction.

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before commanding
LG retraction.
WARNING
Take-off planning should take into account that high density altitude and
aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate of
climb after landing gear retraction and engine feathering.
1. Operating engine Throttle Lever FULL POWER
2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Fire affected engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°

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At safe altitude

9. Cabin heat and defrost BOTH OFF

10. Fire affected engine Fuel Selector Confirm and OFF
11. Fire affected engine Ignitions Confirm and BOTH OFF
12. Fire affected engine Electrical fuel pump Confirm and OFF
13. Fire affected engine FIELD OFF
14. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

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8.3 ENGINE FIRE IN FLIGHT

1. Cabin heat and defrost BOTH OFF

2. Autopilot OFF
3. Fire affected engine Fuel Selector Confirm and OFF
4. Fire affected engine Ignition Confirm and BOTH OFF
5. Fire affected engine Throttle Lever Confirm and FULL FORWARD
6. Fire affected engine Propeller Lever Confirm and FEATHER
7. Fire affected engine Electrical fuel pump OFF
8. Heading Keep control using rudder and ailerons
9. Attitude Adjust as appropriate to keep airspeed
over 62 KIAS
10. Fire affected engine Field OFF
11. Cabin ventilation OPEN
12. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

8.4 ELECTRICAL SMOKE IN CABIN ON THE GROUND

1. MASTER SWITCH OFF

2. Cabin heat and defrost OFF
3. Throttle Lever BOTH IDLE
4. Ignitions ALL OFF
5. Fuel Selector BOTH OFF
6. Parking Brake ENGAGED
7. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic flu-
WARNING id or oil spills. Leave aircraft in upwind direction.

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8.5 ELECTRICAL SMOKE IN CABIN DURING FLIGHT

1. Cabin ventilation OPEN

2. Emergency light ON
3. Standby attitude indicator switch ON
4. Gain VMC conditions as soon as possible

In case of cockpit fire:

5. Fire extinguisher use toward base of flames

A tripped circuit breaker should not be reset.

CAUTION

If smoke persists, shed electrical supply in order to isolate faulty source by:

6. FIELD LH and RH BOTH OFF

7. AVIONICS LH and RH BOTH OFF
8. CROSS BUS LH and RH BOTH OFF

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

If faulty source is found:

9. It may be possible to restore non faulty power sources (one at a time)
If smoke persists:
Before total electrical system shutdown consider gaining VMC condi-
tion, at night set personal emergency light on.
Only emergency light and emergency ADI will be electrically pow-
ered.
WARNING
All radio COM and NAV, Landing Gear lever (normal mode) and in-
dication lights, electrical trims and flaps will be unserviceable.

9. MASTER SWITCH OFF

10. Land as soon as possible

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When on ground:
Aircraft Evacuation
11. carry out as necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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9. UNINTENTIONAL SPIN RECOVERY

Spin behaviour has not been demonstrated since certification

process does not required it for this aircraft category.
Intentional spin is forbidden.
Stall with one engine inoperative is forbidden.
WARNING
Should an unintentional spin occur, the classic recovery ma-
noeuvre is deemed as being the best action to undertake:

1. Both engines throttles idle

2. Flight Controls centralize
3. Rudder fully against rotation until it stops

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10. LANDING EMERGENCIES

10.1 LANDING WITHOUT ENGINE POWER

In case of double engine failure both propellers should be feathered

to achieve maximum efficiency. Best glide speed is attained with flap
UP and equals VY for current aircraft mass and air density altitude.
Refer to Section 5, Para. “Enroute Rate of Climb”.
Normal landing gear extension requires MASTER switch ON, an ef-
ficient battery and takes around 20 seconds.
CAUTION LG selection should be appropriately anticipated when sure on fi-
nal.
Flap can be set to T/O or LAND when landing is assured on final to
reduce landing ground roll on short field.
Touchdown speed can be as low as 50 kt with flap down.

1. Airspeed MTOW 1180kg MTOW 1230 kg

VY = 83 KIAS VY = 84 KIAS
2. Flaps UP
3. Emergency landing field Select

Emergency landing strip should be chosen considering surface con-

dition, length and obstacles. Wind can be guessed by smoke plumes
direction and tree tops or grass bending. Select touchdown direction
WARNING according to the furrows of a plowed field, not across.

4. Safety belts FASTEN and tighten

5. Flaps Set when landing is assured
6. Landing gear control lever DOWN when landing is assured

To reduce landing gear extension time, evaluate use of emergency

control system which requires about 20 sec.
CAUTION

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LANDING EMERGENCIES
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Before touch down

7. Fuel Selector BOTH OFF

8. Electrical fuel pump BOTH OFF
9. Ignitions ALL OFF

After aircraft stops:

10. MASTER SWITCH OFF

When stopped

11. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

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10.2 LANDING WITH NOSE LANDING GEAR TIRE DEFLATED

If possible, as a nose landing gear flat tire condition is known, coor-

dinate fire brigade intervention along runway and report number of
WARNING persons on board and remaining fuel type and quantity.

If Nose Landing Gear flat tire is confirmed:

Preparation
1. Crew and passengers safety belts Tightly fastened
2. If time permits Burn fuel to lower landing weight
3. Flap setting plan approach with Flap Land

Before ground contact:

4. Fuel Selector BOTH OFF
5. Electrical fuel pump BOTH OFF
6. Ignitions ALL OFF

On touch down:
7. Landing attitude slight nose-up and wings levelled,
8. Touchdown speed as low as 50 KIAS with flap
9. Aircraft nose gently lower as speed bleeds off

After aircraft stops:

10. FIELD LH and RH BOTH OFF
11. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

12. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

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10.3 LANDING WITH A KNOWN MAIN LANDING GEAR TIRE DEFLATED

An asymmetrical landing gear tire condition (RH and/or LH tires de-

flated) might turn into a hazardous situation, especially on uneven
WARNING runways.

If possible, as a landing gear tires condition is known, coordinate fire

brigade intervention along runway and report number of persons on
WARNING board and remaining fuel type and quantity.

If a main Landing Gear flat tire is confirmed:

Preparation
1. Crew and passengers safety belts Tightly fastened
2. Flap setting plan approach with Flap Land
3. Approach alignment Plan to land on the side of the good tire
(drag in the middle)

Before ground contact:

4. LH and RH Electrical fuel pump BOTH OFF
5. LH and RH Fuel Selector BOTH OFF
6. Ignitions ALL OFF

On touch down:
7. Touchdown speed as low as 50 KIAS
8. Touchdown on the good tire gear only
9. Heading and direction maintain applying appropriate
aileron and rudder/steering control
10. Flattened tire keep off the ground as long as
possible

After aircraft stops (or if runway departure is imminent):

11. FIELD LH and RH BOTH OFF

12. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

13. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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10.4 LANDING WITHOUT BRAKES

If possible, select an airport with suitable runway length.
Otherwise, evaluate the possibility to perform a gear up landing (re-
CAUTION fer to procedure reported on Para. 7.2). In the latter case consider the
increasing hazard of an uneven pavement.

1. Safety belts FASTEN

After touch down if runway is deemed insufficient to decelerate:

2. Fuel Selector BOTH OFF

3. Electrical fuel pumps BOTH OFF
4. Ignitions ALL OFF
5. FIELD LH and RH BOTH OFF
6. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside

aircraft lighting.
CAUTION

Before end of runway or if runway departure is imminent:

7. Landing gear control lever UP

After aircraft stops:

8. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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11. AIRCRAFT EVACUATION

.

Leave the aircraft when engines are fully stopped. Watch for engine
hot parts and fuel, hydraulic fluid or oil spills when using fuselage
doors. If fuselage doors are unserviceable escape through the ditch-
WARNING
ing emergency exit
In case of engine fire escape from opposite or upwind aircraft side.

Verify (if not yet performed):

1. Fuel Selectors BOTH OFF
2. Ignitions ALL OFF
3. Electrical fuel pumps BOTH OFF
4. MASTER SWITCH OFF
5. Parking Brake ENGAGED
6. Leave the aircraft using emergency exits

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12. DITCHING

Contact with water shall happen with aircraft longitudinal axis and
direction of motion parallel to the wave at the minimum possible
speed. Keep the nose up as long as possible.
Once in the water, the aircraft shall be evacuated through the ditch-
ing emergency exit, if available put life vest on and set dinghy out
WARNING first. Inflate them only outside the aircraft.
If available, try to approach any existing ship in the vicinity in order
to be rapidly located and rescued right after ditching.

1. Landing gear UP
2. Safety belts Tighten and fastened
3. Flaps FULL

Before water impact

4. Fuel Selector BOTH OFF

5. Electrical fuel pump BOTH OFF
6. Ignitions ALL OFF
7. MASTER SWITCH OFF
8. FIELD LH and RH BOTH OFF
9. Impact speed 50 KIAS

Aircraft evacuation

10. Emergency exit handle rotate clockwise

11. Latch door push outward
12. Life vests don
13. Evacuate the aircraft

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SECTION 4 – NORMAL PROCEDURES

INDEX

1. Introduction .................................................................................. 3
1.1. Normal ops general recommendations ............................................................... 3
2. Airspeeds ...................................................................................... 5
2.1. normal operations ............................................................................................. 5
2.2. single engine training ......................................................................................... 5
3. Normal procedures checklist....................................................... 7
3.1. Recommendations for cold weather operations ................................................. 7
3.2. Pre-flight check - Aircraft walk-around ............................................................... 9
3.3. Cockpit inspections .......................................................................................... 14
3.4. Engine starting ................................................................................................. 16
3.5. Before taxiing .................................................................................................. 18
3.6. Taxiing ............................................................................................................. 18
3.7. Prior to takeoff ................................................................................................ 19
3.8. Line-up ............................................................................................................ 20
3.9. Takeoff and climb ............................................................................................ 21
3.10. Cruise .............................................................................................................. 22
3.11. Turbulent air operation .................................................................................... 22
3.12. Descent and approach ..................................................................................... 22
3.13. Before landing ................................................................................................. 22
3.14. Balked landing/missed approach...................................................................... 23
3.15. After landing .................................................................................................... 24
3.16. Parking/shut down .......................................................................................... 25
3.17. Postflight checks .............................................................................................. 26
4. Ground towing, parking and mooring ........................................ 27
4.1 Towing............................................................................................................. 27
4.2 Parking ............................................................................................................ 27
4.3 Mooring........................................................................................................... 27

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1. INTRODUCTION
Section 4 describes checklists and recommended procedures for the conduct of
normal operations for P2006T aircraft.

1.1. NORMAL OPS GENERAL RECOMMENDATIONS

The following points should be always brought to attention to pilot/instructor/operator when
operating a Tecnam aircraft equipped with variable pitch propeller:

1. Propeller governor ground check.

As prescribed by the propeller/governor manufacturer, a drop of 400/500 propeller RPM
should be produced during this check. Its aim is to confirm the governor efficiency, not its
complete feathering function.
Especially during the first cycle of propeller lever pulling, the governor tendency is to respond
to the input with consistent delay, causing the pilot to continue moving back the propeller lev-
er until an abrupt RPM change is observed. This causes an excessive drop in propeller speed
that may reach up to 800 RPM in some cases and, consequently, a drop of up to 2000 engine
shaft RPM. The long term result is a major wear of engine gearbox, bushings and pistons. In
some cases, it may also result in detonation.
In order to avoid these long term adverse effects, the governor ground check should be per-
formed by slowly and gently pulling the propeller lever. The purging cycle should be repeated
3 times, making sure that the governor closely and firmly controls the rpm.

The following recommendations have to be followed during the test:

- propeller speed drops shall be of 400/500 propeller RPM

- the cycle shall be repeated 3 times
- the pilot shall be ready to push the propeller lever if a drop of >500 RPM is recorded

2. Power changes.
When power setting changes are required in any flight condition, remember the following cor-
rect procedure:

Power increase = FIRST Prop THEN Map

Power reduction = FIRST Map THEN Prop

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Section 4 – Normal procedures
INTRODUCTION
 Page 4 - 4

Useful guideline chart that could be used for best propeller/manifold combination is following
reported:

3. Suitable Fuels.
Tecnam remember operators to fill the aircraft with approved and suitable fuels. Use of not
approved/unknown fuels may cause damages to the engine.

ONLY USE APPROVED FUELS

For details refer to Section 2 of this manual (or applicable Supplement) and latest issue
of Rotax SI-912-016

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Section 4 – Normal procedures
INTRODUCTION
 Page 4 - 5

2. AIRSPEEDS

2.1. NORMAL OPERATIONS

The following airspeeds are those which are significant for normal operations,
with reference to both MTOW: 1180 kg and 1230 kg (if Supplement A19 - In-
creased MTOW @1230 KG - is applicable).

MTOW
FLAPS 1180kg 1230 kg
Rotation Speed (in takeoff, VR) T/O 64 KIAS 65 KIAS
Best Angle-of-Climb Speed (VX) 0° 73 KIAS 72 KIAS
Best Rate-of-Climb speed (VY) 0° 80 KIAS 84 KIAS
Approach speed T/O 90 KIAS 90 KIAS

Final Approach Speed FULL 70 KIAS 71 KIAS

Manoeuvring speed (VA) 0° 118 KIAS 122 KIAS

Never Exceed Speed (VNE) 0° 167 KIAS 171 KIAS

2.2. SINGLE ENGINE TRAINING

VSSE is a speed selected as training aid for pilots in the handling of multi-engine aircraft.
It is the minimum speed for intentionally rendering on engine inoperative in flight. This
minimum speed provides the margin the manufacturer recommends for us when inten-
tionally performing engine inoperative manoeuvres during training. The best practice to
perform single engine training is to retard one engine to the flight parameters equivalent
to a dead engine.
A simulated feather condition is obtained with propeller lever full forward and
throttle lever set at 13.5 in Hg MAP at 70-90 KIAS and 2000-4000 ft (density alti-
tude).

Recommended safe simulated OEI speed

70 KIAS
(VSSE)

Keep speed above VSSE for simulated OEI training operations.

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AIRSPEEDS
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In normal operations, shutting down an engine for training shall not become a habit, in
particular for safety reasons and in order to optimise training; engine shutdown to per-
form OEI shall be executed only when required by regulations (e.g. during flight check,
skill tests or demonstration as per 14CFR Part61 or equivalent rule).
The continuous operation of engine securing for training may indeed cause long term
damages to the engine itself due to the high load coming from propeller (which is in
feathering angle during the engine re-starting).

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Section 4 – Normal procedures
AIRSPEEDS
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Normal procedures checklist

3.1. RECOMMENDATIONS FOR COLD WEATHER OPERATIONS
Engine cold weather operation
Refer to Rotax 912 Series Operators Manual, last issue, providing instructions for
operating media (lubricant and coolant specifications) to be used in cold weather
operation.

Parking
When the airplane is parked in cold weather conditions and it is expected to be
soaked at temperatures below freezing, some precautions need to be taken.
Clear snow, slush, and ice in the parking area, or at least clear the area around the
tires to prevent them from freezing to the ground. Apply plugs on Pitot and static
ports.
The exposed airframe parts should be protected, especially the engines, the
wheels, the blades and the gears against the snow or ice accumulation. Water and
other freezable liquids should be removed from the airplane.
Standing water that could freeze should be removed from critical parts, as flaps
and ailerons hinges, trim tabs hinges, drain points, LG doors, cabin doors etc.
With an ambient temperature of below -20°C, remove battery and store in a warm
dry place; additionally in order to prevent a heavy discharge and to increase the
battery life time, it is recommended to use an external power source for engine
starting at temperatures lower than –15°C.
When wheel brakes come in contact with ice, slush, or snow with freezing condi-
tions, the brake disk may freeze: park the aircraft with parking brake control knob
in OFF position and ensure the aircraft is properly chocked and moored.
In any case, when the probability of ice, snow, or heavy frost is forecast, the use
of a hangar is strongly recommended.
An external inspection of the aircraft is performed before each flight, as pre-
scribed on Section 3.1.
For cold weather operations, the crew must focus on the check of following parts
of airplane (free of snow/ice/standing water).

 control surfaces
 fuselage
 wings
 vertical and horizontal stabilator
 stall warning switch
 engine inlets
 engines draining points
 propeller blades
 LG doors
 Pitot, and static ports
 fuel tank vents

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Section 4 – Normal procedures
AIRSPEEDS
 Page 4 - 8

Tires show low pressure in cold weather: the required adjustments to inflation
pressure should be performed on tires cooled to ambient temperature.
If the crew detects ice, anti-icing products are not allowed. To remove ice, tow the
aircraft in the hangar and operate with a soft brush or a humid cloth.

Removal of snow/ice accumulations is necessary prior to take-off

WARNING because this will seriously affect airplane performance. Aircraft
with ice/snow accumulation is not cleared for flight.

If the aircraft must be operated in cold weather conditions within the range -25ºC
to -5ºC, it is suggested to perform following procedure in order to speed up the
engine warm-up:
 Tow the airplane in a warm hangar (warmer than -5°C);
 Let airplane temperature stabilize;
 Check pressure in hydraulic system, recharge if necessary;
 Heat the cabin to a suitable value to avoid windshield frost in flight; an elec-
trical fan heater may be used inside the cabin;
 Tow airplane outside and perform engine starting.

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Section 4 – Normal procedures
AIRSPEEDS
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3.2. PRE-FLIGHT CHECK - AIRCRAFT WALK-AROUND

To perform the aircraft walk-around, carry out the checklists according to the pattern
shown in Figure 4-1.

If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.

Visual inspection is defined as follows: check for defects, cracks, de-

NOTE lamination, excessive play, unsafe or improper installation as well as
for general condition, presence of foreign objects, slippage markers
etc. For control surfaces, visual inspection also involves additional
check for freedom of movement. Always check the ground in the area
of the aircraft for evidence of fuel, oil or operating fluids leakages.

Figure 4.1

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Section 4 – Normal procedures
AIRSPEEDS
 Page 4 - 10

1 Pilot door and cabin Check door for integrity. Turn ON the Mas-
ter Switch and check Stall Warning switch
for operation and condition; check lighting
of Landing/Taxi/Nav/Strobe lights then turn
OFF the Master Switch.
2 Left main landing gear Check fuselage skin status, tire status (cuts,
bruises, cracks and excessive wear), slip-
page markers integrity, gear structure and
shock absorber, hoses, gear door attach-
ments and gear micro-switches. There
should be no sign of hydraulic fluid leakage.
3 Wheel chock Remove if employed
4 Propeller and spinner The propeller blades and spinner should be
free of cracks, nicks, dents and other defects
and should rotate freely. Check fixing and
lack of play between blades and hub.

5 Left engine nacelle Perform following inspections:

a) Check the surface conditions.

b) Nacelle inlets and exhausts openings
must be free of obstructions. If inlet
and outlet plugs are installed, they
should be removed.
c) Check radiators. There should be no
indication of leakage of fluid and
they have to be free of obstructions.
d) Only before the first flight of a day:
(1) Verify coolant level in the expansion
tank, replenish as required up to top
(level must be at least 2/3 of the ex-
pansion tank).
(2) Verify coolant level in the overflow
bottle through the slot under the na-
celle: level must be between min.
and max. mark. Replenish if re-
quired removing the upper cowling;
after that, install upper cowling
checking for interferences with radi-
ators.

(3) Turn the propeller by hand to and

fro, feeling the free rotation of 15°or
30° before the crankshaft starts to
rotate. If the propeller can be turned

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Section 4 – Normal procedures
AIRSPEEDS
 Page 4 - 11

between the dogs with practically no

friction at all further investigation is
necessary. Turn propeller by hand in
direction of engine rotation several
times and observe engine for odd
noises or excessive resistance and
normal compression.
e) Check oil level and replenish as re-
quired. Prior to oil check, switch off
both ignitions circuits and turn the
propeller by hand in direction of en-
gine rotation several times to pump
oil from the engine into the oil tank.
This process is finished when air is
returning back to the oil tank and
can be noticed by a murmur from the
open oil tank. Prior to long flights oil
should be added so that the oil level
reaches the “max” mark.
f) Drain off Gascolator for water and
sediment (drain until no water comes
off). Then make sure drain valve is
closed.
g) Check drainage hoses clamps
h) Verify all parts are fixed or locked.
i) Verify all inspection doors are
closed.

6 Air induction system Check engine air inlet for integrity and cor-
rect fixing. The air intake filter must be free
of obstructions.
7 Left fuel tank Check that the refuelling port cap is proper-
ly secured, then perform the fuel tank sump
drainage operating the related valve which,
after operation, must be checked closed.
Fuel must checked for water and sediment.
Verify the tank vent outlet is clear.
8 Landing and taxi lights Visual inspection
9 Left wing leading edge Visual inspection. Check cabin ventilation
inlet and carburettor heating inlet for condi-
tion and free of obstruction. Check stall
strip.
10 Left wing top and bottom panels Visual inspection
11 Left winglet, nav and strobe Check for integrity and fixing
lights, static discharge wick
12 Left aileron and balance mass Visual inspection, remove tie-down devices
and control locks if employed.

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Section 4 – Normal procedures
AIRSPEEDS
 Page 4 - 12

13 Left Flap and hinges Visual inspection

14 Left static port Remove protective cap – Visual inspection
15 Antennas Check for integrity
16 Gear pump, external power and Check emergency landing gear extension
battery compartment system pressure (low pressure limit: 20 bar),
external power and battery compartments
closure.
17 Horizontal and vertical empen- Check the actuating mechanism of control
nage and tabs. Static discharge surfaces and the connection with related
wicks. tabs. Check wicks for integrity. Remove tie-
down device if employed.
18 Stabilator leading edge Check for integrity
19 Fuselage top and bottom skin Visual inspection
20 Right static port Remove protective cap – Visual inspection
21 Right Flap and hinges Visual inspection
22 Right aileron and balance weight Visual inspection, remove tie-down devices
and control locks if employed.
23 Right winglet, nav and strobe Check for integrity and fixing and lighting
lights, static discharge wick
24 Right wing top and bottom pan- Visual inspection
els
25 Right wing leading edge Visual inspection. Check cabin ventilation
inlet and carburettor heating inlet for condi-
tion and free of obstruction. Check stall
strip.

4th Edition, Rev. 0

Section 4 – Normal procedures
AIRSPEEDS
 Page 4 - 13

26 Right fuel tank Check that the refuelling port cap is proper-
ly secured, then perform the fuel tank sump
drainage operating the related valve which,
after operation, must be checked closed.
Fuel must checked for water and sediment.
Verify the tank vent outlet is clear.
27 Propeller and spinner: The propeller blades and spinner should be
free of cracks, nicks, dents and other
defects and should rotate freely. Check fix-
ing and lack of play between blades and hub.
28 Right engine nacelle Apply check procedure reported in the walk-
around station 5 and 6
29 Passenger door and cabin Check door for integrity. Check safety belts
for integrity and baggage for correct posi-
tioning and fastening. Check ditching emer-
gency exit safety lock. Check passengers
ventilation ports for proper setting.
30 Right main landing gear Apply check procedure reported in the walk-
around Station 2
31 Wheel chock Remove if employed
32 Bottom fuselage antennas Check for integrity
33 Right cabin ram-air inlet Visual inspection
34 Right Pitot tube Remove protective cap and check for any
obstruction
35 Nose landing gear Check tire status (cuts, bruises, cracks and
excessive wear), slippage markers integrity,
gear structure and retraction mechanism,
shock absorber and gear doors attachments.
There should be no sign of hydraulic fluid
leakage.
36 Radome Check for integrity
37 Radome access door Visual inspection
38 Left Pitot tube Remove protective cap and check for any
obstruction
39 Left cabin ram-air inlet Visual inspection

Avoid blowing inside Pitot-tube and inside airspeed indicator

NOTE system's static ports as this may damage instruments.

4th Edition, Rev. 0

Section 4 – Normal procedures
AIRSPEEDS
 Page 4 - 14

3.3. COCKPIT INSPECTIONS

Instruct passengers on how to use safety belts and normal / emergency

exits. Passenger embarkation should be done, avoiding contact with hot /
oily parts such as engine exhaust pipes, drainage tubes and wheel brakes,
or sharp wing control surfaces edges.
CAUTION
Do not smoke on board
1 Parking Brake CHECK ENGAGED
2 AFM CHECK on board
3 Weight and balance CHECK if within the limits
4 Flight controls Remove seat belt used as lock
5 Seat Adjust as required
6 Seat belt Fastened
7 Passenger briefing Completed
8 Doors CLOSED AND LOCKED
9 Landing gear control knob CHECK DOWN
10 Breakers All IN
11 MASTER SWITCH ON
12 Fuel quantity CHECK
13 RH fuel selector RIGHT
14 LH fuel selector LEFT
15 RH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation and advisory light turned ON.
16 RH Electrical Fuel pump OFF, check pressure decreased at zero
17 LH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation and advisory light turned ON.
18 LH Electrical Fuel pump OFF, check pressure decreased at zero
19 Annunciator panel TEST
20 Landing gear lights TEST
21 ELT CHECK set to ARM
22 Fire detector TEST
23 Electrical pitch trim selector (if in- TEST
stalled)
24 Engine levers friction Adjust if required
25 Flight controls CHECK free
26 Alternate static port CHECK closed
27 Cabin heat CLOSED
28 Flaps Operate control to FULL position.
Verify extension. Retract flaps.
29 Pitch trim control Set to neutral position.
30 Rudder trim control Set to neutral position.
31 Eng.Starting Battery Voltmeter (optional) Check 12 to 14 Volt

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Section 4 – Normal procedures
AIRSPEEDS
 Page 4 - 15

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 4 – Normal procedures
 Page 4 - 16

3.4. ENGINE STARTING

Avionics switches must be set OFF during engine starting to prevent avion-
ic equipment damage.
CAUTION

1 Start clearance Obtain if needed

2 CHRONOMETER START

Right engine starting

1 RH Throttle lever IDLE
2 RH Carburetor heat OFF
3 RH Propeller Lever FULL FORWARD
4 RH Choke ON if required

Cold engine
Throttles idle (fully closed), chokes fully opened.
NOTE
Soon after starting, advance the throttle to let the propeller reach 800 RPM
and slowly close the choke. Keep engine at 900 RPM for warm up period.
Hot engine
Park the aircraft with the nose pointing into wind in order to aid cooling.
Keep chokes closed and slowly open the throttles one inch while cranking.
Flooded Engine after engine start failure
Keep chokes closed, open throttle fully and start the engine, then quickly re-
duce throttles to idle.

5 RH Electrical Fuel pump ON, check advisory light ON and posi-

tive fuel press build up
6 STROBES ON
7 RH engine propeller zone CHECK free
8 RH ignitions switches BOTH ON

Ensure that the area around engine propeller disc is clear from people
and obstacles. Call out for propeller free.
WARNING

9 RH start pushbutton PUSH

10 RH engine oil gauge CHECK if increasing within 10 sec.
(max 7 bar in cold operation)
11 RH Throttle lever Advance to reach 1200 RPM
12 RH Choke OFF
13 RH Field ON
14 RH Avionics ON
15 RH Crossbus ON
16 RH Ammeter CHECK Amps positive
17 RH Voltmeter CHECK 12 to 14 Volt
18 RH Electric fuel pump OFF

4th Edition, Rev. 13

Section 4 – Normal procedures
 Page 4 - 17

Left engine starting

1 LH Throttle lever IDLE
2 LH Carburetor heat OFF
3 LH Propeller Lever FULL FORWARD
4 LH Choke ON if required
5 LH Electrical Fuel pump ON, check advisory light ON and posi-
tive fuel press build up
6 LH engine propeller zone CHECK free
7 LH ignitions switches BOTH ON

Ensure that the area around engine propeller disc is clear from people
and obstacles. Call out for propeller free.
WARNING

8 LH start pushbutton PUSH

9 LH engine oil gauge CHECK increasing within 10 sec. (max 7
bar in cold operation)
10 LH Throttle lever Advance to reach 1200 RPM
11 LH Choke OFF
12 LH Field ON
13 LH Avionics ON
14 LH Crossbus ON
15 LH Ammeter CHECK Amps positive
16 LH Voltmeter CHECK 12 to 14 Volt
17 LH Electric fuel pump OFF

4th Edition, Rev. 13

Section 4 – Normal procedures
 Page 4 - 18

3.5. BEFORE TAXIING

1 Let the engines warm up to a minimum oil temperature of 50°C at 1200 RPM
2 Nav and taxi lights ON
3 Audio panel ON
4 COM ON
5 NAV ON
6 Transponder Standby
7 Passengers and crews seat belts Fastened
8 Passengers and crews headphones Set as required

3.6. TAXIING

Ensure that the main and passengers’ doors warning lights are turned off.
NOTE

1 LH/RH Fuel Selector As required

2 LH and RH fuel pressure Monitor
3 Parking Brake RELEASE
4 Flight instruments CHECK
5 Engine instruments CHECK
6 Altimeter SET both and crosscheck
max difference 150 ft
7 Brakes TEST

4th Edition, Rev. 0

Section 4 – Normal procedures
 Page 4 - 19

3.7. PRIOR TO TAKEOFF

1 Parking Brake ENGAGED

2 RH Fuel Selector RIGHT
3 LH Fuel Selector LEFT
4 LH and RH fuel pressure CHECK
5 LH and RH Engine parameters checks:
 Oil temperature: 90° - 110°C
(or 50 - 130 °C, if MOD2006/002 is applied)
 CHT / CT: 50° - 135°C / 50 - 120°C
 Oil pressure: 2-5 bar (above 1400 RPM): 0.8 bar (below 1400 RPM)
 Fuel pressure: 2.2 – 5.8 psi (0.15 - 0.40 bar)
*2.2 – 7.26 psi (0.15 – 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114

6 LH and RH Generator lights CHECK BOTH OFF

7 LH and RH Propeller Lever FULL FORWARD
8 LH and RH Throttle Lever 1650 RPM
9 RH Ignitions switches Set L / R / BOTH (RPM drop with
single ignition circuit selected must
not exceed 130 prop’s RPM; maximum
RPM difference by use of either LH or
RH circuits cannot exceed 50 RPM)
10 RH Propeller Lever GOVERNOR CHECK
a) Reduce prop speed to 1200 RPM;
b) move propeller lever back to full
forward position;
c) repeat a) and b) 3 times;
d) verify that the governor closely and
firmly controls the RPM;
e) verify that 1650 prop RPM are re-
stored with prop lever in full for-
ward position.

NOTE Do not cause the propeller speed drop below 1150 RPM in any case.

11 RH Carburettor heat ON, verify propeller RPM decreasing

about 100 RPM
12 RH Carburettor heat OFF
13 RH engine instruments CHECK parameters within green arcs

4th Edition, Rev. 5

Section 4 – Normal procedures
 Page 4 - 20

14 LH Ignitions switches Set L / R / BOTH (RPM drop with

single ignition circuit selected must
not exceed 130 prop’s RPM; maximum
RPM difference by use of either cir-
cuits LEFT or RIGHT cannot over-
come 50 RPM)
15 RH Propeller Lever GOVERNOR CHECK
f) Reduce prop speed to 1200 RPM;
g) move propeller lever back to full
forward position;
h) repeat a) and b) 3 times;
i) verify that the governor closely and
firmly controls the RPM;
j) verify that 1650 prop RPM are re-
stored with prop lever in full for-
ward position.

NOTE Do not cause the propeller speed drop below 1150 RPM in any case.

16 LH Carburettor heat ON, verify propeller RPM decreasing

about 100 RPM
17 LH Carburettor heat OFF
18 LH engine instruments CHECK parameters within green
arcs
19 LH and RH Fuel quantity indicator CHECK consistent with fuel plan
20 Flaps T/O or as required (see Section 5,
Take OFF performances)
21 Pitch trim and rudder trim SET neutral position
22 Flight controls Check free
23 Seat belts fastened and doors closed and CHECK
locked

3.8. LINE-UP

1 Parking Brake RELEASE, check full in

2 Annunciator panel CHECK cautions and warnings OFF
3 RH Fuel Selector RIGHT
4 LH Fuel Selector LEFT
5 Pitot heat as required
6 Transponder SET ALT
7 Magnetic compass CHECK
8 Heading indicator CROSS CHECK

4th Edition, Rev. 4

Section 4 – Normal procedures
 Page 4 - 21

3.9. TAKEOFF AND CLIMB

1 Landing light ON
2 LH and RH Electrical Fuel pump BOTH ON
3 Carburettors heat CHECK OFF
4 LH and RH Propeller Lever FULL FORWARD
5 LH and RH Throttle Lever FULL POWER
6 Engines instruments Parameters within green arcs
7 Rotation speed MTOW 1180kg MTOW 1230 kg
Vr = 64 KIAS Vr = 65 KIAS
8 Apply brakes to stop wheel spin-
ning
9 Landing gear control knob UP: check green lights and TRANS
light turned OFF within about 20”
10 Landing and taxi light OFF when required
11 LH and RH Propeller Lever Set max cont power at safe altitude

Max take off power must be limited to 5 minutes. Reduce Throttles MAP
power before retracting Propeller to 2200 RPM or below.
CAUTION

12 LH and RH Electrical Fuel pump BOTH OFF

It is recommended to retract landing gear when a positive climb rate

NOTE is ensured at the applicable best speed (VY or VX as necessary).
It has been demonstrated that best climb rate is always obtained with
flaps in UP position: refer to Section 5, “Take off rate of climb” and
“Enroute rate of climb” tables.
Noteworthily best climb gradient speed (VX ) flaps UP is lower than
best climb speed (VX ) flaps T/O up to 6000 ft (density altitude).
Refer to Section 5, “Best climb gradient speed” table.

4th Edition, Rev. 0

Section 4 – Normal procedures
 Page 4 - 22

3.10. CRUISE
1 LH and RH Propeller Lever SET to 1900-2250 RPM

Throttles MAP decrease should be made before propel-

ler speed reduction below 2200 RPM, as, contrariwise, Propeller Lever in-
CAUTION crease RPM should be set before engine Throttle Levers are advanced.

2 Engine parameters check (LH and RH)

 Oil temperature: 90° - 110 ° C
(or 50° - 130° C, if MOD2006/002 is applied)
 CHT / CT: 50° - 135° / 50° - 120 °C
 Oil pressure: 2 - 5 bar.
 Fuel pressure: 2.2 – 5.8 psi *2.2 – 7.26 psi (0.15 – 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114

3 Carburettor heat as needed (see also instructions addressed on Section 3

Deselect and do not use Auto Pilot if possible icing condition area is inadvert-
ently entered.
WARNING

4 Fuel balance and crossfeed check as necessary

To evaporate possibly accumulated condensation water, once per flight day

NOTE
(for approximately 5 minutes) 100° C (212° F) oil temperature must be
reached.

3.11. TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is recommended that when
turbulent air is encountered or expected, the airspeed be reduced to maneuvering speed to
reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups,
which may occur as a result of the turbulence or of distractions caused by the conditions.

3.12. DESCENT AND APPROACH

1 Propellers As required
In order to control engine cooling and life, it is preferable to descend with
NOTE power above idle and RPM lower than full continuous.
2 Carburettors heat As required
3 Altimeter setting QNH set and crosscheck
4 Rear passengers seats Set at full aft position

4th Edition, Rev. 6

Section 4 – Normal procedures
 Page 4 - 23

3.13. BEFORE LANDING

1 LH and RH Electrical Fuel pump BOTH ON

2 On downwind leg:
3 MTOW 1180kg MTOW 1230 kg Flaps T/O
VFE= 119KIAS VFE=122KIAS
Speed below applicable VLO/VLE Landing gear control knob - DOWN –
Check green lights ON
4 Carburettors heat CHECK OFF
5 LH and RH Propeller Lever FULL FORWARD
6 On final leg: speed below 93 KIAS Flaps FULL
7 Final Approach Speed MTOW 1180kg MTOW 1230 kg
8
VAPP= 70KIAS VAPP=71KIAS
Landing and taxi light ON
9 Touchdown speed 65 KIAS

3.14. BALKED LANDING/MISSED APPROACH

1 LH and RH Propeller Lever FULL FORWARD

2 LH and RH Throttle Lever FULL POWER

Propeller Lever increase to max RPM should be attained before engine Throt-
tle Levers are advanced to max take off power. Max take off power must be lim-
CAUTION
ited to 5 minutes.

3 Flaps T/O
4 Speed AS REQUIRED (see Note)
5 Landing gear UP as positive climb is achieved
6 Flaps UP
It is recommended to retract landing gear when a positive climb rate
NOTE is ensured at the applicable best speed (VY or VX as necessary).
It has been demonstrated that best climb rate is always obtained with
flaps in UP position: refer to Section 5, “Take off rate of climb” and
“Enroute rate of climb” tables.
Noteworthily best climb gradient speed (VX ) flaps UP is lower than
best climb speed (VX ) flaps T/O up to 6000 ft (density altitude).Refer
to Section 5, “Best climb gradient speed” table.

4th Edition, Rev. 5

Section 4 – Normal procedures
 Page 4 - 24

3.15. AFTER LANDING

1 LH and RH Electrical Fuel pump BOTH OFF

2 Flaps 0°
3 Pitot Heat OFF
4 Landing light OFF when required

4th Edition, Rev. 6

Section 4 – Normal procedures
 Page 4 - 25

3.16. PARKING/SHUT DOWN

It is always suggested to park the aircraft with the nose pointing into
NOTE wind to improve cooling after shut down.

1 Parking brake Engage

2 Taxi light OFF
3 Engines Allow for cooling down 1 minute at idle
power
4 Flaps Check UP
5 Trims Check neutral

Ensure the engine is at its lowest possible idle speed before selecting
NOTE ignitions off.
6 Ignition switches Turn OFF one at a time
7 LH and RH AVIONIC BUS OFF
8 LH and RH CROSS BUS OFF
9 LH/RH Field OFF
10 All external lights switches OFF
11 Master Switch OFF
12 Emg Batt / Emg cockpit light /
Emg ADI switches Check OFF

Before disembarkation verify propellers are fully stopped.

WARNING

Instruct passengers to fully open pax door (against nacelle stop) and depart
alongside aircraft fuselage, avoiding contact with hot / oily parts such as
engine exhaust pipes, drainage tubes and wheel brakes, or sharp wing con-
CAUTION
trol surfaces edges.

Crew should avoid propeller disc area crossing while proceeding alongside
a fully opened pilot’s door (up to 110°).
CAUTION

4th Edition, Rev. 6

Section 4 – Normal procedures
 Page 4 - 26

3.17. POSTFLIGHT CHECKS

1 Protective cover for Pitot tubes, stall warning and stat- Install
ic port plugs.
2 Lock one control wheel with safety belt.
3 Wheel chocks Place under MLG
4 Aileron lock Place and tighten
5 Pilot and passengers doors. Close and latch

4th Edition, Rev. 0

Section 4 – Normal procedures
 Page 4 - 27

3. GROUND TOWING, PARKING AND MOORING

4.1 TOWING

When the a/c is moved on the ground, the Master Switch must
be turned ON until the a/c is parked.
CAUTION

To tow the aircraft it is necessary to use a metal stiff bar connected to the nose
gear.

Do not turn nose wheel above 20° either side of center: great-
er steering angles can damage the wheel stop. The tow bar
WARNING must be removed before engines starting.

4.2 PARKING
General
Under normal weather conditions, the airplane may be parked and headed in a di-
rection that will facilitate servicing without regard to prevailing winds. Ensure
that it is sufficiently protected against adverse weather conditions and present no
danger to other aircraft.

Procedure
1. Position airplane on levelled surface, headed into the prevailing wind, if practical.
2. Engage parking brake and install control locks
3. Secure pilot control wheel by wrapping the seat belt around it.

Do not engage the parking brakes at low ambient

temperature; accumulation of moisture may cause
the brakes to freeze. In this case use wheel chocks.

In case of long time parking or overnight parking, it is recommended to moor the

a/c as shown on Para. 4.3.

Mooring is strongly recommended when the wind is more than 15

knots and the a/c is completely refuelled.

CAUTION

4.3 MOORING
The aircraft is moored to insure its immovability, protection, and security under
various weather conditions.

Mooring is strongly recommended when the wind is more than

15 knots and the a/c is completely refuelled.

CAUTION

4th Edition, Rev. 0

Section 4 – Normal procedures
GROUND TOWING, PARKING AND MOORING
 Page 4 - 28

Procedure
1. Position airplane on levelled surface and headed into the prevailing wind.
2. Center nose wheel, engage parking brake and/or use the wheel chocks.

Do not engage the parking brakes at low ambient

temperature; accumulation of moisture may cause
the brakes to freeze. In this case use wheel chocks.

3. Secure pilot control wheel by wrapping the seat belt around it

4. Assure flaps are retracted
5. Electrically ground airplane, by connecting ground cable to the engine muffle
6. Install control locks and protective plugs.
7. Close and lock cabin doors.
8. Secure tie-down cables to the nose gear leg (in correspondence of the wheel
fork) and to the wings and tail cone tie-down rings at approximately 45 degree
with respect to the ground. (Refer to following figures)

Additional preparation for high winds includes tie-down ropes from the
main landing gear forks employment.

Mooring – front view

Mooring – side view

4th Edition, Rev. 0

Section 4 – Normal procedures
GROUND TOWING, PARKING AND MOORING
 Page 4 - 29

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 4 – Normal procedures
GROUND TOWING, PARKING AND MOORING
 Page 4 - 30

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 4 – Normal procedures
GROUND TOWING, PARKING AND MOORING
 Page 5 - 1

SECTION 5 - PERFORMANCES

INDEX

1. Introduction ........................................................................................ 2
2. Use of performances charts............................................................... 2
3. Airspeed indicator system calibration............................................... 3
4. ICAO Standard Atmosphere ............................................................... 4
5. Examples: ........................................................................................... 4
6. Stall speed .......................................................................................... 5
7. Crosswind ........................................................................................... 6
8. Take-off performances ....................................................................... 7
9. Take-off Rate of Climb ..................................................................... 10
10. Take-off Rate of Climb at Vx ............................................................. 11
11. Enroute Rate of Climb ...................................................................... 12
12. Enroute Rate of Climb at Vx ............................................................. 13
13. One-Engine Rate of Climb ................................................................ 14
14. One-Engine Rate of Climb at VxSE ..................................................... 15
15. Cruise performances ........................................................................ 16
16. Landing performances ..................................................................... 19
17. Balked landing climb gradient ......................................................... 22
18. Noise data ........................................................................................ 22

4th Edition, Rev. 0

Section 5 – Performances
INDEX
 Page 5 - 2

1. INTRODUCTION
This section provides all necessary data for an accurate and comprehensive plan-
ning of flight activity from takeoff to landing.
Data reported in graphs and/or in tables were determined using:
 “Flight Test Data” under conditions prescribed by EASA CS-23 regulation
 aircraft and engine in good condition
 average piloting techniques

Each graph or table was determined according to ICAO Standard Atmosphere

(ISA - s.l.); evaluations of the impact on performances were carried out by theo-
retical means for:
* airspeed
* external temperature
* altitude
* weight
* runway type and condition

2. USE OF PERFORMANCES CHARTS

Performances data are presented in tabular or graphical form to illustrate the ef-
fect of different variables such as altitude, temperature and weight. Given infor-
mation is sufficient to plan the mission with required precision and safety.
Additional information is provided for each table or graph.

4th Edition, Rev. 0

Section 5 - Performances
INTRODUCTION
 Page 5 - 3

3. AIRSPEED INDICATOR SYSTEM CALIBRATION

Graph shows calibrated airspeed VCAS as a function of indicated airspeed VIAS.

Figure 1 - IAS/CAS chart

Example:
Given Find
KIAS 75 KCAS 74

4th Edition, Rev. 0

Section 5 - Performances
AIRSPEED INDICATOR SYSTEM CALIBRATION
 Page 5 - 4

4. ICAO STANDARD ATMOSPHERE

c.δA=2250 ft

A.δA=1600 ft

B. °C

Figure 2 – ICAO chart

5. EXAMPLES:
Given Find
a. Temperature = 20°C
c. Corresponding Density Altitude = 2250’
b. Pressure altitude = 1600’

Given Find
A. Pressure altitude = 1600’
B. ISA Air Temperature = 12°C
ISA condition

4th Edition, Rev. 0

Section 5 - Performances
ICAO STANDARD ATMOSPHERE
 Page 5 - 5

6. STALL SPEED

Weight: 1180 kg
Throttle Levers: IDLE
Landing Gear: Down
CG: Most Forward (16.5%)
No ground effect

BANK
STALL SPEED
WEIGHT
ANGLE FLAPS 0° FLAPS T/O FLAPS FULL
[kg] [deg] KIAS KCAS KIAS KCAS KIAS KCAS
0 66 64 56 56 53 54
15 67 65 57 57 54 55
1230 30 70 69 60 60 58 58
(FWD C.G.)
45 77 76 67 67 64 64
60 93 90 81 79 78 76

NOTE Altitude loss during conventional stall recovery, as demonstrated

during flight tests is approximately 200 ft with banking below 30°.

4th Edition, Rev. 0

Section 5 - Performances
STALL SPEED
 Page 5 - 6

7. CROSSWIND
Maximum demonstrated crosswind is 17 Kts
 Example:
Given Find
Wind direction (with respect to air- Headwind = 17.5 Kts
craft longitudinal axis) = 30°

Wind speed = 20 Kts Crosswind = 10 Kts

Figure 3 – Crosswind diagram

4th Edition, Rev. 0

Section 5 - Performances
CROSSWIND
 Page 5 - 7

8. TAKE-OFF PERFORMANCES

Weight = 1180 kg
Corrections
Flaps: T/O Headwind: - 2.5m for each kt (8 ft/kt)
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward
Runway slope: + 5% to Ground Roll for each +1%
Runway: Grass
Pressure Distance [m]
Altitude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 208 258 313 374 290
S.L.
At 50 ft AGL 266 331 404 485 373
Ground Roll 230 284 346 413 315
1000
At 50 ft AGL 294 366 447 537 407
Ground Roll 254 315 382 457 343
2000
At 50 ft AGL 326 406 495 595 444
Ground Roll 281 348 423 505 374
3000
At 50 ft AGL 401 499 610 733 529
Ground Roll 311 385 468 560 408
4000
At 50 ft AGL 401 499 610 733 529
Ground Roll 345 427 519 620 445
5000
At 50 ft AGL 445 555 677 814 579
Ground Roll 383 474 575 688 486
6000
At 50 ft AGL 495 617 753 906 633
Ground Roll 425 526 639 764 531
7000
At 50 ft AGL 551 686 839 1008 693
Ground Roll 472 585 710 849 581
8000
At 50 ft AGL 614 765 934 1123 759
Ground Roll 525 650 790 945 635
9000
At 50 ft AGL 685 853 1042 1253 833
Ground Roll 585 724 879 1052 696
10000
At 50 ft AGL 764 952 1163 1399 914

4th Edition, Rev. 0

Section 5 - Performances
TAKE-OFF PERFORMANCES
 Page 5 - 8

Weight = 1080 kg
Corrections
Flaps: T/O Headwind: - 2.5m for each kt (8 ft/kt)
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward
Runway slope: + 5% to Ground Roll for each +1%
Runway: Grass
Pressure Distance [m]
Altitude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 148 188 234 286 215
S.L.
At 50 ft AGL 193 246 306 374 281

Ground Roll 165 210 261 319 235

1000
At 50 ft AGL 216 274 341 418 308
Ground Roll 184 234 291 356 258
2000
At 50 ft AGL 241 306 381 466 338
Ground Roll 206 262 326 398 284
3000
At 50 ft AGL 301 383 477 583 409
Ground Roll 230 293 364 446 312
4000
At 50 ft AGL 301 383 477 583 409
Ground Roll 258 328 408 499 343
5000
At 50 ft AGL 338 429 534 653 449

Ground Roll 289 368 457 559 378

6000
At 50 ft AGL 378 481 599 732 495

Ground Roll 324 412 513 628 417

7000
At 50 ft AGL 425 540 672 822 545

Ground Roll 364 463 577 705 460

8000
At 50 ft AGL 477 606 755 923 602

Ground Roll 410 521 648 793 508

9000
At 50 ft AGL 536 682 849 1038 664

Ground Roll 461 586 730 893 561

10000
At 50 ft AGL 604 767 955 1168 734

4th Edition, Rev. 0

Section 5 - Performances
TAKE-OFF PERFORMANCES
 Page 5 - 9

Weight = 930 kg
Corrections
Flaps: T/O Headwind: - 2.5m for each kt (8 ft/kt)
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward
Runway slope: + 5% to Ground Roll for each +1%
Runway: Grass
Pressure Distance [m]
Altitude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 100 127 158 194 146
S.L.
At 50 ft AGL 131 167 207 254 190
Ground Roll 112 142 177 216 160
1000
At 50 ft AGL 146 186 231 283 209
Ground Roll 125 159 197 242 175
2000
At 50 ft AGL 163 208 258 316 229
Ground Roll 140 177 221 270 192
3000
At 50 ft AGL 204 260 323 395 277
Ground Roll 156 198 247 302 212
4000
At 50 ft AGL 204 260 323 395 277
Ground Roll 175 222 277 338 233
5000
At 50 ft AGL 229 291 362 443 305
Ground Roll 196 249 310 379 256
6000
At 50 ft AGL 257 326 406 496 335
Ground Roll 220 280 348 426 282
7000
At 50 ft AGL 288 366 455 557 370
Ground Roll 247 314 391 478 312
8000
At 50 ft AGL 323 411 512 626 408
Ground Roll 278 353 440 538 344
9000
At 50 ft AGL 364 462 575 704 450
Ground Roll 313 397 495 605 380
10000
At 50 ft AGL 409 520 648 792 498

4th Edition, Rev. 0

Section 5 - Performances
TAKE-OFF PERFORMANCES
 Page 5 - 10

9. TAKE-OFF RATE OF CLIMB

Power Setting: Maximum Continuous Power

Flaps: Take-Off
Landing Gear: Up

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
Altitude
Vy Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 85 1347 1154 982 826 1048
2000 82 1200 1010 841 688 933
4000 79 1054 867 701 551 818
6000 76 908 725 561 413 704
1180
8000 73 763 583 422 277 589
10000 70 618 441 283 141 474
12000 67 473 300 145 5 359
14000 64 330 159 7 -130 244
S.L. 85 1507 1302 1119 954 1190
2000 82 1351 1150 970 808 1068
4000 79 1196 998 822 662 946
6000 76 1041 847 674 517 825
1080
8000 73 887 696 526 372 703
10000 69 734 546 379 228 581
12000 66 581 397 232 84 459
14000 63 428 248 86 -59 338
S.L. 85 1803 1575 1372 1189 1451
2000 82 1630 1406 1206 1026 1315
4000 79 1457 1238 1041 864 1180
6000 75 1286 1070 877 703 1045
930
8000 72 1114 902 713 542 909
10000 69 944 735 549 382 774
12000 65 774 569 387 222 639
14000 62 604 404 224 63 503

4th Edition, Rev. 0

Section 5 - Performances
TAKE-OFF RATE OF CLIMB
 Page 5 - 11

10. TAKE-OFF RATE OF CLIMB AT VX

Power Setting: Maximum Continuous Power

Flaps: Take-Off
Landing Gear: Up

Climb Rate of Climb at Vx [ft/min]

Pressure
Weight Speed
Altitude
Vx Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 78 1283 1102 940 794 1002
1000 76 1214 1034 874 729 949
2000 75 1145 967 808 664 895
3000 74 1076 900 742 600 841
1180
4000 73 1008 833 676 535 787
5000 72 939 766 611 471 733
6000 71 871 699 545 407 679
7000 70 803 632 480 342 625
S.L. 78 1283 1102 940 794 1002
1000 76 1214 1034 874 729 949
2000 75 1145 967 808 664 895
3000 74 1076 900 742 600 841
1080
4000 73 1008 833 676 535 787
5000 72 939 766 611 471 733
6000 71 871 699 545 407 679
7000 70 803 632 480 342 625
S.L. 78 1435 1243 1072 918 1138
1000 76 1362 1172 1002 849 1081
2000 75 1289 1101 932 780 1024
3000 74 1216 1030 863 712 967
930
4000 73 1144 958 793 644 910
5000 72 1071 888 724 576 853
6000 71 999 817 654 508 796
7000 69 927 746 585 440 739

4th Edition, Rev. 0

Section 5 - Performances
TAKE-OFF RATE OF CLIMB AT VX
 Page 5 - 12

11. ENROUTE RATE OF CLIMB

Power Setting: Maximum Continuous Power

Flaps: Up
Landing Gear: Up

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
Altitude
Vy Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 84 1392 1205 1038 887 1102
2000 83 1249 1066 901 753 991
4000 81 1108 927 766 620 880
6000 79 966 789 630 487 768
1180
8000 77 826 651 495 355 657
10000 75 685 514 361 223 546
12000 73 545 377 227 92 434
14000 71 406 241 93 -39 323
S.L. 83 1560 1360 1182 1022 1251
2000 82 1408 1212 1037 879 1132
4000 80 1257 1064 892 737 1014
6000 78 1106 917 748 595 895
1080
8000 76 956 770 604 454 776
10000 74 807 624 461 314 658
12000 72 657 478 318 173 539
14000 70 509 333 175 34 420
S.L. 82 1873 1649 1449 1269 1527
2000 81 1703 1483 1286 1109 1393
4000 79 1533 1317 1124 950 1260
6000 77 1364 1151 962 791 1127
930
8000 75 1196 987 800 632 994
10000 73 1028 823 639 474 861
12000 71 860 659 479 317 727
14000 69 693 496 319 160 594

4th Edition, Rev. 0

Section 5 - Performances
ENROUTE RATE OF CLIMB
 Page 5 - 13

12. ENROUTE RATE OF CLIMB AT VX

Power Setting: Maximum Continuous Power

Flaps: Up
Landing Gear: Up

Climb Rate of Climb at Vx [ft/min]

Pressure
Weight Speed
Altitude
Vx Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 72 1315 1142 987 848 1047
1000 72 1249 1077 924 786 996
2000 72 1183 1013 861 724 944
3000 72 1118 949 799 663 893
1180
4000 72 1052 885 736 601 841
5000 71 987 821 673 540 790
6000 71 922 757 611 479 738
7000 71 856 694 548 417 687
S.L. 72 1480 1295 1130 981 1194
1000 72 1410 1226 1062 915 1139
2000 72 1340 1158 995 848 1084
3000 72 1269 1089 928 782 1029
1080
4000 71 1199 1020 861 717 973
5000 71 1129 952 794 651 918
6000 71 1059 884 727 585 863
7000 71 990 815 660 520 808
S.L. 72 1787 1578 1391 1223 1463
1000 72 1707 1500 1315 1148 1401
2000 71 1628 1422 1239 1074 1339
3000 71 1549 1345 1163 999 1277
930
4000 71 1470 1268 1087 925 1215
5000 71 1391 1190 1012 851 1153
6000 71 1312 1113 936 777 1090
7000 70 1233 1036 861 703 1028

4th Edition, Rev. 0

Section 5 - Performances
ENROUTE RATE OF CLIMB AT VX
 Page 5 - 14

13. ONE-ENGINE RATE OF CLIMB

Power Setting: Maximum Continuous Power (operative

engine), propeller feathered (inoperative engine)
Flaps: Up
Landing Gear: Up

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
Altitude
VySE Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 80 362 261 171 89 206
1000 80 324 224 134 53 176
2000 80 285 186 97 17 146
3000 79 247 148 60 -19 116
1180
4000 79 209 111 24 -55 85
5000 79 171 74 -13 -91 55
6000 79 132 36 -49 -127 25
7000 78 94 -1 -86 -163 -5
S.L. 80 436 330 235 149 271
1000 80 396 290 196 111 240
2000 79 355 251 157 73 208
3000 79 315 211 118 35 176
1080
4000 79 275 172 80 -3 145
5000 79 234 132 41 -41 113
6000 78 194 93 3 -78 81
7000 78 154 54 -35 -116 50
S.L. 79 574 455 349 253 390
1000 79 529 411 305 211 355
2000 79 483 367 262 168 319
3000 78 438 322 219 126 284
930
4000 78 393 278 176 83 248
5000 78 348 235 133 41 213
6000 78 304 191 90 -1 178
7000 77 259 147 47 -43 142

4th Edition, Rev. 0

Section 5 - Performances
ONE-ENGINE RATE OF CLIMB
 Page 5 - 15

14. ONE-ENGINE RATE OF CLIMB AT VXSE

Power Setting: Maximum Continuous Power (operative
engine), propeller feathered (inoperative engine)
Flaps: Up
Landing Gear: Up

Climb Rate of Climb at VxSE [ft/min]

Pressure
Weight Speed
Altitude
VxSE Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 79 356 257 168 88 203
1000 79 319 220 132 53 173
2000 79 281 183 96 17 144
3000 79 243 146 60 -18 114
1180
4000 78 206 110 24 -53 84
5000 78 168 73 -12 -89 55
6000 78 131 36 -48 -124 25
7000 78 93 0 -84 -159 -4
S.L. 79 424 321 229 147 265
1000 79 385 283 192 110 234
2000 79 346 245 155 73 204
3000 79 307 207 117 37 173
1080
4000 79 268 169 80 0 143
5000 78 229 131 43 -36 112
6000 78 190 93 6 -73 81
7000 78 152 55 -31 -109 51
S.L. 78 556 442 341 249 380
1000 78 513 400 299 209 346
2000 78 469 358 258 168 312
3000 78 426 316 217 128 279
930
4000 78 383 274 176 87 245
5000 78 340 232 134 47 211
6000 77 298 190 93 7 177
7000 77 255 148 52 -34 143

4th Edition, Rev. 0

Section 5 - Performances
ONE-ENGINE RATE OF CLIMB AT VXSE
 Page 5 - 16

15. CRUISE PERFORMANCES

Weight: 1150 kg (2535 lb)
Pressure Altitude: 0 ft
ISA – 30°C (-15°C) ISA (15°C) ISA + 30°C (45°C)
RPM* MAP F.C.** F.C.** F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2250 29.5 103% 143 28.6 97% 145 27.1 92% 146 25.8
2250 28 88% 134 24.5 83% 136 23.2 79% 138 22
2250 26 69% 122 19.2 65% 124 18.2 62% 125 17.3
2250 24 59% 115 16.6 56% 116 15.7 53% 117 14.9
2250 22 46% 103 12.8 43% 103 12.1 41% 103 11.5
2250 20 39% 96 11 37% 95 10.4 35% 94 9.9
2100 28 84% 132 23.5 80% 134 22.2 76% 135 21.1
2100 26 66% 121 18.5 63% 122 17.5 60% 123 16.7
2100 24 57% 114 16 54% 114 15.1 52% 115 14.4
2100 22 43% 100 12.1 41% 100 11.5 39% 100 10.9
2100 20 37% 92 10.2 35% 91 9.7 33% 89 9.2
1900 26 61% 117 17.1 58% 118 16.2 55% 119 15.4
1900 24 53% 110 14.9 50% 111 14.1 48% 111 13.4
1900 22 41% 97 11.4 39% 97 10.8 37% 96 10.2
1900 20 35% 89 9.6 33% 88 9.1 31% 85 8.7
*
Propeller RPM
**
Fuel Consumption for each Engine

4th Edition, Rev. 2

Section 5 - Performances
CRUISE PERFORMANCES
 Page 5 - 17

Weight: 1150 kg
Pressure Altitude: 3000 ft
ISA – 30°C (-21°C) ISA (9°C) ISA + 30°C (39°C)
*
RPM MAP F.C.** F.C. **
F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 26.4 92% 141 25.7 87% 143 24.3 83% 144 23.1
2250 26.4 89% 139 25 85% 141 23.6 80% 143 22.4
2250 26 85% 137 23.9 81% 138 22.6 77% 140 21.5
2250 24 72% 128 20 68% 129 18.9 64% 130 18
2250 22 57% 116 16 54% 117 15.1 51% 118 14.3
2250 20 48% 108 13.4 45% 108 12.7 43% 108 12.1
2100 26.4 85% 137 23.9 81% 138 22.6 77% 140 21.4
2100 26 82% 134 22.8 77% 136 21.6 73% 137 20.5
2100 24 69% 125 19.2 65% 127 18.1 62% 128 17.2
2100 22 54% 114 15.2 51% 114 14.3 49% 115 13.6
2100 20 45% 104 12.6 43% 104 11.9 41% 104 11.3
1900 26.4 78% 132 21.9 74% 134 20.7 70% 135 19.6
1900 26 75% 130 20.9 71% 131 19.8 67% 132 18.8
1900 24 63% 121 17.7 60% 122 16.7 57% 123 15.9
1900 22 50% 110 14.1 48% 110 13.3 45% 110 12.6
1900 20 42% 101 11.7 40% 101 11.1 38% 100 10.6
*
Propeller RPM
**
Fuel Consumption for each Engine

Weight: 1150 kg
Pressure Altitude: 6000 ft
ISA – 30°C (-27°C) ISA (3°C) ISA + 30°C (33°C)
*
RPM MAP F.C.** F.C. **
F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 23.6 83% 139 23.3 79% 141 22 75% 142 20.9
2250 23.6 81% 138 22.6 76% 139 21.4 73% 141 20.3
2250 22 68% 129 19.1 65% 130 18.1 61% 131 17.2
2250 20 57% 119 15.8 54% 120 14.9 51% 120 14.2
2250 18 46% 108 12.9 44% 108 12.2 41% 107 11.6
2100 23.6 77% 135 21.6 73% 137 20.4 69% 138 19.4
2100 22 65% 126 18.2 62% 127 17.2 59% 128 16.4
2100 20 54% 116 15 51% 116 14.1 48% 117 13.4
2100 18 44% 106 12.4 42% 106 11.7 40% 105 11.1
1900 23.6 71% 130 19.8 67% 132 18.7 64% 133 17.8
1900 22 60% 122 16.8 57% 123 15.8 54% 123 15
1900 20 50% 112 13.9 47% 112 13.1 44% 112 12.4
1900 18 41% 102 11.6 39% 102 10.9 37% 100 10.4
*
Propeller RPM
**
Fuel Consumption for each Engine

4th Edition, Rev. 13

Section 5 - Performances
CRUISE PERFORMANCES
 Page 5 - 18

Weight: 1150 kg
Pressure Altitude: 9000 ft
ISA – 30°C (-33°C) ISA (-3°C) ISA + 30°C (27°C)
RPM* MAP F.C.** F.C.** F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 21.1 75% 137 20.9 71% 139 19.7 67% 140 18.7
2250 21.1 73% 136 20.3 69% 137 19.2 65% 138 18.2
2250 20 65% 130 18.3 62% 131 17.2 58% 131 16.3
2250 18 53% 118 14.9 50% 119 14 48% 118 13.3
2100 21.1 69% 133 19.4 65% 134 18.3 62% 135 17.4
2100 20 62% 127 17.4 59% 128 16.4 56% 128 15.6
2100 18 51% 116 14.2 48% 116 13.4 46% 116 12.7
1900 21.1 64% 128 17.8 60% 129 16.8 57% 130 15.9
1900 20 57% 122 16 54% 123 15.1 51% 123 14.3
1900 18 47% 112 13.2 44% 112 12.4 42% 111 11.8
*
Propeller RPM
**
Fuel Consumption for each Engine

Weight: 1150 kg
Pressure Altitude: 12000 ft
ISA – 30°C (-39°C) ISA (-9°C) ISA + 30°C (21°C)
RPM* MAP F.C.** F.C.** F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 18.8 67% 135 18.8 63% 136 17.7 60% 136 16.7
2250 18.8 65% 133 18.2 61% 134 17.2 58% 134 16.3
2250 18 60% 129 16.8 57% 129 15.9 54% 129 15
2100 18.8 62% 130 17.4 59% 131 16.4 56% 132 15.5
2100 18 58% 126 16.1 54% 126 15.2 51% 126 14.4
1900 18.8 57% 125 15.9 54% 126 15 51% 126 14.2
1900 18 53% 121 14.8 50% 121 13.9 47% 121 13.2
*
Propeller RPM
**
Fuel Consumption for each Engine

4th Edition, Rev. 0

Section 5 - Performances
CRUISE PERFORMANCES
 Page 5 - 19

16. LANDING PERFORMANCES

Weight = 1180 kg
Corrections
Flaps: LAND Headwind: - 5m for each kt (16 ft/kt)
Short Final Approach Speed = 70 KIAS Tailwind: + 11m for each kt (36ft/kt)
Throttle Levers: Idle Paved Runway: - 2% to Ground Roll
Runway: Grass Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

Altitude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 183 202 220 238 213
S.L.
At 50 ft AGL 288 312 335 358 326
Ground Roll 190 209 228 247 219
1000
At 50 ft AGL 297 321 345 369 334
Ground Roll 197 217 237 256 226
2000
At 50 ft AGL 306 331 356 381 342
Ground Roll 204 225 245 266 232
3000
At 50 ft AGL 325 352 379 405 360
Ground Roll 212 233 255 276 239
4000
At 50 ft AGL 325 352 379 405 360
Ground Roll 220 242 264 287 247
5000
At 50 ft AGL 335 363 391 418 369
Ground Roll 228 251 275 298 254
6000
At 50 ft AGL 346 375 403 431 378
Ground Roll 237 261 285 309 262
7000
At 50 ft AGL 357 387 416 445 388
Ground Roll 246 271 296 321 270
8000
At 50 ft AGL 368 399 430 460 398
Ground Roll 256 282 308 334 279
9000
At 50 ft AGL 380 412 444 475 409
Ground Roll 266 293 320 347 288
10000
At 50 ft AGL 393 426 459 491 420

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 Page 5 - 20

Weight = 1080 kg
Corrections
Flaps: LAND Headwind: - 5m for each kt (16 ft/kt)
Short Final Approach Speed = 70 KIAS Tailwind: + 11m for each kt (36ft/kt)
Throttle Levers: Idle Paved Runway: - 2% to Ground Roll
Runway: Grass Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

Altitude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 175 192 210 227 203
S.L.
At 50 ft AGL 271 293 315 337 306
Ground Roll 181 199 218 236 209
1000
At 50 ft AGL 279 302 325 348 314
Ground Roll 188 207 226 245 215
2000
At 50 ft AGL 288 311 335 358 322
Ground Roll 195 215 234 254 222
3000
At 50 ft AGL 306 331 356 381 338
Ground Roll 202 223 243 263 228
4000
At 50 ft AGL 306 331 356 381 338
Ground Roll 210 231 252 273 235
5000
At 50 ft AGL 315 342 368 394 347
Ground Roll 218 240 262 284 243
6000
At 50 ft AGL 325 353 380 406 356
Ground Roll 226 249 272 295 250
7000
At 50 ft AGL 336 364 392 420 365
Ground Roll 235 259 283 306 258
8000
At 50 ft AGL 347 376 405 434 375
Ground Roll 244 269 294 318 266
9000
At 50 ft AGL 358 388 418 448 385
Ground Roll 254 280 305 331 275
10000
At 50 ft AGL 370 401 432 463 395

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 Page 5 - 21

Weight = 930 kg
Corrections
Flaps: LAND Headwind: - 5m for each kt (16 ft/kt)
Short Final Approach Speed = 70 KIAS Tailwind: + 11m for each kt (36ft/kt)
Throttle Levers: Idle Paved Runway: - 2% to Ground Roll
Runway: Grass Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

Altitude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 150 166 181 196 175
S.L.
At 50 ft AGL 233 252 271 290 264
Ground Roll 156 172 187 203 180
1000
At 50 ft AGL 240 260 280 299 270
Ground Roll 162 178 194 211 185
2000
At 50 ft AGL 248 268 288 309 277
Ground Roll 168 185 202 219 191
3000
At 50 ft AGL 263 285 307 328 291
Ground Roll 174 192 209 227 197
4000
At 50 ft AGL 263 285 307 328 291
Ground Roll 181 199 217 235 203
5000
At 50 ft AGL 272 294 317 339 299
Ground Roll 188 207 226 244 209
6000
At 50 ft AGL 280 304 327 350 307
Ground Roll 195 215 234 254 215
7000
At 50 ft AGL 289 313 338 361 315
Ground Roll 203 223 243 264 222
8000
At 50 ft AGL 299 324 349 373 323
Ground Roll 210 232 253 274 229
9000
At 50 ft AGL 308 334 360 386 331
Ground Roll 219 241 263 285 237
10000
At 50 ft AGL 319 346 372 399 340

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 Page 5 - 22

17. BALKED LANDING CLIMB GRADIENT

Flight conditions (ISA and SL):

Weight: 1180 kg
Throttle levers Both FULL FORWARD
Flaps T/O
Landing gear DOWN
Weight MTOW (1180 kg)
Speed 66 KIAS
Climb gradient 10.8% (6.2°)

18. NOISE DATA

Noise level, determined in accordance with ICAO/Annex 16 4th Ed., July 2005,
Vol. I°, Chapter 10, is 67.07 dB(A).

4th Edition, Rev. 0

Section 5 - Performances
 Page 6 - 1

SECTION 6 – WEIGHT and BALANCE

INDEX

1. INTRODUCTION ............................................................................... 3

2. WEIGHING PROCEDURES ................................................................ 4

2.1. Preparation ................................................................................ 4
2.2. Levelling .................................................................................... 4
2.3. Weighing .................................................................................... 4
2.4. Determination of C.G. location ................................................. 4
2.5. Weighing record......................................................................... 5
2.6. Weighing record (II) ................................................................... 5

3. WEIGHTS AND C.G. .......................................................................... 7

4. BAGGAGE LOADING ........................................................................ 8

5. EQUIPMENT LIST ........................................................................... 10

4th Edition, Rev 0

Section 6 – Weight and balance
INDEX
 Page 6 - 2

INTENTIONALLY LEFT BLANK

4th Edition, Rev 0

Section 6 – Weight and balance
 Page 6 - 3

1. INTRODUCTION

This section describes the procedure for establishing the basic empty weight and
the moment of the aircraft. Loading procedure information is also provided.

Aircraft must be operated in accordance with the limits con-

NOTE cerning the maximum takeoff weight and CG excursion as re-
ported in Flight Manual Section 2.

Pilot is responsible for checking the weight and CG excursion are compliant with
the related limits. CG excursion and weight limits are reported in Section 2 – Lim-
itations.

4th Edition, Rev 0

Section 6 – Weight and balance
INTRODUCTION
 Page 6 - 4

2. WEIGHING PROCEDURES

2.1. PREPARATION
- Carry out weighing procedure inside closed hangar
- Remove from cabin any object unintentionally left
- Make sure Flight Manual and mandatory documents are on board
- Align nose wheel
- Drain fuel via the specific drain valve
- Oil, hydraulic fluid and coolant liquid at the operating levels
- Move sliding seats to most forward position
- Raise flaps to fully retracted position
- Place control surfaces in neutral position
- Place scales (min. capacity 300 kg) under each wheel

2.2. LEVELLING
- Level the aircraft (the reference for longitudinal levelling is made putting a
spirit-level on the cabin floor as shown in the Aircraft Maintenance Manual).
- Adjust longitudinal attitude deflating nose tire

2.3. WEIGHING
- Record weight shown on each scale
- Repeat weighing procedure three times
- Calculate empty weight

2.4. DETERMINATION OF C.G. LOCATION

- Drop a plumb bob tangent to the wing leading edge and trace a reference mark
on the floor (see Figure on Para. 2.5 or 2.6)
- Repeat the operation for other wing
- Stretch a taught line between the two marks
- Measure the distance between the reference line and both main and nose wheel
axis (A and B distances respectively)
- Using recorded data it is possible to determine the aircraft C.G. location and the
aircraft moment (see following table)

4th Edition, Rev 0

Section 6 – Weight and balance
WEIGHTS AND C.G.
 Page 6 - 5

2.5. WEIGHING RECORD

Model P2006T S/N:________ Weighing no. ____ Date:_________

Datum: leading edge vertical

[kg] or [lbs] [m] or [ft]

Nose wheel weight W1 = Plumb bob distance LH wheel AL =
LH wheel weight WL = Plumb bob distance RH wheel AR =
RH wheel weight WR = Average distance (AL+ AR)/2 A =
W2 = WL+WR = Plumb bob distance from nose wheel B =

Empty weight We = W1 + W2 = [kg] or [lbs]

W2  A  W1  B
D  [m] or [ft]
We
D% = ( D / 1.339 m ) x 100 = or D% = ( D / 4.39 ft ) x 100 =

Empty weight moment: M = (D .We) = [m . Kg] or [Ft . Lbs]

Maximum takeoff weight WT = [kg] or [lbs]

Signature
Empty weight We = [kg] or [lbs]
Max. useful load WT - We Wu = [kg] or [lbs] ____________
__________

4th Edition, Rev 10

Section 6 – Weight and balance
WEIGHTS AND C.G.
 Page 6 - 6

2.6. WEIGHING RECORD (II)

Model P2006T S/N:________ Weighing no. ____ Date:_________

Datum: leading edge vertical

[kg] or [lbs] [m] or [ft]

Nose wheel weight W1 = Plumb bob distance LH wheel AL =
LH wheel weight WL = Plumb bob distance RH wheel AR =
RH wheel weight WR = Average distance (AL+ AR)/2 A =
W2 = WL+WR = Plumb bob distance from nose wheel B =

Empty weight We = W1 + W2 = [kg] or [lbs]

W2  A  W1  B
D  [m] or [ft]
We
D% = ( D / 1.339 m ) x 100 = or D% = ( D / 4.39 ft ) x 100 =

Empty weight moment: M = (D .We) = [m . Kg] or [Ft . Lbs]

Maximum takeoff weight WT = [kg] or [lbs]

Signature
Empty weight We = [kg] or [lbs]
Max. useful load WT - We Wu = [kg] or [lbs] ____________
__________

4th Edition, Rev 10

Section 6 – Weight and balance
WEIGHTS AND C.G.
 Page 6 - 7

WEIGHTS AND C.G.

C.G. position can be defined by means of the chart below.

The pilot is responsible for ensuring the correct useful load loading.

MASS & BALANCE

ft l LOADING CONDITION (lbs)
bs m
kg (lbs) (lbs) (lbs) (lbs)
84 204 425 645
0 88 176 265 353 441 0 88 176 265 353 441 0 88 176 265 0 88 176 19 2 2 2
3616 500
3472 480 C.G.Limits

3327 460

AC
3182 440

M
%
3038 420

31
2893
EMPTY A/C MOMENT TO DATUM

400
2748 380
2604 360
2459 340
AC
M
2315 320 %
23
2170 300
2025 280
1881 260
1736 240

1230 kg (2712 lbs)

1180 kg (2600 lbs)
1591 220 C
1447 200 MA
,5%
1302 180 16
1157 160
1013 140
40 80 120 160 200 0 40 80 120 160 200 0 40 80 120 0 40 80 900 1000 1100 1200
OCCUPANTS FRONT SEATS OCCUPANTS REAR SEATS (kg) BAGGAGE (kg) (kg)
(kg) (kg) FUEL MASS FLIGHT MASS
MASS MASS MASS

Figure 1

Example

A/C empty mass moment 378 kgm

A/C empty mass 790 kg
Occ. front seats 160 kg
Occ. rear seats 140 kg
Fuel 72kg
Baggage 18 kg
A/C T.O. weight 1180kg

4th Edition, Rev 0

Section 6 – Weight and balance
WEIGHTS AND C.G.
 Page 6 - 8

3. BAGGAGE LOADING

The baggage loading in the dedicated compartment must be carried out in accord-
ance with diagram addressed on PAR. 03 and with C.G. excursion and weight lim-
itations reported in Section 2.
Pilot is provided with a red tie-down net and snap fasteners allowing for securing
the loads on the compartment floor.

Loading the baggage, make sure that you correctly stretched

the net which must be secured to the four vertices of the floor.
CAUTION

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BAGGAGE LOADING
 Page 6 - 9

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Section 6 – Weight and balance}
 Page 6 - 10

4. EQUIPMENT LIST

The following is a list of equipment which may be installed in the P2006T.

The items marked with an "X" were installed on the airplane described at the be-
ginning of the list and they are included in the Basic Empty Weight.

It is the owner’s responsibility to retain this equipment list and amend it to reflect
changes in equipment installed in this airplane.

4th Edition, Rev 0

Section 6 – Weight and balance
EQUIPMENT LIST
 Page 6 - 11

EQUIPMENT LIST AIRCRAFT S/N: DATE:

WEIGHT ARM
REF. DESCRIPTION INST
[kg] [m]

INSTRUMENTS & AVIONICS

A-1 2nd airspeed indicator – UMA T6-311 – 200 0.37 -1.4
A-2 2nd airspeed indicator – Mikrotechna 1116.B2B2 0.37 -1.4
A-3 2nd attitude indicator – Kelly Manufacturing RCA26AK-12 1 -1.4
A-4 2nd altimeter – United Instruments 5934PM-3A84 01770028-05 0.6 -1.4
A-5 2nd altimeter – Mikrotechna 1128.12B6 0.6 -1.4
A-6 2nd altimeter – Mid-Continent 15035-01102 0.36 -1.4
A-7 2nd altimeter – Mid-Continent 4200-10 0.73 -1.4
A-8 Turn and bank indicator – RCA 83 A-11 1.2 -1.4
A-9 Turn coordinator Mid Continent 1394T100-7Z or -14RB 0.81 -1.4
A-10 Mid-Continent MD302 0.73 -1.4
A-11 Garmin GNS-430W GPS/WAAS COM/NAV 3 -1.4
A-12 Garmin GNS-530W GPS/WAAS COM/NAV 3.18 -1.4
A-13 Garmin GMA340 audio panel 0.8 -1.4
A-14 Garmin GMA347 or GMA 345 audio panel 0.8 -1.4
A-15 Garmin SL30 VHF COMM/NAV 1.3 -1.4
A-16 Garmin GTX328 Transponder 1.9 -1.4
A-17 Garmin GTX330 Transponder 1.5 -1.4
A-18 Garmin GTX33 Transponder 1.5 -1.4
A-19 Garmin GTX345R Transponder 1.5 -1.4
A-20 Becker BXP 6401-2-(01) Mode S transponder 0.8 -1.4
A-21 Garmin GI106( ) VOR/LOC/GS Indicator 0.4 -1.4
A-22 Mid-Continent MD 200-306 VOR/LOC/GS Indicator 0.4 -1.44
A-23 Kelly Manufacturing RCA15AK-( ) Directional Gyro 1 -1.4
A-24 ELT Adams Aviation Artex ME406 0.9 0.8
A-25 ELT KANNAD 406 AF Integra or Compact 0.9 0.8
A-26 Garmin GMA 1347/1360 audio panel 1.1 -1.4

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Section 6 – Weight and balance
EQUIPMENT LIST
 Page 6 - 12

EQUIPMENT LIST AIRCRAFT S/N: DATE:

WEIGHT ARM
REF. DESCRIPTION INST
[kg] [m]

HONEYWELL Bendix/King KCS 55A Compass System

H-1 KI 525A Pictorial Navigation Indicator 1.53 -1.4
H-2 KG 102A Directional Gyro 1.95 1
H-3 KA 51B Slaving Control and Compensator Unit 0.1 -1.4
H-4 KMT 112 Magnetic Slaving Transmitter 0.15 2.2

HONEYWELL Bendix/King KR87 ADF System

H-5 ADF KR87 receiver 1.5 1
H-6 Indicator KI 227 0.3 -1.4
H-7 Indicator KI 229 1.3 -1.4
H-8 Static inverter Marathon PC-50 2 1

HONEYWELL Bendix/King KN 63 DME System

H-9 Indicator DME KDI 572 0.4 -1.4
H-10 Transceiver DME KN 63 1.3 1

S-TEC Fifty Five X Autopilot System

S-1 Turn coordinator S-TEC 6405-14L (Mid Continent 1394T100-14RB) 0.81 -1.5
S-2 PRGMR/CMPTR 01192-0-2TF 1.36 -1.4
S-3 Roll servo 0105-5-R9 1.31 -0.71
S-4 Pitch servo 0107-11-P4 1.31 3.55
S-5 Altitude Transducer 0111 0.2 -1.9
S-6 Pitch Trim servo S-TEC 0105-T11 1.3 2.8

Becker 3500 ADF System

B-1 ADF Becker 3500 Receiver (RA3502) 1.0 0.92
B-2 RMI Converter (AC 3504–01) 0.75 0.92
B-3 ADF Antenna (AN 3500) 1.7 -0.25
B-4 AK-550-6 DC/DC converter 1 -0.85

WX500 Stormscope
SS-1 Processor (including mounting tray) (805-11500-001) 1.10 2.51
SS-2 Antenna NY163 (805-10930-001) 0.38 3.60

Garmin GTS 800 TAS

T-1 Garmin GTS 800 TAS (011-01356-00) 4.75 1.30
T-2 GA 58 Directional Antennas (010-00720-00) 0.78 -0.30

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Section 6 – Weight and balance
EQUIPMENT LIST
 Page 6 - 13

EQUIPMENT LIST AIRCRAFT S/N: DATE:

WEIGHT ARM
REF. DESCRIPTION INST
[kg] [m]

MISCELLANEOUS
M1 Front LH seat GEVEN E5-01-003-T01 or E5-01-007-T01 or E5-01-009-T03 9 -0.89
M2 Front RH seat GEVEN E5-01-004-T01 or E5-01-008-T01 or E5-01-010-T03 9 -0.89
M3 Rear LH seat GEVEN E5-01-003-T01 or E5-01-007-T01 or E5-01-009-T03 9 0.23
M4 Rear RH seat GEVEN E5-01-004-T01 or E5-01-008-T01 or E5-01-010-T03 9 0.23
M5 Front LH Seat TECNAM 26-6-5100-001 11 -0.89
M6 Front RH Seat TECNAM 26-6-5100-002 11 -0.89
M7 Rear LH Seat TECNAM 210-10-5300-801 10 0.23
M8 Rear RH Seat TECNAM 210-10-5400-801 10 0.23
M9 Fire extinguisher - Fire Fighting Enterprises Ltd BA51015-3 2 -1.5
M10 Fire extinguisher H3R-Aviation RTA-600 0.8 -1.5
M11 Fire extinguisher AMEREX A344T 1.04 -1.5
M12 First aid kit – DIN 13164 0.2 0.8
M13 Torch 0.15 -1.5
M14 Battery GILL G35 - 13Volt - 23Ah 12.2 3.7
M15 TABI-1800 sensor 31.0 -0.45

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EQUIPMENT LIST
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SEZIONE 7 – AIRFRAME and SYSTEMS DESCRIPTION

INDEX

1. INTRODUCTION ............................................................................... 3
2. AIRFRAME ........................................................................................ 3
3. POWERPLANT .................................................................................. 9
4. PEDESTAL CONTROLS .................................................................. 12
5. CABIN OVER-HEAD PANEL CONTROLS ........................................ 15
6. INTERNAL LIGHTS......................................................................... 16
7. EXTERNAL LIGHTS ........................................................................ 17
8. FUEL SYSTEM ................................................................................ 19
9. LANDING GEAR SYSTEM ............................................................... 21
10. BRAKES.......................................................................................... 25
11. VENTILATION ................................................................................ 26
12. CABIN HEAT................................................................................... 26
13. SEATS AND SAFETY BELTS .......................................................... 26
14. DOORS............................................................................................ 27
15. BAGGAGE COMPARTMENT ........................................................... 28
16. PLACARDS ..................................................................................... 31
17. INSTRUMENTS PANEL .................................................................. 37
18. ELECTRICAL SYSTEM ................................................................... 40

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1. INTRODUCTION
This section provides aircraft and systems description and operation.

2. AIRFRAME

2.1. WING
Each wing consists of a central light alloy torque box which carries all the wing
bending, shear and torque loads; an aluminium leading edge is attached to the
front spar while flap and aileron are hinged to the rear spar.
The torque box houses an integrated fuel tank and supports the engine mount.
Flap and aileron, respectively located inboard and outboard of wing and made up
of light alloy, are constructed with a central spar to which front and rear ribs are
jointed. Wrapped-around aluminium stressed skin panels cover all the structures.
Steel alloy attachments connect left and right wing to each other.
Following figure shows the left wing fitted with the engine nacelle, fuel tank and
composite winglet. Steel alloy attachments link left and right wing to each other.

Figure 1. – Left wing structure

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INTRODUCTION
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2.2. FUSELAGE
The fuselage is constituted by a light-alloy semi-monocoque structure wrapped-
around by stressed skin panels. Radome and stern fairing are of composite materi-
al. Cabin and baggage compartment floor is a warping of beams and keelsons sup-
porting the seats guides and other components.
Two spar frames support on the top the wings attachments and on the bottom the
sponson beans sustaining the main landing gear. The forward frame, to which ra-
dome is connected, supports a steel trestle to which the nose landing gear is con-
nected.
The front and rear seats access occur by means of two doors located in the oppo-
site sides of the fuselage; a ditching emergency exit is available on the top of the
cabin. In tail cone, two spar frames support the horizontal and vertical empennag-
es attachments.

Figure 2. – Fuselage structure

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AIRFRAME
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2.3. EMPENNAGES
The vertical tail is entirely metallic: vertical fin is made up of a twin spar with al-
uminium alloy stressed skin. Rudder, providing directional control of the airplane,
is made up of aluminium alloy.
The rudder is connected to the vertical tail at two hinge points. A trim tab system
increases directional stability of the airplane.

Figure 3. – Vertical empennage structure

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AIRFRAME
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The horizontal empennage is an all-moving type (stabilator); its structure consists

of a twin spar to which front and rear ribs are jointed and it is covered by stressed
aluminium alloy skin. The trim tab completes the assy.

Figure 4. – Stabilator structure

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AIRFRAME
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2.4. FLIGHT CONTROLS

The main flight control system controls the airplane in three axes. All primary
controls (ailerons, rudder and stabilator) are manually operated by a conventional
control column and rudder pedals, pulleys, cables, bellcranks and rods.
The secondary flight controls consist of a two-axis trim system and a flaps system.
Complete dual controls are provided for pilot and co-pilot.
Longitudinal control acts through a system of push-pull rods connected to the con-
trol column and moving the stabilator whose anti-tab winglet works also as trim
tab. Autopilot pitch servo (if installed) is connected to the push-pull rods system
through driving cables.
Longitudinal trim is performed by a small tab positioned on the stabilator and
manually operated via a control wheel positioned between the two crew seats. As
optional, it is available an electrically operated longitudinal trim which it is also
controlled by the autopilot system, when installed.
Trim position is monitored by an indicator on the instrument panel. A trim dis-
connect toggle switch is provided.
Ailerons control is of mixed type with push-rods and cables; a cable control circuit
is confined within the cabin and it is connected to a pair of push-pull rod systems
positioned in each main wing which control ailerons differentially.
The U-shaped control wheels, hinged on the top of the control column, control the
ailerons. Control wheel motion is transferred to the ailerons through a cable loop,
up to the interconnecting rod linking the two push-pull rod systems which finally
transmit the motion to the ailerons.
When either aileron control wheel is rotated, the crossover cable rotates the other
control wheel.
The left aileron has a trim tab adjustable on ground: its deflection allows for lat-
eral trimming of the airplane.
Both flaps are extended via a single electric actuator controlled by a switch on the
instrument panel. Flaps act in continuous mode; the analogue indicator displays
three markings related to 0°, takeoff (T/O) and landing (FULL) positions.
An aural warning is generated whenever the flaps are lowered to the FULL posi-
tion and the landing gear is not down-locked.
Rudder is operated through a cable system. A rudder trim tab allows aircraft direc-
tional trimming, especially in case of OEI operation: it is electrically operated via
a switch located on the central console placed between crew seats.
Its position is monitored by an indicator on the instrument panel. A trim discon-
nect toggle switch is provided.

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3. POWERPLANT
P2006T is equipped with two four-cylinder four-stroke Rotax 912S engines of
98hp (73kW) each, both rotating clockwise. These are partially liquid cooled and
they feature an integrated reduction gear driving constant speed propellers with
pitch feathering devices.

Figure 5. – Rotax 912S

Cooling system is designed for liquid cooling of the cylinders heads and ram-air
cooling of the cylinders. The liquid system is a closed circuit with an overflow
bottle and an expansion tank.
The coolant flow is forced by a water pump, driven from the camshaft, from the
radiator to the cylinder heads. From the top of the cylinder heads the coolant pass-
es on to the expansion tank (item 1, Figure below). Since the standard location of
the radiator (2) is below engine level, the expansion tank, located on top of the en-
gine, allows for coolant expansion.

Figure 6. – Liquid cooling system schematic

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POWERPLANT
 Page 7 - 10

The expansion tank is closed by a pressure cap (3) fitted with pressure relief valve
and return valve. At temperature rise and expansion of the coolant, the pressure re-
lief valve opens and the coolant will flow via a hose at atmospheric pressure to the
transparent overflow bottle (4). Once cooled down, the coolant will be sucked
back into the cooling circuit.
The engine is provided with a dry sump forced lubrication system with an oil
pump with integrated pressure regulator. A thermostatic valve regulates the oil
flow to the heat exchanger (oil radiator) on the basis of oil temperature: this al-
lows the engine starting in cold conditions.
The oil tank is installed behind the firewall protected from heat sources. Some
holes on the bracket structure allow for air ventilation
The reservoir is fitted with a dipstick; a hose, immediately located beneath the
filler cap, allows for oil relief discharged in a safe zone in the cowling, far from
exhausts and other heat sources.
Following powerplant instruments are provided:
 LH and RH RPM Indicator
 LH and RH Manifold Pressure Indicator
 LH and RH Oil Pressure Indicator
 LH and RH Oil Temperature Indicator
 LH and RH Cylinder Head Temperature Indicator

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POWERPLANT
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3.1. ENGINE FEATURES

Manufacturer Bombardier-Rotax GmbH

Model 912 S3
Certification basis FAR 33, Amendment 15
Type Certificate EASA TCDS no. E.121 dated 1st April 2008
Engine type 4 cylinders horizontally opposed with 1352 c.c. of overall
displacement, liquid cooled cylinder heads, ram-air
cooled cylinders, two carburetors, integrated reduction
gear box with shock absorber.
Maximum power 73.5 kW (98.6hp) @ 5800 rpm –5 min. maximum
(at declared rpm) 69.0 kW (92.5hp) @ 5500 rpm (continuous)

3.2. PROPELLER FEATURES

Manufacturer MT Propeller
Type certificate LBA 32.130/086 (MTV-21 series)
Model MTV-21-A-C-F/CF178-05
Blades/hub 2 wood/composite blades, aluminium hub
Diameter 1780 mm (no reduction allowed)
Type Variable pitch hydraulically controlled

3.3. PROPELLER GOVERNOR FEATURES

Manufacturer MT Propeller
Model P-875-12
Type Hydraulic

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POWERPLANT
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4. PEDESTAL CONTROLS
Following picture shows the controls installed on the central pedestal.

Figure 7. – Pedestal controls

No Description
1 and 2 Choke control
3 Choke friction knob
4 Upper levers friction knob
5-6 LH and RH Throttle lever
7-8 LH and RH Carburetor Heating lever
9-10 LH and RH Propeller Pitch Control lever
11 Parking brake
12 Windshield defrost control knob

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PEDESTAL CONTROLS
 Page 7 - 13

Aircraft not embodying the Design Change 2006/66 “New Powerplant

NOTE control setting layout” or the SB 039-CS “P2006T New powerplant con-
trols layout” feature a different pedestal levers layout: propeller and
carb. heat levers position are inverted.

It is possible to adjust the throttle, propeller and carburettor heat levers friction by
appropriately tightening the friction knob located on the central console.
A similar device is provided for engine choke controls.
Carburettor heat control knobs are located between throttle and propellers levers;
when the knobs are fully pulled backwards, carburettors receive maximum hot air.
During normal operations, the knobs are fully forward set (carburettors heating set
to OFF).
The console houses also the parking brake and windshield defrost control knobs.

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5. CABIN OVER-HEAD PANEL CONTROLS

Following picture shows the controls installed on the cabin over-head panel.

Figure 8. – Cabin head panel controls

No Description
Number
1 Cabin Light
2 LH Fuel selector valve
3 LH Electric Starter
4 LH electric fuel pump
5 LH Engine ignition 1
6 LH Engine ignition 2
7 RH Engine ignition 1
8 RH Engine ignition 2
9 RH electric fuel pump
10 RH Electric Starter
11 RH Fuel selector valve

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CABIN OVER-HEAD PANEL CONTROLS
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6. INTERNAL LIGHTS
Internal lights system is composed by following equipment:
• Cabin light, providing lighting for crew and passengers compartment;
• Instruments lights, which in turn are composed by three sub-systems each one fit-
ted with dimming device:
Switches built-in lights
Avionics lights
Cockpit lights
• Emergency light

The cabin light is a ceiling light, fitted with control switches, located on the over-
head panel in correspondence of the crew seats.
About the instrument lights (controlled by a switch on the RH instrument panel),
the switches built-in lights concern the instrument panels switches lighting, the
avionics lights concern the avionic equipment lighting and the cockpit lights con-
cern two lights located on the over-head panel illuminating LH and RH instrument
panels (see Figure below).
All above mentioned lights are supplied by the battery bus apart from the Emer-
gency light which is directly connected to the battery. It is a five-leds light located
in the over-head panel (see Figure below) controlled by a switch installed on the
LH breakers rack.

Figure 9. – Over-head panel lights arrangement

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Section 7 – Airframe and Systems description
INTERNAL LIGHTS
 Page 7 - 17

7. EXTERNAL LIGHTS

External lights system consists of the following equipment (see Figure below):
• NAV Lights: they provide, by means of three position lights, the aircraft flight
direction identification.
• Strobe Lights: they provide aircraft identification to prevent collision. They are
located, like the above mentioned NAV lights, on the winglets and on the top of
the vertical fin.
• Taxi Light: supports taxi maneuvering on the ground at night. It is installed on
the left wing leading edge.
• Landing Light: provides ground reference information during final approach,
touchdown, ground roll and take off and illuminates any major obstructions in the
airplane approach glide path or on runway at night. It is installed on the left wing
leading edge.

Figure 10. – External lights arrangement

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EXTERNAL LIGHTS
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All mentioned lights, whose circuits are protected by dedicated breakers, are acti-
vated by the related switches on the right instrument panel: see below.

Figure 11. – Lights switches panel

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EXTERNAL LIGHTS
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8. FUEL SYSTEM
Fuel system consists of two integrated tanks inside the wing torque boxes and fit-
ted with inspection doors.
Each fuel tank has a capacity of 100 litres and is equipped with a vent valve (its
outlet is located on the lower wing skin) and a sump fitted with a drain valve for
water/moisture drainage purposes.
An electric fuel pump feeds the pertinent engine in case of engine-driven pump
failure. The fuel Gascolator (a sediment-filter bowl) is located beneath the engine
nacelle, between the fuel tank and the electrical pump, in correspondence of the
fuel system lowest point. It is fitted with a drain valve which allows for the overall
fuel line drainage.
Fuel quantity indicators and fuel pressure indicators for each engine are located on
the RH instrument panel.
In normal conditions, to supply fuel to engines, each engine pump sucks fuel from
the related tank; crossfeed is allowed by fuel valves located on the front spar and
controlled by Bowden cables from the fuel selectors located on the cabin over-
head panel.
Left fuel selector manages the left engine feeding, allowing fuel supply from the
left fuel tank or from the right one (crossfeed).
Right fuel selector manages the right engine feeding, allowing fuel supply from
the right fuel tank or from the left one (crossfeed).
Each selector can be set in OFF position only pulling and simultaneously rotating
the lever: this avoids an unintentional operation.

Use of Aviation Fuel Avgas 100LL results in greater wear of

valve seats and greater combustion deposits inside cylinders
CAUTION
due to higher lead content. Make reference to Rotax Mainte-
nance Manual who provides dedicated checks due to the pro-
longed use of Avgas.

System schematic is shown on the following Figure.

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FUEL SYSTEM
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Figure 12. – Fuel system schematic

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FUEL SYSTEM
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9. LANDING GEAR SYSTEM

The landing gear retraction system is of electro-hydraulic type, powered by a re-
versible pump which is electrically controlled by the LG control knob located on
the LH instrument panel and by the legs position micro switches: these ones allow
for detecting landing gear “down-locked” and “up” positions and for alerting the
pilot by aural means should the approach and landing configuration be incorrect,
in terms of flaps/throttle levers/landing gear position, in order to avoid an uninten-
tional gear-up landing.
The system operates in two modes: normal and emergency.
Normal operation provides gear extension and retraction by means of hydraulic
jacks. Gears extension is helped by gravity also.
Emergency operation only provides landing gear extension by means of a hydrau-
lic accumulator which discharges pressurized oil in the above mentioned jacks.

Figure 13. LG hydraulic system schematic

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LANDING GEAR SYSTEM
 Page 7 - 22

Hydraulic oil, contained in an integrated reservoir located inside the Hydraulic

Power Pack, is pressurized by a reversible electric pump: as the LG control knob is
placed in either the UP or DOWN position, the pump directs the fluid through the
related pressure line toward each hydraulic jack.
In order to prevent an inadvertent LG retraction, the control knob must be pulled
before being pushed upward for UP command.
The emergency hydraulic accumulator is used for the landing gear extension: nor-
mal extension line and emergency extension line converge in correspondence of
the shuttle valves (two valves: the first one for NLG and the second one for MLG
emergency operation).
The emergency accumulator nitrogen pressure indicator is located on the tail cone,
left side; on ground, a red push-button located beneath the pressure indicator al-
lows the electrical pump for charging the accumulator should the nitrogen pressure
be below the lower limit indicated on the placard.
Emergency extension is controlled by two distributors located on the cabin floor,
under a removable cover in correspondence of the pilot seat.
The LG indication system is electrical and it is composed by the following main
components:

 UP/DN limit micro-switches (6 couples, 2 for each leg)

 leg position lights, 3 green (turned ON when the pertinent leg is extended and
locked and located on the LH instrument panel)
 transition light, 1 red (turned ON during transition phases)
 pump light, 1 amber (GEAR PUMP ON caution amber light turned ON
when the pump is electrically supplied)
 push to test (if installed) (for landing gear red and green lights operational
check)

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Section 7 – Airframe and Systems description
LANDING GEAR SYSTEM
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The three green lights illuminate only when the respective gear is “down-locked”;
the red light indicates the gear is in transit “up” or “down” and the amber caution
light GEAR PUMP ON indicates that the pump is electrically supplied.
The red transition light extinguishes only when all the three gear legs are “down-
locked” or they are “up” while the amber caution light extinguishes only when the
electrical pump is “off”.
The Up/Down limit switches control the LG lights lighting and pump operation on
the basis of LG configuration set by the pilot through the LG control knob.
A “push to test” button is used to check that the landing gear position lights are
operating.
A warning horn alerts the pilot when the LG control knob is in UP position and at
least one of the two throttle levers and/or flaps are respectively set to idle and to
LAND position.
During emergency extension, LG position lights work as per normal extension
mode: for this reason the LG control knob must be set on DOWN position before
starting the emergency procedure.

IMPORTANT
After each emergency landing gear extension, apply the restoration procedure
described in the AMM.

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10. BRAKES
The A/C is provided with an independent hydraulically actuated brake system for
each main wheel. A master cylinder is attached to each pilot/co-pilot’s rudder pe-
dal: see schematic below.
Hydraulic pressure, applied via the master cylinders, enters the brake via lines
connected to an inlet fitting on the wheel brake caliper.
A parking brake valve, mounted in correspondence of the cabin floor and operated
by a knob on the cockpit central pedestal, intercepts the hydraulic lines, once the
system is pressurized, to hold the brake assemblies linings tightened round the
main wheels brake discs.
Brakes can be operated from both pilot’s and co-pilot’s pedals: a single vented oil
reservoir feeds the pilot side master cylinders which are connected, via hoses, with
the co-pilot’s side ones.

Figure 14. Brake system schematic

On the ground, when a pedal is pushed to steer the airplane, do

NOTE not operate the opposite toe brake until the pedals are back
aligned again. This prevents pedals mechanism from being
damaged.

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11. VENTILATION
If required, pilot allows for ram-air entering the cabin via the two outlet ports re-
spectively located on the left and right side of the instruments panel. Other two
ram-air ventilation outlets are located on the cabin head, in the passengers’ zone.

12. CABIN HEAT

The cabin heating system utilizes hot air coming from engines heat exchangers:
here cold ram-air is warmed by engine exhaust gases and then it is routed to the
heating system hoses.
The cabin heat control knobs are positioned on the lower side of the LH instru-
ment panel; when knobs are fully pulled, cabin receives maximum hot air.
Left knob controls the warm air from LH engine heat exchanger, right knob con-
trols the warm air from RH engine heat exchanger.
Crew heating system outlet ports are located on the cabin floor, near the pedestal;
for passengers zone it is provided an outlet port on the cabin head.
Windshield defrost is operated via a knob positioned on the pedestal: when knob
is pulled the hot air flow for crew heating is deviated to the windshield.

13. SEATS AND SAFETY BELTS

In correspondence of the seats, three fitting points safety belts are provided; belt
adjustment is via the sliding buckle located on the belt metal hook.
Seats are built with light alloy tube structure and synthetic material cushioning. It
is possible to perform following seat adjustments:
Horizontal – pulling the lower front lever and sliding the seat
Vertical – operating the lever located on the outward seat side
Seat back inclination – unlocking it via the lateral knob
These adjustments ensure the crew and passengers comfort.

4th Edition, Rev 0

Section 7 – Airframe and Systems description
VENTILATION
 Page 7 - 27

14. DOORS

The cabin main door is located forward, on the left side of the fuselage while the
emergency exit (passenger door) is located aft, on the right side of the fuselage.

On the top of the cabin it is located the ditching emergency exit: see figure below.

Figure 15. Doors location

Being the main door located in correspondence of the propeller disc, its operation
is limited to the engine shut-down condition.

In fact, in order to prevent crew injuries, an electro-mechanical device locks the

door latch when left engine runs. A pressure switch senses engine oil pressure and
allows for electrical supply to a solenoid which engages the door lock mechanism.

This prevents the latch opening when left engine runs but, if needed, the device
can be also manually by-passed operating either from the door inside panel or

4th Edition, Rev 0

Section 7 – Airframe and Systems description
DOORS
 Page 7 - 28

from outside. Instructions are reported on the placards near the by-pass lever, lo-
cated in correspondence of the latch: to unlock it is necessary to push and hold the
red tab down, after that the door can be opened operating the handle.

After engine shut-down, the pressure drop can have a certain delay, preventing the
door from being opened by normal means: do not force the handle but operate the
override system above mentioned.

In any case, the electric lock becomes disengaged after a complete loss of the elec-
tric power.

Two switches engage respectively when the door and the latch are closed. Should
one or both switches be released, the MAIN DOOR OPEN warning light is turned
ON.

The emergency exit is fitted with the same safety device: in this case the pressure
switch allowing for solenoid operation is activated from right engine oil pressure
line; should be the door “open” or “closed and unlocked”, the REAR DOOR
OPEN warning light is turned ON.

Any voluntary operation of the manual by-pass solenoid lock causes related door
warning light is turned on.
The ditching emergency exit is manually operated turning the handle and pushing
outward the door.
The yellow fluorescent painted handle, which can be operated also from outside, is
fitted with a safety wire assuring removal effortlessness. When the door is open, it
stays connected to the fuselage by means of two cables which allow for door open-
ing forward.

15. BAGGAGE COMPARTMENT

The baggage compartment is located behind the passengers’ seats. The baggage
must be uniformly distributed on the floor and the weight cannot overcome 80kg.
Make sure that the baggage is secured before the flight.

4th Edition, Rev 0

Section 7 – Airframe and Systems description
BAGGAGE COMPARTMENT
 Page 7 - 29

INTENTIONALLY LEFT BLANK

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Section 7 – Airframe and Systems description
 Page 7 - 30

INTENTIONALLY LEFT BLANK

4th Edition, Rev 0

Section 7 – Airframe and Systems description
 Page 7 - 31

16. PLACARDS
In addition to the limitation placards reported on Section 2, following placards are
installed on the aircraft.

Additionally, nearby the placards listed below (English lan-

NOTE guage), directly-translated placards in the language of the
country in which the airplane is registered can be installed,
when required by the specific NAA.

Description Placard Place

ELT equipment Baggage compartment,
location right side

First Aid Kit Baggage compartment,

location aft cover panel

Fire extin- Cockpit floor, pilot

guisher loca- side
tion

Emergency Removable cap

gear extension
compartment
location

4th Edition, Rev 0

Section 7 – Airframe and Systems description
PLACARDS
 Page 7 - 32

Description Placard Place

Emergency Emergency distribu-
gear extension tors compartment
instructions

Alternate static Central pedestal, left

port location side

Alternate static Central pedestal, right

port operating side
instructions

Static ports lo- STATIC PORT Static ports: fuselage -

cation both sides
KEEP CLEAN

Battery com- Fuselage tail, left side

partment loca-
tion

EXT power Fuselage tail, left side

connection:
socket sche-
matic and in-
structions

4th Edition, Rev 0

Section 7 – Airframe and Systems description
 Page 7 - 33

Description Placard Place

Landing gear LG hydraulic com-
hydraulic ac- partment cap (fuselage
cumulator: tail, left side)
low pressure
limit

LG hydraulic Fuselage tail, left side,

compartment in correspondence of
location LG hydraulic com-
partment cap

Towing limita- Nose LG forward door

tions

Stabilator ex- Fuselage tail, left side,

cursion range in correspondence of
the stabilator leading
edge

Aircraft Close to the fuel filler

grounding cap

Engine coolant Engine nacelle top

expansion tank side
location

4th Edition, Rev 0

Section 7 – Airframe and Systems description
 Page 7 - 34

Description Placard Place

Steel boards: Fuselage tail, left side
a/c identifica-
tion marks

(Sample)
Main LG tires MLG leg, LH and RH
inflation pres-
sure values

Nose LG tire Nose LG fork

inflation pres-
sure values

4th Edition, Rev 0

Section 7 – Airframe and Systems description
 Page 7 - 35

INTENTIONALLY LEFT BLANK

4th Edition, Rev 0

Section 7 – Airframe and Systems description
 Page 7 - 36

INTENTIONALLY LEFT BLANK

4th Edition, Rev 0

Section 7 – Airframe and Systems description
 Page 7 - 37

17. INSTRUMENTS PANEL

Figure 16. – Instruments panel (typical layout)

Tab 1
nr DESCRIPTION
Airspeed indicator

Attitutude Indicator

Altimeter

VOR/ILS Indicator

ADF Indicator (Kit B)

Vertical Speed Indicator

Directional Gyro Indicator

Turn Coordinator

Annunciator Panel

DME Indicator (Kit B)

Directional Trim Indicator

Cabin Heat / Defrost

Dimmers

ELT Control Panel

Longitudinal Trim Indicator

Figure 17. – LH Instruments panel (typical layout)

4th Edition, Rev 0

Section 7 – Airframe and Systems description
INSTRUMENTS PANEL
 Page 7 - 38

Tab 2

nr DESCRIPTION
Audio Panel

Transponder

ADF (Kit B)

COMM/NAV SL30 (Kit A)

GPS/NAV/COMM GNS 430

Available

Avionic Switches

Cross Bus Switches

VOR/ILS Indicator

Figure 18. – Central instruments panel (typical layout)

Tab 3
nr DESCRIPTION
Fuel Quantity Indicators

Oil Pressure Indicators

Oil Temperatures Indicators

CHT Indicators

RPM Indicators

MAP Indicator (DUAL)

Fuel Pressure Indicators

2nd Attitude Indicator (Kit C)

2nd Airspeed Indicator (Kit C)

2nd Altimeter (Kit C)

Volt/Amper meter

Chronometer

OAT Indicator

Figure 19. – RH Instruments panel (typical layout)

4th Edition, Rev 0

Section 7 – Airframe and Systems description
INSTRUMENTS PANEL
 Page 7 - 39

Tab 4

nr DESCRIPTION nr DESCRIPTION
Pitot Heating Switch Flap Control

Available Flap Indicator

LH Field Landing Light Switch

Battery Master Switch Taxi Lights Switch

RH Field Position Lights Switch

Landing Gear lights Strobe Lights Switch

Unsafe Light Instrument Lights Switch

Light Test

Landing Gear lever

Figure 20. – Switches panels

4th Edition, Rev 0

Section 7 – Airframe and Systems description
INSTRUMENTS PANEL
 Page 7 - 40

18. ELECTRICAL SYSTEM

Primary DC power is provided by two engine-driven generators which, during
normal operations, operate in parallel.
Each generator is rated at 14,2-14,8 Vdc, 40 Amp, and it is fitted with an integrat-
ed regulator, which acts to maintain a constant output voltage, and with an auto-
matic overvoltage device protecting the circuits and the electric components from
an excessive voltage caused by generator failures.
The power rating of the each generator is such that if one generator fails the other
one can still supply the airplane equipment to maintain flight safety.
Secondary DC power is provided by a battery (lead type - Gill Teledyne G35, 12
V, 38-Ah in 20h run time) and an external DC power source can be connected to
the aircraft DC distribution system.
On the instruments panel, right side, it is installed a voltmeter/ammeter. The am-
meter section can indicate the current supplied by either left or right generator
switching a dedicated selector.
There are five different busses (make reference to Figure 11):

• Battery bus
• LH Generator bus
• RH Generator bus
• LH Avionic bus
• RH Avionic bus

The distribution system operates as a single bus with power being supplied by the
battery and both generators but it is possible to separate the left busses from the
right busses when required by means of the Cross Bus switches.

All electrical loads are divided among the five busses on the basis of their im-
portance and required power: equipment with duplicate functions are connected to
separate busses.

The Battery bus, which supplies the most important loads, is energized from three
sources: the battery and both generators. This allows the bus for remaining active
also in case of two independent faults in the supply paths.

4th Edition, Rev 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Page 7 - 41

The following loads are connected to the battery bus:

Battery Bus
Audio Panel
VHF COMM 1
NAV 1
GPS
LH and RH Fuel electrical pump
LH and RH Fuel pressure
LH and RH Fuel quantity
LH and RH oil pressure
LH and RH oil temperature
LH and RH CHT
LH and RH RPM indicator
LH Attitude indicator
Cabin lights
Cockpit lights
Switches built-in lights
Avionics lights
Annunciator Panel
Strobe lights
Flaps
Doors pressure switches
Engine hour meter (2 units)
OAT
Turn coordinator
LG hydraulic pump
LG indicating & control system
LH and RH Fire detector
12V cabin electrical power sockets (2
units)

In addition, directly on the battery, the following devices are connected:

• Emergency back-up attitude indicator (RH attitude indicator – usually supplied

from RH generator bus), when installed;
• Emergency Light
• Chronometer

The first two devices are controlled by the pertinent switches located on the LH
breakers rack.

4th Edition, Rev 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Page 7 - 42

The other loads are so divided among following busses:

LH GEN Bus LH Avionic Bus RH GEN Bus RH Avionic Bus

Pitot heat DME NAV lights ADF
Landing light Transponder Rudder trim COM 2
Taxi light Encoder altimeter Stall warning NAV 2
RH attitude indicator A/P (*)
A/P Pitch Trim (*)

(*) if installed

On the central pedestal (see Figure below) there are seven switches disposed on
two rows: on the first row there is the MASTER SWITCH which allows for con-
necting, through the battery relay, the battery to the battery bus.

LH and RH FIELD switches control the pertinent generator: setting the switch to
OFF puts the pertinent generator off-line.

In correspondence of the second row there are 4 switches LH/RH AVIONIC and
LH/ RH CROSS BUS.

Figure 21. Central pedestal switches console

The first two allow, through a relay, for cutting off the power supply to the perti-
nent avionic bus.

4th Edition, Rev 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Page 7 - 43

The second ones allow, through a relay, for realizing the parallel connection be-
tween the pertinent generator bus and the battery bus. Setting these ones to OFF,
the pertinent generator bus (and related avionic bus supplied) is separated from the
battery bus and from opposite generator bus.

When both generators are correctly operating and all above mentioned switches
are in ON position, all the busses are connected to the generators.

The ignition switches, two for each engine and grouped on the over head panel,
are instead independent from the airplane electrical system (generation and distri-
bution); they only control and open the engine electrical circuit

If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.

4th Edition, Rev 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Page 7 - 44

Figure 22. – Electrical system schematic

4th Edition, Rev 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Page 8 - 1

SECTION 8 – AIRCRAFT CARE and MAINTENANCE

INDEX

1. Introduction ..................................................................................... 3
2. Inspection intervals ......................................................................... 3
3. Aircraft changes or repairs ............................................................. 3

4. Maintenance .................................................................................... 4
4.1. Refuelling ................................................................................. 4
4.2. Oil level control ....................................................................... 4
4.3. Landing gear tires pressure control ....................................... 5

5. Ground towing, parking and mooring .............................................. 6

5.1. Towing ..................................................................................... 6
5.2. Parking ..................................................................................... 6
5.3. Mooring .................................................................................... 7

6. Cleaning ........................................................................................... 8
6.1. Windows ................................................................................... 8
6.2. External surfaces .................................................................... 8
6.1 Propeller................................................................................... 8
6.2 Engine ...................................................................................... 8
6.3 Internal surfaces ..................................................................... 9

7. Ice removal ...................................................................................... 9

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
INDEX
 Page 8 - 2

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 8 - 3

1. INTRODUCTION
This Section deals with main care and maintenance operations for P2006T.
Refer to Aircraft Maintenance Manual to establish the controls / inspections /
maintenance tasks (scheduled and unscheduled) to be performed.

2. INSPECTION INTERVALS
Scheduled inspections must be performed in accordance with the instructions
addressed on the Aircraft Maintenance Manual. Independently from the aircraft
flight hours, an annual inspection has to be performed.
The first scheduled engine inspection must be carried out after first 3/6 hours.
All required inspections are reported in the Aircraft Maintenance Manual.
As far as the scheduled/unscheduled engine maintenance is concerned, refer to
the engine manufacturer Maintenance Manual.

Unscheduled inspections/maintenance tasks are necessary

when one or more of following conditions occur:
1. Emergency landing
2. Breaking / damage of propeller (or in case of
simple impact)
CAUTION
3. Engine fire
4. Lights damage
5. Any type of damage or failure

3. AIRCRAFT CHANGES OR REPAIRS

Aircraft changes or repairs must be performed in accordance with Aircraft
Maintenance Manual and only by TECNAM authorized personnel.

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 8 - 4

4. MAINTENANCE

4.1. REFUELLING

- Do not perform aircraft refuelling near flames, sparks or similar.

- Avoid fuel contact with the skin: a skin corrosion could occur.
- Make sure that a fire extinguisher is available nearby during refuel-
ling operations.
- Make sure that overall aircraft instrumentation is turned OFF before
performing the refuelling.
WARNING
- Do not operate switches and/or pushbuttons inside the aircraft during
refuelling operation; make sure that crew left the aircraft before
performing refuelling.
- Make sure that the aircraft is electrically connected to the ground.

4.2. OIL LEVEL CONTROL

1. Open the inspection cap on the engine nacelle

2. Prior to oil check, switch off both ignitions circuits and turn the propeller
by hand in direction of engine rotation several times to pump oil from the
engine into the oil tank, or let the engine idle for 1 minute. This process
is finished when air is returning back to the oil tank and can be noticed by
a murmur from the open oil tank.
3. Clean the dipstick and soak it in the reservoir
4. Remove dipstick and read oil level
5. If required, replenish oil: oil level should be between max. and min. mark
of the oil level dipstick
1. Close the inspection cap
2. Repeat the procedure for the other engine

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 8 - 5

4.3. LANDING GEAR TIRES PRESSURE CONTROL

1. Remove wheel dust cover (on main LG wheels)

2. Unscrew the tire cap
3. Connect a gauge
4. Read the pressure value
5. If required, rectify the pressure (nose tire 1.7 Bar / 24 Psi, main landing
gear tires 2,3 Bar / 33 Psi)
6. Fit the tire cap
7. Install wheel dust cover (on main LG wheels)

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 8 - 6

5. GROUND TOWING, PARKING AND MOORING

5.1. TOWING
When the a/c is moved on the ground, either manually or by
towing, the Master Switch must be turned ON until the a/c is
CAUTION parked.

To tow the aircraft it is necessary to use a metal stiff bar connected to the nose
gear.

Do not turn nose wheel above 20° either side of center: great-
er steering angles can damage the wheel stop. The tow bar
WARNING must be removed before engines starting.

5.2. PARKING
General
Under normal weather conditions, the airplane may be parked and headed in a di-
rection that will facilitate servicing without regard to prevailing winds. Ensure that
it is sufficiently protected against adverse weather conditions and present no dan-
ger to other aircraft.

Procedure
1. Position airplane on levelled surface, headed into the prevailing wind, if practical.
2. Engage parking brake
3. Install control locks
4. Secure pilot control wheel by wrapping the seat belt around it

Do not engage the parking brakes at low ambient

temperature, when an accumulation of moisture may
cause the brakes to freeze, or when they become hot
from severe use. In this case use wheel chocks.

In case of long time parking or overnight parking, it is recommended to moor the

a/c as shown on Para. 5.3.

Mooring is strongly recommended when the wind is more than 15

knots and the a/c is completely refuelled.

CAUTION

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 8 - 7

5.3. MOORING
The aircraft is moored to insure its immovability, protection, and security under
various weather conditions.

Mooring is strongly recommended when the wind is more than

15 knots and the a/c is completely refuelled.

CAUTION

Procedure
1. Position airplane on levelled surface and headed into the prevailing wind, if
practical
2. Center nose wheel and engage parking brake and/or use the wheel chocks

Do not engage the parking brakes at low ambient

temperature, when an accumulation of moisture may
cause the brakes to freeze, or when they become hot
from severe use. In these cases use wheel chocks.

3. Secure pilot control wheel by wrapping the seat belt around it

4. Assure that flaps are retracted
5. Electrically ground airplane, by connecting ground cable to the engine muffle
6. Install control locks
7. Install protective plugs
8. Close and lock cabin doors.
9. Secure tie-down cables to the nose gear leg (in correspondence of the wheel
fork) and to the wings and tail cone tie-down rings at approximately 45 degree
with respect to the ground. (Refer to following figures)

Additional preparation for high winds includes tie-down ropes from the
main landing gear forks employment.

Mooring – front view

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 8 - 8

Mooring – side view

6. CLEANING
Aircraft surface must be kept clean to ensure expected flight
performance. Excessively dirty surfaces can affect normal
CAUTION flight conditions.

6.1. WINDOWS
For windows cleaning, it is allowed the use of acrylic products employed for glass
and Plexiglas surfaces cleaning.

6.2. EXTERNAL SURFACES

Aircraft surface is cleaned with soapy water; they are not allowed solvents or al-
cohol based products. Died insects must be removed using hot water.
It is advisable to avoid outside aircraft parking for long periods; it is always con-
venient to keep the aircraft in the hangar.

6.1 PROPELLER
To preserve its functionality avoiding wear and corrosion, the propeller manufac-
turer uses, for external surface painting, an acrylic paint which is resistant to all
solvents. In any case it is advisable to clean the propeller using exclusively soapy
water.

6.2 ENGINE
Engine cleaning is part of the scheduled maintenance. Refer to the engine manu-
facturer Maintenance Manual for operating and for planning its cleaning.

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 8 - 9

6.3 INTERNAL SURFACES

Interiors must be cleaned with a rate of 3 to 6 months. Any object present in the
cabin (like pens, lost property, maps etc) must be removed.
The instrumentation as a whole must be cleaned with a humid cloth; plastic sur-
faces can be cleaned with suitable products.
For parts not easily accessible, perform cleaning with a small brush; seats must be
cleaned with a humid cloth.

7. ICE REMOVAL
Anti icing products are not allowed. To remove ice, tow the aircraft in the hangar
and operate with a soft brush or a humid cloth.

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 8 - 10

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
 Page 9-1

SECTION 9 – SUPPLEMENTS

1. INTRODUCTION
This Section concerns the supplemental manuals of additional (or optional) instrumentation
equipping the P2006T.

4th Edition, Rev. 12

Section 9 - Supplements
INTRODUCTION
 Page 9-2

2. SUPPLEMENTS LISTS

Aircraft S/N: __________ Registration marks: ________________ Date: ________________

SUPPLEMENTS LIST

Sup. Rev. Applicablity Applied

Title Date
No. No. A G Yes No
A1 Garmin GNS-430W Gps/VHF Comm/Nav 0 X
A2 Garmin SL30 VHF Comm/Nav 0 X
A3 Garmin GMA 340 Audio Panel 0 X
A4 Garmin GTX 328Mode S Transponder 0 X
A5 Bendix-King Honeywell KR 87 ADF System 0 X
A6 Bendix-King Honeywell KN 63 DME System 0 X
A7 KCS 55A Compass System 0 X
A8 Garmin GNS-530W Gps/VHF Comm/Nav 0 X
A9 Garmin GTX 330 Mode S Transponder 0 X
A10 Garmin GMA 347 Audio Panel 0 X
A11 Becker BXP 6401-2-(01) Mode S transponder 0 X
A12 S-TEC Fifty Five X Autopilot 0 X
A13B GTN 650/750 equipment 1 X
A14 Engine starting battery 0 X
A15 Power supply from built-in generators 0 X
A16 AFM Supplement for CIS countries operators 0 X
A17 Brazilian AFMS 0 X
A18 Chinese AFMS 0 X
A19 Increased MTOW - 1230 KG (MOD 2006/015) 2 X
A20 Increased Vle/Vlo 0 X
A21 South African AFM 0 X
A22 Argentine AFM 0 X X
A23 Ukrainian AFM 0 X X

4th Edition, Rev. 13

Section 9 - Supplements
SUPPLEMENTS LIST
 Page 9-3

Aircraft S/N: __________ Registration marks: ________________ Date: ________________

SUPPLEMENTS LIST

Sup. Rev. Applicablity Applied

Title Date
No. No. A G Yes No
A24 SMP for Analogic Configuration 1 X
A25 Alternators with 70A 1 X
A26 Mogas MG95 IS 2796:2008 0 X X
A27 Garmin GMA 345 Audio Panel 0 X
A28 GARMIN GTX345R Transponder 0 X
G1 Garmin G950 IFDS 6 X
G2 S-TEC Fifty Five X Autopilot 1 X
Bendix-King Honeywell KR 87 ADF System for
G3 0 X
GARMIN G950
Bendix-King Honeywell KN 63 DME System for
G4 1 X
GARMIN Integrated Avionics Suite
G5 Engine starting battery 0 X
G6 Power supply from built-in generators 0 X
G7 AFM Supplement for CIS countries operators 0 X
G8 Brazilian AFMS 0 X
G9 Chinese AFMS 0 X
G10 Increased MTOW - 1230 KG (MOD 2006/015) 1 X
G11 Increased Vle/Vlo 0 X
G12 South African AFM 0 X
G13 Alternators with 70A 2 X
G14 SMP for Garmin G950 Avionics 2 X
G15 Japanese AFM 0 X X
G16 MD302 Alternative Stand-By Instrument 1 X
G17 Stormscope 1 X
G18 Cancelled
G1000 NXi, Increased MTOW, Increased
G19 5 X
VLE/VLO and MD302

4th Edition, Rev. 13

Section 9 - Supplements
SUPPLEMENTS LIST
 Page 9-4

Aircraft S/N: __________ Registration marks: ________________ Date: ________________

SUPPLEMENTS LIST

Sup. Rev. Applicablity Applied

Title Date
No. No. A G Yes No
G20 GARMIN GTX345R Transponder 1 X
G21 Becker 3500 ADF for GARMIN NXi 0 X
G22 GARMIN GTS800 TAS for GARMIN NXi 0 X
SMP Configuration for Garmin NXi Avionics
G23 3 X
Suite
G24 TABI-1800 1 X X
G25 Phase One 190MP Aerial System 1 X X
LMS-Q680I and Phase One 4-band Camera In-
G26 0 X X
stallation
Installation of Phase One Camera in tail cone
G27 0 X X
hatch

4th Edition, Rev. 14

Section 9 - Supplements
SUPPLEMENTS LIST
 Page G1-1

SUPPLEMENT NO. G1

GARMIN G950 IFDS

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev or Under DOA
page Revision
DO OoA HDO Privileges

0 - See Note (*)

Amend General rec-

S4-3,4 ommendation D. Ronca C. Caruso M. Oliva
1
S4-23,24 Update procedures D. Ronca C. Caruso M. Oliva Approved under the
authority of DOA,
S4-1 and ref. EASA.21J.335
2 S4-31 thru 38 RNAV capabilities A. Sabino C. Caruso M. Oliva

S4-3,13,20,
3 Amended procedures A. Sabino C. Caruso M. Oliva
21,23,24,29

Approved under the

authority of DOA,
4 S4-27 to 29 Amended procedures A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
(MOD2006/345.181120)

S3-1 Index Updated

Approved under the
A. Glorioso
authority of DOA,
5 Electrical pitch trim (OJT) D. Ronca M. Oliva
ref. EASA.21J.335
S3-33 control failure G. Valentino
(MOD2006/375.190826)
procedures

Update Cover and

G1-1, 2 Approved under the
LOEP
G. authority of DOA,
6 Typo errors D. Ronca M. Oliva
Valentino ref. EASA.21J.335
S4-9, 10, 20, 21 Update “Engine (MOD2006/382.200129)
starting” checklist

Note (*): this Supplement has been originally issued under EASA Major Design Change Approval no. 10029633
(dated 8 April 2010)

4th Edition, Rev. 6

Section 9 - Supplements
Supplement no. G1 – GARMIN G950 IFDS
 Page G1-2

LOEP

Pages Revision
G1-3 thru 16 Rev 0
Cover pages
G1-1 thus 2 Rev 6

Section S2 7,8, 13,14,21,22,29,30 Rev 0

2 thru 32, 34 thus 62 Rev 0
Section S3
1, 33 Rev 5
2, 5 thru 8, 11, 12, 14
Rev 0
thru 19,22, 25, 26, 30
4 Rev 1

Section S4 1, 31 thru 38 Rev 2

3,13,23,24 Rev 3
27 to 29 Rev 4
9, 10, 20, 21 Rev 6

Section S7 37 thru 46 Rev 0

4th Edition, Rev. 6

Section 9 - Supplements
Supplement no. G1 – GARMIN G950 IFDS
 Page G1-3

INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient

manner, the aircraft when equipped with Garmin G950 Integrated Flight Deck Sys-
tem (Design Change MOD 2006/002).

The information contained herein supplements or supersedes the basic Aircraft

Flight Manual: detailed instructions are provided to allow the owner for replacing
the AFM pages containing information amended as per the Design Change in sub-
ject.

It is the owner’s responsibility to replace the mentioned pages in the AFM in

accordance with the instructions herein addressed section by section.

Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-

01146-XX) – last issue - must be carried onboard the airplane
CAUTION
at all times.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950 IFDS
 Page G1-4

Supplement G1: pages replacement instructions

SECTION 1 - GENERAL

See Basic AFM - Section 1

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950 IFDS
 Page G1-5

Supplement G1: pages replacement instructions

SECTION 2 - LIMITATIONS

Apply following pages replacement procedure:

Supplement G1 – LIMITATIONS Basic AFM

page Section 2 page
S2-7 REPLACES 2-7
S2-8 REPLACES 2-8
S2-13 REPLACES 2-13
S2-14 REPLACES 2-14
S2-21 REPLACES 2-21
S2-22 REPLACES 2-22
S2-29 REPLACES 2-29
S2-30 REPLACES 2-30

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950 IFDS
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3 Airspeed indicator markings

The Airspeed Indicator displays airspeed on a rolling number gauge using a moving
tape.
The airspeed is displayed inside the black pointer. The pointer remains black until
reaching never-exceed speed (VNE), at which point it turns red.
Airspeed indicator markings and their colour code are explained in the following
table.

MARKING KIAS EXPLANATION

White band 53-93 Lower limit is VSO, upper limit is the maxi-
mum allowable speed with flaps extended in
FULL position.
Red line 62 Minimum aircraft control speed with one en-
gine inoperative and flaps set to T.O.
Green band 66-135 Normal aircraft operating range (lower limit is
VS1, stall speed in “clean” configuration, and
upper limit is the maximum structural cruise
speed VNO).
Blue line 80 Best rate-of-climb speed with one engine in-
operative.
Yellow band 135-167 Speed range where manoeuvres must be con-
ducted with caution and only in smooth air.
Red line 167 Maximum speed for all operations.

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AIRSPEEED INDICATOR MARKINGS
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13 Warning/caution alerts and safe operating

annunciations
Following table addresses the warning and caution alerts and safe operating annun-
ciations shown (unless differently specified) on the Annunciation Window:

Warning alert (RED) Cause

L BUS VOLT HIGH LH electric system overvoltage
R BUS VOLT HIGH RH electric system overvoltage
L COOLANT LOW Left engine - coolant liquid low level
L COOLANT LOW Right engine - coolant liquid low level
PILOT DR OPEN Main door open and/or unlocked
REAR DR OPEN Rear door open and/or unlocked
LH ENGINE FIRE Left engine compartment: fire detected
RH ENGINE FIRE Right engine compartment: fire detected
LG TRANSITION One or more legs are in transition phase and/or the
(warning light installed near the landing selected retracted/extended position is not yet
gear control lever) reached.
Caution alert (AMBER) Cause
L ALT FAIL LH generator failure
R ALT FAIL RH generator failure
PITOT HEAT Pitot heating system failure/not activated
EXT POWER ON External electrical supply connected
GEAR PUMP ON LG pump electrically supplied
Safe operating annunciation Indication
(GREEN)
L FUEL PUMP ON Left engine - electrical fuel pump ON
R FUEL PUMP ON Right engine - electrical fuel pump ON
PITOT HEAT ON Pitot heating system ON
LG Down & Locked Landing gear extended and locked
(3 advisory lights, one for each leg, in-
stalled near the landing gear control lever)

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Aural means are provided by Garmin G950 System: a repeating tone is associated to
the warning alerts and a single chime is associated to the caution alerts. Safe operat-
ing annunciations do not have any aural chime generated.
Make reference to Garmin G950 Pilot’s Guide for P2006T, last issue, “Annuncia-
tions and alerts” (Appendix A).

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21. LIMITATIONS PLACARDS

Hereinafter the placards, related to the operating limitations and installed on P2006T,
are reported.

21.1. SPEED LIMITATIONS

On the left side instrument panel, the following placards reporting the speed limita-
tions are placed:

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21.2. OPERATING LIMITATIONS

On the instrument panel, it is placed the following placard reminding the observance
of aircraft operating limitations; make reference to Para. 22 for the list of equipment
required on board to allow flight operations in VFR Day, VFR Night, IFR Day and
IFR Night conditions.

This A/C can be operated only in normal category

DAY-NIGHT-VFR-IFR (with required equipment) in
non-icing conditions. All aerobatics manoeuvres
including spinning are prohibited. For operational
limitations refer to FLIGHT MANUAL

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22. KINDS OF OPERATIONS EQUIPMENT LIST

This paragraph reports the KOEL table, concerning the equipment list required on
board under CS-23 regulations to allow flight operations in VFR Day, VFR Night,
IFR Day and IFR Night conditions.

Flight in VFR Day and Night, IFR Day and Night is permitted only if the prescribed
equipment is installed and operational.

Additional equipment, or a different equipment list, for the intended operation may
be required by national operational requirements and also depends on the route to be
flown.

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Section 2 – Limitations
KOEL
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Equipment VFR Day VFR Night IFR Day IFR Night

Magnetic compass ● ● ● ●
GDU 1040 - Display Unit (2) ● ● ● ●
GIA 63W - Integrated Avionics Unit (2) ● ● ● ●
GDC 74A - Air Data Computer ● ● ● ●
GTP 59 - OAT sensor ● ● ● ●
GRS 77 - AHRS ● ● ● ●
GMU 44 - Magnetometer ● ● ● ●
GMA 1347 - Audio panel/Marker beacon ● ● ● ●
GTX 33 - Transponder ● ● ● ●
Standby Airspeed indicator ● ● ● ●
Standby Attitude indicator (electric) ● ● ● ●
StandbyAltimeter ● ● ● ●
Pitot heating system ● ● ● ●
Clock ● ● ● ●
Breakers panels ● ● ● ●
First Aid kit ● ● ● ●
Fire extinguisher ● ● ● ●
Fire detectors (2) ● ● ● ●
Instruments lights ● ● ● ●
Position lights ● ● ● ●
Landing light ● ● ● ●
Taxi light ● ● ● ●
Strobe lights ● ● ● ●
Torch ● ● ●
Cabin light ● ● ●
Cockpit lights ● ● ●
Emergency light ● ● ● ●
Volt-Ammeter ● ● ● ●
LG position and transition lights ● ● ● ●
ELT ● ● ● ●
Alternate static source ● ● ● ●
MAP indicator (dual) ● ● ● ●
RPM indicator (2) ● ● ● ●
Oil pressure indicator (2) ● ● ● ●
Oil temperature indicator (2) ● ● ● ●
CHT (2) ● ● ● ●
Fuel pressure indicator (2) ● ● ● ●
Fuel quantity indicator (2) ● ● ● ●
Longitudinal trim indicator ● ● ● ●
Rudder trim indicator ● ● ● ●
Flaps position indicator ● ● ● ●
Stall warning system ● ● ● ●
DME ● ●
ADF ● ●

VFR Day VFR Night IFR Day IFR Night

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Section 2 – Limitations
KOEL
 Page G1-7

Supplement G1: pages replacement instructions

SECTION 3 - EMERGENCY PROCEDURES

Apply following page replacement procedure

Supplement G1 – EMERGENCY PROCEDURES pages replace

Basic AFM Section 3 as a whole

4th Edition, Rev. 0

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SECTION 3 – EMERGENCY PROCEDURES

INDEX
1. INTRODUCTION .................................................................................................. 3
1.1. Engine failure during takeoff run ........................................................................ 3

2. Airplane alerts .................................................................................................... 6

2.1 Single alternator failure / overvoltage ................................................................ 7
2.2 Both alternators failure ...................................................................................... 8
2.3 Both alternators overvoltage.............................................................................. 9
2.4 Failed door closure ............................................................................................10
2.5 Pitot heating system failure ..............................................................................11
2.6 Coolant liquid low level .....................................................................................12
2.7 Gear Pump failure ..............................................................................................13
2.8 Engine fire ..........................................................................................................14
2.9 Loss of information displayed ...........................................................................15
2.10 Loss of airspeed information ............................................................................15
2.10 Loss of attitude information ..............................................................................16
2.11 Loss of altitude information ..............................................................................16
2.12 Loss of vertical speed information ....................................................................17
2.13 Loss of heading information ..............................................................................17
2.14 Display failure ....................................................................................................19

3. ENGINE SECURING ............................................................................................21

4. POWERPLANT EMERGENCIES ...........................................................................23

4.1 Propeller overspeeding ......................................................................................23
4.2 CHT limit exceedance .......................................................................................24
4.3 Oil temperature limit exceedance.....................................................................25
4.4 Oil pressure limits exceedance .........................................................................26
4.5 Low fuel pressure ..............................................................................................27

5. Other emergencies ...............................................................................................29

5.1 Emergency descent ...........................................................................................29
5.2 Total electrical failure .......................................................................................29
5.3 Static ports failure .............................................................................................30
5.4 Unintentional flight into icing conditions ...........................................................31
5.5 Carburettor icing .................................................................................................32
5.6 Flaps control failure ...........................................................................................33
5.7 Electrical pitch trim control failure .................................................................. 33

6 ONE ENGINE INOPERATIVE PROCEDURES .......................................................34

6.1 Characteristic airspeeds with one engine inoperative .....................................35
6.2 Inflight engine restart ........................................................................................36
6.3 Engine failure during takeoff run .......................................................................37
6.4 Engine failure during climb ................................................................................39
6.5 Engine failure in flight........................................................................................40
6.6 One engine inoperative landing .........................................................................41

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7 LANDING GEAR SYSTEM FAILURES ..................................................................42

7.1 Emergency landing gear extension ...................................................................42
7.2 Complete Gear up or nose gear up landing .......................................................43
7.3 Partial Main LG extension .................................................................................45
7.4 Failed retraction ................................................................................................47
7.5 Unintentional landing gear extension ...............................................................47

8 SMOKE AND FIRE OCCURRENCE ......................................................................49

8.1 Engine fire on the ground .................................................................................49
8.2 Engine fire during takeoff run ............................................................................50
8.3 Engine fire in flight...........................................................................................52
8.4 Electrical smoke in cabin on the ground ..........................................................52
8.5 Electrical smoke in cabin during flight..............................................................53

9 UNINTENTIONAL SPIN RECOVERY ...................................................................55

10 LANDING EMERGENCIES ...................................................................................56

10.1 Landing without engine power ..........................................................................56
10.2 Landing with Nose landing gear tire deflated ...................................................58
10.3 Landing with a known main landing gear tire deflated .....................................59
10.4 Landing without brakes .....................................................................................60

11 AIRCRAFT EVACUATION ...................................................................................61

12 DITCHING ...........................................................................................................62

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Section 3 – Emergency procedures
INDEX
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1. INTRODUCTION

Section 3 includes checklists and detailed procedures for coping with various
types of emergency conditions that could arise after a system failure.

Before operating the aircraft, the pilot should become thoroughly familiar with
this manual and, in particular, with this Section. Further on a continued and ap-
propriate training and self study should be done.

Two types of emergency procedures are hereby given.

a. “BOLD FACES” which must be known by heart by the pilot and executed, in
the correct and complete sequence, immediately after the failure is detected
and confirmed.
These procedures characters are boxed and highlighted:

1.1. ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. --
4. --

b. “other procedures” which should be well theoretically known and mastered,

but that can be executed entering and following step by step the AFM current
section appropriate checklist.

Additionally operating the aircraft, the pilot should become thoroughly familiar
with the Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-01146-XX) –
last issue - and, in particular, with the present AFM Section.

Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-

01146-XX) – last issue - must be carried onboard the airplane
CAUTION at all times.

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INTRODUCTION
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Garmin G950 has a very high degree of functional integrity. However,

the pilot must recognize that providing monitoring and/or self-test ca-
pability for all conceivable system failures is not practical. Although
WARNING
unlikely, it may be possible for erroneous operation to occur without a
fault indication shown by the G950. It is thus the responsibility of the
pilot to detect such an occurrence by means of crosschecking with all
redundant or correlated information available in the cockpit.

In any case, as a failure or abnormal behaviour is detected pilots should act as

follows:

1. Keep self-control and maintain aircraft flight attitude and parameters

2. Analyse the situation identifying, if required, the area for a possible
emergency landing
3. Apply the pertinent procedure
4. Inform the Air Traffic Control as applicable

For the safe conduct of later flights, any anomaly and/or failure must
NOTE be communicated to the National Authorities in charge, in order to
put the aircraft in a fully operational and safe condition.

In this Chapter, following definitions apply:

NOTE Land as soon as possible: land without delay at the nearest suitable
area at which a safe approach and landing is assured.
Land as soon as practical: land at the nearest approved landing ar-
ea where suitable repairs can be made.

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INTRODUCTION
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2. AIRPLANE ALERTS
Annunciation Window, located to the right of the Altimeter and Vertical Speed
Indicator, supplies 16 alerts for warnings and cautions along with safe operating
annunciations. The colours are as follows:

GREEN: to indicate that pertinent device is turned ON

AMBER: to indicate no-hazard situations which have to be considered and
which require a proper crew action
RED: to indicate emergency conditions

Warning alert text is shown in red in the Annunciation Window and is accom-
panied by a continuous chime and a flashing WARNING Softkey annunciation.
Selecting the WARNING Softkey acknowledges the presence of the warning
alert and stops the aural chime.
Caution alert text is shown in yellow in the Annunciation Window and is ac-
companied by a single chime and a flashing CAUTION Softkey annunciation.
Selecting the CAUTION Softkey acknowledges the presence of the caution alert.
Caution voice alerts repeat three times or until acknowledged by selecting the
CAUTION Softkey.
All aircraft annunciations can be displayed simultaneously in the Annunciation
Window. A white horizontal line separates annunciations that are acknowledged
from annunciations that are not yet acknowledged. Higher priority annunciations
are displayed towards the top of the window.
In order to give a short description about the airplane alerts, text messages are
displayed on the Alerts Window: pressing the ALERTS Softkey displays the
Alerts Window, pressing the ALERTS Softkey a second time removes the Alerts
Window from the display. When the Alerts Window is displayed, the FMS knob
can be used to scroll through the alert message list.

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Section 3 – Emergency procedures
FAILURE LIST
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2.1 SINGLE ALTERNATOR FAILURE / OVERVOLTAGE

Annunciation window Alert window

L ALT FAIL Lh Alternator

OR
R ALT FAIL Rh Alternator

1. FIELD LH (or RH) OFF

2. FIELD LH (or RH) ON

If the LH (or RH) ALT caution stays displayed

3. FIELD LH (or RH) OFF
4. Avionic LH OFF
5. ADF OFF

Switching OFF avionic LH and ADF will permit to shed non-

essential electrical power.
NOTE
The battery and a single generator are able to supply the electrical
power necessary for flight, but redundancy is lost.

If conditions permit:
Switching CROSS BUS OFF will further reduce alternator load; the
NOTE decision mainly depends on weather conditions.
6. CROSS BUS LH (or RH) OFF
Equipment will be lost accordingly to the following table:
LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Pitot Heat DME ADF NAV Lights
Landing Light Transponder COM 2 Rudder Trim
Taxi Light A/P NAV 2 Stall Warning
A/P Pitch Trim MFD
AHRS/ADC*

* AHRS /ADC are fed from battery bus if Mod 2006/135 is embodied
7. Land as soon as practicable

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2.2 BOTH ALTERNATORS FAILURE

Annunciation window Alert window

L ALT FAIL Lh Alternator

R ALT FAIL Rh Alternator

In event of both L and R ALT FAIL caution alerts displayed:

1. FIELD LH and RH BOTH OFF

2. FIELD LH and RH BOTH ON

If the LH (or RH) ALT caution stays displayed

1. Verify good ammeter indications on restored alternator
2. Refer to Single alternator failure / overvoltage drill (Para 2.1)

If both LH and RH ALT cautions stay displayed

3. FIELD LH and RH BOTH OFF
4. CROSS BUS LH and RH BOTH OFF
If engine starting battery modification is applied
5. EMERG BATT switch ON
6. Land as soon as possible.

If engine starting battery modification is not applied

5. Land as soon as possible.

Equipment will be lost accordingly to the following table:

LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Pitot Heat DME ADF NAV Lights
Landing Light Transponder COM 2 Rudder Trim
Taxi Light A/P NAV 2 Stall Warning
A/P Pitch Trim MFD
AHRS/ADC*

AHRS /ADC are fed from battery bus if Mod 2006/135 is embodied

NOTE The battery can supply electrical power for at least 30 minutes.

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2.3 BOTH ALTERNATORS OVERVOLTAGE

Annunciation window Alert window

L BUS VOLT HIGH Lh overvoltage

R BUS VOLT HIGH Rh overvoltage

In event of both L and R BUS VOLT HIGH warning alerts displayed:

1. FIELD LH and RH BOTH OFF
2. FIELD LH and RH BOTH ON (one at a time)
If the LH (or RH) BUS VOLT HIGH warning is still displayed
3. Verify good ammeter indications on restored alternator
4. Refer to Single alternator failure / overvoltage drill (Para 2.1)
If both LH and RH BUS VOLT HIGH warning are still displayed
3. CROSS BUS LH and RH BOTH OFF
4. FIELD LH and RH BOTH OFF
5. FIELD LH and RH BOTH ON (one at a time)
If LH (or RH) BUS VOLT HIGH warning is still displayed
6. Verify good ammeter indications on restored alternator
7. Switch CROSS BUS on the restored alternator side
8. Refer to Single alternator failure / overvoltage drill (Para 2.1)
If both LH and RH BUS VOLT HIGH warning are still displayed
6. FIELD LH and RH BOTH OFF
If engine starting battery modification is applied
7. EMERG BATT switch ON
8. Land as soon as possible.
If engine starting battery modification is not applied
7. Land as soon as possible
Equipment will be lost accordingly to the following table:
LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Pitot Heat DME ADF NAV Lights
Landing Light Transponder COM 2 Rudder Trim
Taxi Light A/P NAV 2 Stall Warning
A/P Pitch Trim MFD
AHRS/ADC*
AHRS /ADC are fed from battery bus if Mod 2006/135 is embodied
NOTE The battery can supply electrical power for at least 30 minutes.

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Both alternators failure
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2.4 FAILED DOOR CLOSURE

Annunciation window Alert window

PILOT DR OPEN Main door open

OR
REAR DR OPEN Rear door open

In case of door opening / unlocking, related PILOT or REAR DR OPEN alert is displayed.
In this case, apply following procedure:

ON THE GROUND
1. Passengers and crew seat belts Fasten and tighten
2. Affected door Verify correctly closed
If door is open
3. Relevant engine Shut down
4. Affected door Close and check
If door is closed
3. Locking device Check
If down in unlocked position
4. Abort mission.

IN FLIGHT
1. Passengers and crew seat belts Fasten and tighten
2. Affected door and locked device Verify correctly closed

If door is open or locking device is unlocked

3. Land as soon as possible

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2.5 PITOT HEATING SYSTEM FAILURE

Annunciation window Alert window

PITOT HEAT ON Pitot heat

PITOT HEAT Pitot heat

When the Pitot Heating system is activated, the green PITOT HEAT advisory light is
turned ON.
If the amber PITOT HEAT caution light turns OFF, then the Pitot Heating system is
functioning properly. Anytime the amber PITOT HEAT caution light is ON at the
same time the green PITOT HEAT light is ON, then the Pitot Heating system is not
functioning properly.

1. Pitot heat switch OFF

2. Verify Pitot Heating circuit breaker is IN
3. Pitot heat switch ON
4. Check PITOT HEAT caution light:
If the amber light stays ON, assume a failure in the pitot heating system.
Avoid visible moisture and OATs below 10 deg C.

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2.6 COOLANT LIQUID LOW LEVEL

Annunciation window Alert window

L COOLANT LOW Lh Low Coolant

OR
R COOLANT LOW Rh Low Coolant

When the engine coolant liquid level goes under the lower limit, the related L or R
COOLANT LOW warning alert is displayed. Low coolant level condition may
lead to high CHT/CT. When the warning is displayed, apply following procedure:

1. Check affected engine CHT/CT

If CHT is above 135°C or CT is above 120°C

2. Affected engine Reduce power setting to reduce CHT/CT up to
the minimum practical
3. Land as soon as practical

If CH/CT continues to rise and engine shows roughness or power loss

4. Affected engine SECURE (securing procedure on Para. 4)
5. Land as soon as possible applying one engine inoperative landing proce-
dure. See Para. 6.6

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2.7 GEAR PUMP FAILURE

Annunciation window Alert window

GEAR PUMP ON Gear powered

The GEAR PUMP ON caution light turns ON when the landing gear hydraulic
pump is electrically supplied.

After the landing gear retraction, if the red TRANS light turns OFF and the
GEAR PUMP ON caution stays turned ON, this could indicate a gear pump relay
failure to ON.

If TRANS light is OFF

1. Continue the mission monitoring the caution light.

If TRANS light is ON
2. Landing gear is not locked in UP position

The electrical gear pump, continuously supplied, causes a current

absorption which does not affect the mission unless this failure is
NOTE coupled with the overall electrical failure. In this case, the residual
battery endurance may be consistently lower than 30 minutes.

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2.8 ENGINE FIRE

Annunciation window Alert window

LH ENGINE FIRE Left engine fire detected

OR
RH ENGINE FIRE Right engine fire detected

In event of engine fire, the LH or RH ENGINE FIRE warning alert is displayed.

Refer to following procedures:

FIRE ON THE GROUND: see Para. 8.1

FIRE DURING TAKEOFF RUN: see Para. 8.2
FIRE IN FLIGHT: see Para. 8.3

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2.9 LOSS OF INFORMATION DISPLAYED

When a LRU or a LRU function fails, a large red ‘X’ is typically displayed on the
display field associated with the failed data.

In most of cases, the red “X” annunciation is accompanied by a

message advisory alert issuing a flashing ADVISORY Softkey
annunciation which, once selected, acknowledges the presence
of the message advisory alert and displays the alert text message
NOTE in the Alerts Window. Refer to G950 Pilot’s Guide for Tecnam
P2006T (P/N 190-01146-00), last issue, Appendix A, Message
Advisories list.

2.10 LOSS OF AIRSPEED INFORMATION

AIRSPEED FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving airspeed input

from the Air Data Computer.

INSTRUCTION: revert to standby analogical airspeed indicator

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2.10 LOSS OF ATTITUDE INFORMATION

ATTITUDE FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving attitude information

from the AHRS.

INSTRUCTION: revert to standby analogical attitude indicator

2.11 LOSS OF ALTITUDE INFORMATION

ALTITUDE FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving altitude input

from the Air Data Computer.

INSTRUCTION: revert to standby analogical altitude indicator

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2.12 LOSS OF VERTICAL SPEED INFORMATION

VERT SPEED FAIL

(RED X ON DISPLAY FIELD)

Display system is not receiving vertical speed input

from the Air Data Computer.

INSTRUCTION: determine vertical speed on the basis of altitude information

2.13 LOSS OF HEADING INFORMATION

HDG
(RED X ON DISPLAY FIELD)

Display system is not receiving

valid heading input from AHRS.

INSTRUCTION: revert to magnetic compass

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G950 SYSTEM FAILURES
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2.14 DISPLAY FAILURE

In the event of a display failure, the G950 System automatically switches to re-
versionary (backup) mode. In reversionary mode, all important flight infor-
mation is presented on the remaining display in the same format as in normal
operating mode. The change to backup paths is completely automated for all
LRUs and no pilot action is required.

if the system fails to detect a display problem

1. DISPLAY BACKUP button PUSH

If a display fails, the related Integrated Avionics Unit (IAU) is

cut off and can no longer communicate with the remaining dis-
play: consequently the NAV and COM functions provided to the
CAUTION
failed display by the Integrated Avionics Unit are flagged as
invalid on the remaining display.

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Section 3 – Emergency procedures
G950 SYSTEM FAILURES
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3. ENGINE SECURING
Following procedure is applicable to shut-down one engine in flight:

1. Throttle Lever IDLE

2. Ignition BOTH OFF
3. Propeller Lever FEATHER
4. Fuel Selector OFF
5. Electrical fuel pump OFF

After securing engine(s), after analysing situation, refer immediately to following

procedures:

ENGINE FAILURE IN FLIGHT: see Para. 6.5

SINGLE GENERATOR FAILURE: see Para. 2.1

or BOTH GENERATOR FAILURE: see Para. 2.2

INFLIGHT ENGINE RESTART: see Para. 6.2

ONE ENGINE INOPERATIVE LANDING: see Para. 6.6

or LANDING WITHOUT ENGINE POWER: see Para. 10.1

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4. POWERPLANT EMERGENCIES

4.1 PROPELLER OVERSPEEDING

The aircraft is fitted with propeller/governor set by MT-Propeller such a way that
the maximum propeller rpm exceedance is prevented. In case of propeller over-
speeding in flight, apply following procedure:

1. Throttle Lever REDUCE power to minimum practical

2. Propeller Lever REDUCE as practical (not in feathering)
3. RPM indicator CHECK

If it is not possible to decrease propeller rpm, apply engine securing procedure

(see Para. 3) and land as soon as possible applying one engine inoperative land-
ing procedure (See Para. 6.6).

Maximum propeller rpm exceedance may cause the engine compo-

nents damage. Propeller and engine shall be inspected in accord-
CAUTION
ance with related Operators Manuals.

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Section 3 – Emergency procedures
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4.2 CHT LIMIT EXCEEDANCE

If CHT/CT exceeds its limit, apply following procedure:

1. Check affected engine CHT/CT

If CHT is above 135°C or CT is above 120°C
2. Affected engine Reduce power setting to reduce CHT/CT up to
the minimum practical
3. Land as soon as practical

If CHT/CT continues to rise and engine shows roughness or power loss

4. Affected engine SECURE (securing procedure on Para. 3)
5. Land as soon as possible applying one engine inoperative landing proce-
dure. See Para. 6.6

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4.3 OIL TEMPERATURE LIMIT EXCEEDANCE

If oil temperature exceeds maximum limit (130°C):

1. OIL PRESS CHECK

If oil pressure is within limits
2. Affected engine Reduce power setting to minimum applicable
3. Affected engine Keep propeller speed higher than 2000 RPM
If oil pressure does not decrease
4. Airspeed INCREASE

If oil temperature does not come back within limits, the

thermostatic valve, regulating the oil flow to the heat
NOTE exchangers, could be damaged or an oil leakage can
be present in the oil supply line.

5. Land as soon as practical keeping the affected engine to the mini-

mum necessary power
6. Monitor OIL PRESS and CHT/CT

if engine roughness / vibrations or erratic behaviour is detected:

7. Affected engine SECURE (engine securing procedure on Para. 3)
8. Land as soon as possible applying one engine inoperative landing pro-
cedure. See Para. 6.6

Excessive oil pressure drop leads to a high pitch propel-

ler configuration with consequent propeller feathering
WARNING and engine stopping.

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4.4 OIL PRESSURE LIMITS EXCEEDANCE

If oil pressure exceeds its lower or upper limit (0.8 – 7 bar), apply following pro-
cedure:

Excessive oil pressure drop leads to a high pitch propeller con-

figuration with consequent propeller feathering and engine
WARNING stopping.

An excessive oil pressure value can be counteracted by decreas-

NOTE ing propeller rpm.

1. OIL PRESS CHECK

If oil pressure exceeds upper limit (7 bar)

2. Throttle Lever first REDUCE affected engine power by 10%
3. Propeller Lever Keep low rpm
4. OIL PRESS CHECK (verify if came back within the limits)
5. Land as soon as practical

If oil pressure is under the lower limit (0.8 bar)

2. Land as soon as practical

If oil pressure is continuously decreasing

3. Affected engine SECURE (see engine securing procedure on Para. 3)
4. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

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4.5 LOW FUEL PRESSURE

If fuel pressure decreases below the lower limit (2.2 psi), apply following proce-
dure:

1. Fuel press CHECK

2. Fuel quantity CHECK
3. Fuel consumption MONITOR

If a fuel leakage is deemed likely

5. Land as soon as possible.

If a fuel leakage can be excluded:

4. Electrical fuel pump ON

5. Feed the affected engine by means of opposite side fuel tank

If pressure does not come back within the limits

6. Land as soon as practical

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5. OTHER EMERGENCIES

5.1 EMERGENCY DESCENT

Descent with airspeed at VLE, idle power and gear down will
provide high descent rates and pitch attitudes up to -15°.
Anticipate altitude capture and return to level flight during
CAUTION emergency descent in order to assure a safe and smooth recov-
ery from maneuver.

1. Power levers IDLE

2. Flaps UP
3. IAS below VLO/VLE
4. Landing gear DOWN
5. Airspeed Up to VLE

5.2 TOTAL ELECTRICAL FAILURE

In case of electrical system overall failure, apply following procedure:

1. Emergency light ON if necessary

2. MASTER SWITCH OFF

3. FIELD LH and RH BOTH OFF
4. MASTER SWITCH ON
5. FIELD LH and RH BOTH ON

If failure persists
9. EMERG BATT switch ON (if engine starting battery
installed)
10. Land as soon as possible applying emergency landing gear extension
procedure (see Para. 7.1)

An electrical system overall failure prevents flaps operation:

landing distance without flaps increases of about 25%.
WARNING

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

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5.3 STATIC PORTS FAILURE

In case of static ports failure, the alternate static port in the cabin (shown below)
must be activated.

1. Cabin ventilation OFF (hot and cold air)

2. ALTERNATE STATIC PORT VALVE OPEN
3. Continue the mission

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OTHER EMERGENCIES
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5.4 UNINTENTIONAL FLIGHT INTO ICING CONDITIONS

1. Carburettor heat BOTH ON

2. Pitot heat ON
3. Fly as soon as practical toward a zone clear of visible moisture, precipita-
tion and with higher temperature, changing altitude and/or direction.
4. Control surfaces Move continuously to avoid locking
5. Propellers rpm INCREASE to prevent ice build-up on the blades

In event of ice build-up in correspondence of wing leading edges, stall

speed increases.
WARNING

Ice build-up on wing, tail fin or flight control surfaces unexpected sud-
den roll and/or pitch tendencies can be experienced and may lead to
WARNING unusual attitude and loss of aircraft control.

Do not use Autopilot when icing formation is suspected or detected.

WARNING

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OTHER EMERGENCIES
 Garmin G950 IFDS -Supplement
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5.5 CARBURETTOR ICING

DURING TAKEOFF

The carburettor icing in “full throttle” mode is unlikely.

Take off in known or suspected icing formation is forbidden; in order to dispose
of full engine take off power, take-off must be performed with carburettor heating
OFF.

IN FLIGHT

Carburettor icing is considered probable when external air temperature is below

15° C and visible air moisture (clouds, mist, haze or fog) or atmospheric precipi-
tation are present.
Generally, an OAT-to-dew point temperature spread lower than 10°C and OAT
less than 15°C with visibility lower than 5 km is a positive indication of likely ic-
ing formation condition.
Should an inadvertent flight into known or forecast icing condition happen carbu-
rettor heating should be selected “ON” as soon as possible: the greater the ad-
vance carburettors are warmed the better the chances not to form ice and avoid
engine power loss or reduction.
Keep Carb Heating “ON” until engine power is restored and area of possible icing
condition is exited.

Carburettor Heating selected to “ON” will cause engine RPM re-

duction of about 100 RPM causing a sensible available engine
CAUTION power decrease.

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5.6 FLAPS CONTROL FAILURE

DURING TAKEOFF

Flap UP take off, requires a T/O distance (50 ft height obstacle

distance) increased by about 20%.
CAUTION

1. Airspeed Keep below 93 KIAS

2. Land as soon as practical

DURING APPROACH/LANDING

If the flaps control fails, consider the higher stall speed (see Sec-
tion 5, Para. 6, “Stall Speed”) and an increased landing dis-
CAUTION
tance of about 25%.

1. Airspeed Keep over 75 KIAS

2. Land as soon as practical on a runway of appropriate length

5.7 ELECTRICAL PITCH TRIM CONTROL FAILURE

a) Trim Runaway:
In the event of trim runaway:
1. AP DISC switch (if AP is installed) PRESS and HOLD
2. TRIM DISC switch OFF
3. AP DISC switch (if AP is installed) RELEASE
4. Trim aircraft using trim wheel

b) Trim Jamming:
Should trim control be jammed / inoperative:
1. Pitch trim breaker CHECK

If circuit breaker is OUT:

2. Trim aircraft using trim wheel

If circuit breaker is IN:

2. TRIM DISC switch OFF
3. Trim aircraft using trim wheel

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Section 3 – Emergency procedures
OTHER EMERGENCIES
 Garmin G950 IFDS -Supplement
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6 ONE ENGINE INOPERATIVE PROCEDURES

The ineffectiveness of one engine results in asymmetric traction which

tends to yaw and bank the aircraft towards the inoperative engine. In
this condition it is essential to maintain the direction of flight compen-
sating the lower traction and counteracting the yawing effects by mean
of rudder pedals. To improve directional control, it is advisable to
bank the aircraft of about 5° to the side of the operating engine.
In addition, reduced available overall power and extended control
CAUTION surfaces will lead to a performances drop: a quick pitch attitude re-
duction will allow to keep a minimum safety airspeed.
The higher is the airspeed the better will be lateral and directional
control efficiency: never allow airspeed to drop below VMCA.

Best residual climb performances in OEI (One Engine Inoperative)

condition have been recorded in Flap Up configuration and at VYSE,
which is marked as a Blue Line on the Airspeed indicator (calculated
for maximum Take Off Weight and Sea, Level ISA condition) For ac-
tual condition VYSE refer to Section 5 Para. 13, “One engine rate of
climb”.
CAUTION
VXSE is actually very close to VYSE in any condition, thus best climb
performance will also be associated with best climb angle (gradient)
performance. Refer to Section 5 Para. 14, One-Engine Rate of Climb
at VxSE , for relevant data.

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6.1 CHARACTERISTIC AIRSPEEDS WITH ONE ENGINE INOPERATIVE

In case of one engine inoperative condition (OEI), pilot shall take into account the
airspeeds shown below:

Speed
Conditions
(KIAS)
Minimum aircraft control speed with one en-
62
gine inoperative and flaps set to T.O. (VMC)
MTOW 1180 kg MTOW 1230 kg
Best rate-of-climb speed OEI (VYSE)
80 84
Best gradient speed OEI (VXSE) 79 83

Reference is made to MTOW, 1180 kg and 1230 kg, at Sea Level and
ISA condition (if Supplement G10- Increased MTOW @1230 KG - is
NOTE applicable).

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6.2 INFLIGHT ENGINE RESTART

After:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.

1. Carburettor heat ON if required

2. Electrical fuel pump ON
3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. Ignition BOTH ON
7. Operating engine Throttle Lever SET as practical
8. Stopped engine Throttle Lever IDLE
9. Stopped engine Propeller Lever FULL FORWARD
10. Start push-button PUSH
11. Propeller Lever SET at desired rpm
12. FIELD ON (check for positive ammeter)
13. Engine throttle levers SET as required

If engine restart is unsuccessful

14. EMERG BATT switch ON (if starting battery installed)
15. Repeat engine restart procedure

After engine restart, if practical, moderate propeller rpm and throttle

increase to allow OIL and CHT/CT temperatures for stabilizing in
CAUTION the green arcs.

If the fuel quantity in the tank which feeds the stopped engine is low,
NOTE select the opposite side fuel tank by means of the fuel selector.

If engine restart is still unsuccessful:

16. Affected engine SECURE (see engine securing procedure Para. 3)
17. Land as soon as possible applying one engine inoperative landing procedure. See
Para. 6.6

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6.3 ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. Brakes As required

When safely stopped:

4. Failed Engine Ignition BOTH OFF

5. Failed Engine Field OFF
6. Failed Engine Electrical fuel pump OFF

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before command-
ing LG retraction.
WARNING
Take-off planning should take into account that high density altitude
and aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate
of climb after landing gear retraction and engine feathering.

1. Operating engine Throttle Lever FULL POWER

2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Inoperative engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°

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At safe altitude

9. Inoperative engine Confirm and SECURE

10. Operative engine Electrical fuel pump Check ON
11. Operating engine Check engine instruments
12. Operating engine Fuel Selector Check correct feeding (crossfeed
if needed)

If engine restart is recommended:

13. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

13. Land as soon as possible
14. One engine inoperative landing procedure. see Para. 6.6

Following:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.

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6.4 ENGINE FAILURE DURING CLIMB

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Reduce as appropriate to keep airspeed
over 62 KIAS

4. Operating engine Throttle Lever FULL THROTTLE

5. Operating engine Propeller Lever FULL FORWARD
6. Operative engine Electrical fuel pump Check ON
7. Inoperative engine Propeller Lever FEATHER
8. Inoperative engine Confirm and SECURE

If engine restart is possible:

9. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

9. Land as soon as possible
10. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to
WARNING Section 5 Para 1, “One-engine rate of climb”.

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Section 3 – Emergency procedures
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6.5 ENGINE FAILURE IN FLIGHT

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Adjust as appropriate to keep airspeed over 62 KIAS

4. Operating engine Monitor engine instruments

5. Operative engine Electrical fuel pump Check ON
6. Operating engine Fuel Selector Check correct feeding
(crossfeed if needed)

If engine restart is possible:

7. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

8. Land as soon as possible
9. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to
WARNING Section 5 Para 12. Rate of climb with One Engine Inoperative.

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Section 3 – Emergency procedures
ONE ENGINE INOPERATIVE PROCEDURES
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6.6 ONE ENGINE INOPERATIVE LANDING

Thoroughly evaluate residual Single Engine Go-Around capabilities

and expected climb gradient should a Missed Approach / balked land-
ing be executed.
Refer to Section 5, Para. Single engine go around/Balked land-
WARNING
ing/climb and Para. 13 and 14- One-engine Rate of Climb at VYSE and
VXSE

Autopilot must be kept OFF

WARNING

1. Seat belts Tightly fastened

2. Landing lights As required
3. Operating engine Fuel Selector Check correct feeding/crossfeed if needed
4. Inoperative engine Propeller Lever CHECK FEATHER
5. Inoperative engine CHECK SECURED
6. Operative engine Electrical fuel pump ON

When on final leg:

7. Flap T/O
8. Landing gear Select DOWN and check three
green lights on
9. Approach Airspeed VYSE
10. Touchdown speed 70 KIAS

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Section 3 – Emergency procedures
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7 LANDING GEAR SYSTEM FAILURES

7.1 EMERGENCY LANDING GEAR EXTENSION

Landing gear extension failure is identified by means of the green

NOTE lights not illuminated: relevant gear leg may not be fully extended
and/or locked.
Light bulb operating status can be verified by pressing the LDG
push-to-test button. Additionally, the red light TRANS indicates that
one or more legs are moving and the PUMP ON amber light on the
annunciator panel indicates the hydraulic gear pump is operating.

1. Airspeed below applicable VLO/VLE

2. Landing gear control lever DOWN
3. Emergency gear extension access door REMOVE
4. RH control lever ROTATE 90° counterclockwise
5. Wait at least 20 seconds

Main Landing Gear legs green lights may be turned on,

NOTE thus indicating effective main gear legs blocked in down
position by mere effect of gravity force.

6. LH control lever ROTATE 180° counterclockwise

7. Land as soon as practical

The emergency landing gear extension operation takes about

NOTE 20- sec.

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7.2 COMPLETE GEAR UP OR NOSE GEAR UP LANDING

The following procedure applies if Nose Landing Gear is not extended

and locked even after emergency extension procedure.
CAUTION

A Nose Landing Gear up leg not down and locked might lead to a
hazardous situation, especially on uneven runways.
WARNING

If landing gear position is not known, perform a tower fly-by at safe

speed and altitude to have confirmation about its situation.
If possible coordinate fire brigade intervention along runway and re-
WARNING port number of persons on board and remaining fuel type and quanti-
ty.

If a complete Landing Gear up or a Nose Landing Gear up position is reported:

Preparation
1. Reduce fuel load if time and conditions permit
2. Crew and passengers safety belts Tightly fastened
3. Landing gear control lever UP
4. Green lights and TRANS light CHECK OFF
5. Flap setting plan approach with Flap Land
Before ground contact:
6. LH and RH Fuel Selector BOTH OFF
7. LH and RH Electrical fuel pump BOTH OFF
8. Ignitions ALL OFF

On touch down:
9. Landing attitude slight nose-up and wings levelled,
10. Touchdown speed as low as 50 KIAS with flap
11. Aircraft nose gently lower as speed bleeds off

After aircraft stops:

12. FIELD LH and RH BOTH OFF
13. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

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14. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

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7.3 PARTIAL MAIN LG EXTENSION

The following procedure applies if one or both Main Landing Gear

legs are not completely extended and locked even after emergency ex-
CAUTION tension procedure.

A partial gear landing (RH and/or LH leg not down and locked) might
turn into a hazardous situation, especially on uneven runways.
If possible try to obtain a symmetric gear extension (e.g. by trying fur-
WARNING ther landing gear retraction) in order to avoid swerving after touch-
down. A gear up landing is generally considered safer.

If landing gear position is not known, perform a tower fly-by at safe

speed and altitude to have confirmation about its situation.
If possible coordinate fire brigade intervention along runway and re-
WARNING port number of persons on board and remaining fuel type and quanti-
ty.

Preparation
1. Reduce fuel load if time and conditions permit
2. Crew and passengers safety belts Tightly fastened
3. Landing gear control lever UP
4. Green lights and TRANS light CHECK OFF
5. Flap setting plan approach with Flap Land

If partially extended landing gear is confirmed:

Before ground contact:

6. LH and RH Fuel Selector BOTH OFF
7. LH and RH Electrical fuel pump BOTH OFF
8. Ignitions ALL OFF

On touch down:
9. Align for approach on the runway centreline
10. Touchdown speed as low as 50 KIAS
11. Touchdown on the extended gear only
12. Heading and direction maintain applying appropriate aileron and
rudder/steering control
13. Retracted leg keep off the ground as long as possible

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After aircraft stops:

14. FIELD LH and RH BOTH OFF

15. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

16. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

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7.4 FAILED RETRACTION

1. Airspeed Keep below applicable VLO/VLE

2. Landing gear control lever DOWN

A Landing Gear lever recycle (further retraction attempt) may

result in a final partial Landing Gear Extension, which may
WARNING then compromise safe landing aircraft capability.

3. Landing Gear lights Check

If a safe landing configuration is obtained (3 greens)
4. Land normally
If a safe landing gear configuration is not obtained:
4. Emergency LG extension procedure Apply (See Para. 7.1)
5. Land as soon as practical

7.5 UNINTENTIONAL LANDING GEAR EXTENSION

An unwanted landing gear extension, with at least one leg
moving downward, may be caused by hydraulic fluid loss and
it is signaled by
CAUTION
- significant aerodynamic noise increase;
- light and counteractable nose down pitch moment;
- red TRANS light turned on.

1. Airspeed Keep below applicable VLO/VLE

2. Landing gear control lever DOWN
3. Landing Gear lights Check
If a safe landing configuration is obtained (3 greens)
4. Land normally
If a safe landing gear configuration is not obtained:
4. Emergency LG extension procedure Apply (See Para. 7.1)
5. Land as soon as practical

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INTENTIONALLY LEFT BLANK

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8 SMOKE AND FIRE OCCURRENCE

8.1 ENGINE FIRE ON THE GROUND

1. Fuel Selectors BOTH OFF

2. Ignitions ALL OFF
3. Electrical fuel pumps BOTH OFF
4. Cabin heat and defrost OFF
5. MASTER SWITCH OFF
6. Parking Brake ENGAGED
7. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

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8.2 ENGINE FIRE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF
1. Throttle Lever BOTH IDLE
2. Rudder Keep heading control
3. Brakes As required
With aircraft under control
4. Fuel Selector BOTH OFF
5. Ignitions ALL OFF
6. Electrical fuel pump BOTH OFF
7. Cabin heat and defrost OFF
8. MASTER SWITCH OFF
9. Parking Brake ENGAGED
10. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic
WARNING fluid or oil spills. Leave aircraft in upwind direction.

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before commanding
LG retraction.
WARNING
Take-off planning should take into account that high density altitude and
aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate of
climb after landing gear retraction and engine feathering.
1. Operating engine Throttle Lever FULL POWER
2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Fire affected engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°

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At safe altitude

9. Cabin heat and defrost BOTH OFF

10. Fire affected engine Fuel Selector Confirm and OFF
11. Fire affected engine Ignitions Confirm and BOTH OFF
12. Fire affected engine Electrical fuel pump Confirm and OFF
13. Fire affected engine FIELD OFF
14. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

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8.3 ENGINE FIRE IN FLIGHT

1. Cabin heat and defrost BOTH OFF
2. Autopilot OFF
3. Fire affected engine Fuel Selector Confirm and OFF
4. Fire affected engine Ignition Confirm and BOTH OFF
5. Fire affected engine Throttle Lever Confirm and FULL FORWARD
6. Fire affected engine Propeller Lever Confirm and FEATHER
7. Fire affected engine Electrical fuel pump OFF
8. Heading Keep control using rudder and ailerons
9. Attitude Adjust as appropriate to keep airspeed
over 62 KIAS
10. Fire affected engine Field OFF
11. Cabin ventilation OPEN
12. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

8.4 ELECTRICAL SMOKE IN CABIN ON THE GROUND

1. MASTER SWITCH OFF
2. Cabin heat and defrost OFF
3. Throttle Lever BOTH IDLE
4. Ignitions ALL OFF
5. Fuel Selector BOTH OFF
6. Parking Brake ENGAGED
7. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic flu-
WARNING id or oil spills. Leave aircraft in upwind direction.

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Section 3 – Emergency procedures
SMOKE AND FIRE OCCURRENCE
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8.5 ELECTRICAL SMOKE IN CABIN DURING FLIGHT

1. Cabin ventilation OPEN

2. Emergency light ON
3. Standby attitude indicator switch ON
4. Gain VMC conditions as soon as possible

In case of cockpit fire:

5. Fire extinguisher use toward base of flames

A tripped circuit breaker should not be reset.

CAUTION

If smoke persists, shed electrical supply in order to isolate faulty source by:
6. FIELD LH and RH OFF
7. AVIONICS LH and RH OFF
8. CROSS BUS LH and RH BOTH OFF

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

If faulty source is found:

9. It may be possible to restore non faulty power sources (one at a time)

If smoke persists:

Before total electrical system shutdown consider gaining VMC condi-

tion, at night set personal emergency light on.
Only emergency light and emergency ADI will be electrically pow-
ered.
WARNING
All radio COM and NAV, Landing Gear lever (normal mode) and in-
dication lights, electrical trims and flaps will be unserviceable.

10. MASTER SWITCH OFF

11. Land as soon as possible

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Section 3 – Emergency procedures
SMOKE AND FIRE OCCURRENCE
 Garmin G950 IFDS -Supplement
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When on ground:

12. Aircraft Evacuation carry out as necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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Section 3 – Emergency procedures
SMOKE AND FIRE OCCURRENCE
 Garmin G950 IFDS -Supplement
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9 UNINTENTIONAL SPIN RECOVERY

Spin behaviour has not been demonstrated since certification

process does not required it for this aircraft category.
Intentional spin is forbidden.
Stall with one engine inoperative is forbidden.
WARNING
Should an unintentional spin occur, the classic recovery ma-
noeuvre is deemed as being the best action to undertake:

1. Both engines throttles idle

2. Flight Controls centralize
3. Rudder fully against rotation until it stops

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Section 3 – Emergency procedures
UNINTENTIONAL SPIN RECOVERY
 Garmin G950 IFDS -Supplement
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10 LANDING EMERGENCIES

10.1 LANDING WITHOUT ENGINE POWER

In case of double engine failure both propellers should be feathered

to achieve maximum efficiency. Best glide speed is attained with flap
UP and equals VY for current aircraft mass and air density altitude.
Refer to Section 5, Para. “Enroute Rate of Climb”.
Normal landing gear extension requires MASTER switch ON, an ef-
ficient battery and takes around 20 seconds.
CAUTION LG selection should be appropriately anticipated when sure on fi-
nal.
Flap can be set to T/O or LAND when sure on final to reduce land-
ing ground roll on short field.
Touchdown speed can be as low as 50 kt with flap down.

1. Airspeed MTOW 1180kg MTOW 1230 kg

VY = 83 KIAS VY = 84 KIAS

2. Flaps UP
3. Emergency landing field Select

Emergency landing strip should be chosen considering surface con-

dition, length and obstacles. Wind can be guessed by smoke plumes
direction and tree tops or grass bending. Select touchdown direction
WARNING according to the furrows of a plowed field, not across.

4. Safety belts FASTEN and tighten

5. Flaps Set when landing is assured
6. Landing gear control lever DOWN when landing is assured

To reduce landing gear extension time, evaluate use of emergency

control system which requires about 12 sec.
CAUTION

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Section 3 – Emergency procedures
LANDING EMERGENCIES
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Before touch down

7. Fuel Selector BOTH OFF

8. Electrical fuel pump BOTH OFF
9. Ignitions ALL OFF
10. MASTER SWITCH OFF

When stopped

11. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

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Section 3 – Emergency procedures
LANDING EMERGENCIES
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10.2 LANDING WITH NOSE LANDING GEAR TIRE DEFLATED

If possible, as a nose landing gear flat tire condition is known, coor-

dinate fire brigade intervention along runway and report number of
WARNING persons on board and remaining fuel type and quantity.

If Nose Landing Gear flat tire is confirmed:

Preparation
1. Crew and passengers safety belts Tightly fastened
2. If time permits Burn fuel to lower landing weight
3. Flap setting plan approach with Flap Land

Before ground contact:

4. Fuel Selector BOTH OFF
5. Electrical fuel pump BOTH OFF
6. Ignitions ALL OFF

On touch down:
7. Landing attitude slight nose-up and wings levelled,
8. Touchdown speed as low as 50 KIAS with flap
9. Aircraft nose gently lower as speed bleeds off

After aircraft stops:

10. FIELD LH and RH BOTH OFF
11. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

12. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

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Section 3 – Emergency procedures
LANDING EMERGENCIES
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10.3 LANDING WITH A KNOWN MAIN LANDING GEAR TIRE

DEFLATED

An asymmetrical landing gear tire condition (RH and/or LH tires de-

flated) might turn into a hazardous situation, especially on uneven
WARNING runways.

If possible, as a landing gear tires condition is known, coordinate fire

brigade intervention along runway and report number of persons on
WARNING
board and remaining fuel type and quantity.

If a main Landing Gear flat tire is confirmed:

Preparation
1. Crew and passengers safety belts Tightly fastened
2. Flap setting plan approach with Flap Land

Before ground contact:

3. Ignitions ALL OFF
4. LH and RH Fuel Selector BOTH OFF
5. LH and RH Electrical fuel pump BOTH OFF

On touch down:
6. Align for approach on the runway centreline
7. Touchdown speed as low as 50 KIAS
8. Touchdown on the good tire gear only
9. Heading and direction maintain applying appropriate
aileron and rudder/steering control
10. Flattened tire keep off the ground as long as
possible

After aircraft stops (or if runway departure is imminent):

11. FIELD LH and RH BOTH OFF

12. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

13. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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Section 3 – Emergency procedures
LANDING EMERGENCIES
 Garmin G950 IFDS -Supplement
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10.4 LANDING WITHOUT BRAKES

If possible, select an airport with suitable runway length.
Otherwise, evaluate the possibility to perform a gear up landing (re-
CAUTION fer to procedure reported on Para. 7.2). In the latter case consider the
increasing hazard of an uneven pavement.

1. Safety belts FASTEN

After touch down if runway is deemed insufficient to decelerate:

2. Fuel Selector BOTH OFF

3. Electrical fuel pumps BOTH OFF
4. Ignitions ALL OFF
5. FIELD LH and RH BOTH OFF
6. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

Before end of runway or if runway departure is imminent:

7. Landing gear control lever UP

After aircraft stops:

8. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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Section 3 – Emergency procedures
LANDING EMERGENCIES
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11 AIRCRAFT EVACUATION
.

Leave the aircraft when engines are fully stopped. Watch for engine
hot parts and fuel, hydraulic fluid or oil spills when using fuselage
doors. If fuselage doors are unserviceable escape through the ditch-
ing emergency exit
WARNING
In case of engine fire escape from opposite or upwind aircraft side.

Verify (if not yet performed):

1. Fuel Selectors BOTH OFF
2. Ignitions ALL OFF
3. Electrical fuel pumps BOTH OFF
4. MASTER SWITCH OFF
5. Parking Brake ENGAGED
6. Leave the aircraft using emergency exits

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Section 3 – Emergency procedures
AIRCRAFT EVACUATION
 Garmin G950 IFDS -Supplement
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12 DITCHING

Contact with water shall happen with aircraft longitudinal axis and
direction of motion parallel to the wave at the minimum possible
speed. Keep the nose up as long as possible.
Once in the water, the aircraft shall be evacuated through the ditch-
ing emergency exit, if available put life vest on and set dinghy out
WARNING first. Inflate them only outside the aircraft.
If available, try to approach any existing ship in the vicinity in order
to be rapidly located and rescued right after ditching.

1. Landing gear UP
2. Safety belts Tighten and fastened
3. Flaps FULL

Before water impact

4. Fuel Selector BOTH OFF

5. Electrical fuel pump BOTH OFF
6. Ignitions ALL OFF
7. MASTER SWITCH OFF
8. FIELD LH and RH BOTH OFF
9. Impact speed 50 KIAS

Aircraft evacuation

10. Emergency exit handle rotate clockwise

11. Latch door push outward
12. Life vests don
13. Evacuate the aircraft

4th Edition, Rev. 0

Section 3 – Emergency procedures
DITCHING
 Page G1-9

Supplement G1: pages replacement instructions

SECTION 4 - NORMAL PROCEDURES

Apply following page replacement procedure

Supplement G1 – NORMAL PROCEDURES pages replace

Basic AFM Section 4 as a whole.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950
 Page G1-10

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950
 Garmin G950 IFDS - Supplement
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SECTION 4 – NORMAL PROCEDURES

INDEX

1. INTRODUCTION ............................................................................................... 3
1.1. Normal ops general recommendations .................................................... 3
2. AIRSPEEDS ...................................................................................................... 7
2.1. Normal operations .................................................................................... 7
2.2. Single engine training .............................................................................. 8
3. Normal procedures checklist .......................................................................... 9
3.1 Recommendations for cold weather operations ...................................... 9
3.2 Pre-flight check – aircraft walk-around ...................................................11
3.3 Cockpit inspections .................................................................................17
3.4 Engine starting ........................................................................................20
3.5 Before taxiing ..........................................................................................22
3.6 Taxiing .....................................................................................................22
3.7 Prior to takeoff ........................................................................................23
3.8 Line-up .....................................................................................................24
3.9 Takeoff and climb ....................................................................................25
3.10 Cruise ......................................................................................................26
3.11 Turbulent air operation............................................................................26
3.12 Descent and approach ............................................................................27
3.13 Before landing .........................................................................................27
3.14 Balked landing/missed approach ............................................................28
3.15 After landing ............................................................................................28
3.16 Parking/shut down ...................................................................................29
3.17 Postflight checks .....................................................................................30
4. ADDITIONAL GUIDANCE FOR RNAV GPS .......................................................31
4.1 APPROACH APPLICATIONS .....................................................................33
4.2 PBN (RNAV & RNP) OPERATIONAL ELIGIBILITY ....................................36
5. Ground towing, parking and mooring .............................................................37
5.1. Towing .....................................................................................................37
5.2. Parking.....................................................................................................37
5.3. Mooring ....................................................................................................37

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Section 4 – Normal procedures
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4th Edition, Rev. 0

Section 4 – Normal procedures
 Garmin G950 IFDS - Supplement
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1. INTRODUCTION
Section 4 describes checklists and recommended procedures for the conduct of
normal operations for P2006T aircraft.

1.1. NORMAL OPS GENERAL RECOMMENDATIONS

The following points should be always brought to attention to pilot/instructor/operator when
operating a Tecnam aircraft equipped with variable pitch propeller:

1. Propeller governor ground check.

As prescribed by the propeller/governor manufacturer, a drop of 400/500 propeller RPM should
be produced during this check. Its aim is to confirm the governor efficiency, not its complete
feathering function.
Especially during the first cycle of propeller lever pulling, the governor tendency is to respond
to the input with consistent delay, causing the pilot to continue moving back the propeller lever
until an abrupt RPM change is observed. This causes an excessive drop in propeller speed that
may reach up to 800 RPM in some cases and, consequently, a drop of up to 2000 engine shaft
RPM. The long term result is a major wear of engine gearbox, bushings and pistons. In some
cases, it may also result in detonation.
In order to avoid these long term adverse effects, the governor ground check should be per-
formed by slowly and gently pulling the propeller lever. The purging cycle should be repeated
3 times, making sure that the governor closely and firmly controls the rpm.

The following recommendations have to be followed during the test:

- propeller speed drops shall be of 400/500 propeller RPM

- the cycle shall be repeated 3 times
- the pilot shall be ready to push the propeller lever if a drop of >500 RPM is recorded

2. Power changes.
When power setting changes are required in any flight condition, remember the following cor-
rect procedure:

Power increase = FIRST Prop THEN Map

Power reduction = FIRST Map THEN Prop

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Section 4 – Normal procedures
INTRODUCTION
 Garmin G950 IFDS - Supplement
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Useful guideline chart that could be used for best propeller/manifold combination is fol-
lowing reported:

3. Suitable Fuels.
Tecnam remember operators to fill the aircraft with approved and suitable fuels. Use of not
approved/unknown fuels may cause damages to the engine.

ONLY USE APPROVED FUELS

For details refer to Section 2 of this manual (or applicable Supplement) and latest issue
of Rotax SI-912-016

4th Edition, Rev. 1

Section 4 – Normal procedures
INTRODUCTION
 Garmin G950 IFDS - Supplement
Page S4 - 5

G950 system use

For safety reasons, G950 operational procedures must be learned on the ground.
Document Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-01146-XX)
– last issue, reports detailed instructions to operate the system in subject. Make
always reference to the above mentioned document.

Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-

01146-XX) – last issue - must be carried onboard the airplane
CAUTION at all times.

To reduce the risk of unsafe operation, carefully review and understand

all aspects of the G950 Pilot’s Guide documentation at the last issue and
WARNING the AFM for the aircraft. Thoroughly practice basic operation prior to
actual use. During flight operations, carefully compare indications from
the G950 to all available navigation sources, including the information
from other NAVAIDs, visual sightings, charts, etc. For safety purposes,
always resolve any discrepancies before continuing navigation.
Do not use basemap (land and water data) information for primary navi-
gation. Basemap data is intended only to supplement other approved nav-
WARNING igation data sources and should be considered as an aid to enhance situ-
ational awareness. Do not use outdated database information. Databases
used in the G950 system must be updated regularly in order to ensure that
the information remains current. Pilots using any outdated database do
so entirely at their own risk. Reference “Garmin G950 Pilot’s Guide for
the Tecnam P2006T” (P/N 190-01146-XX), last issue, Appendix B con-
cerning SD card use and databases.
For safety reasons, G950 operational procedures must be learned on the
ground.
WARNING

Because of variation in the earth’s magnetic field, operating the G950

within the following areas could result in loss of reliable attitude and
WARNING heading indications.
North of 72° North latitude at all longitudes; South of 70° South latitude
at all longitudes; North of 65° North latitude between longitude 75° W
and 120° W. (Northern Canada); North of 70° North latitude between lon-
gitude 70° W and 128° W. (Northern Canada); North of 70° North latitude
between longitude 85° E and 114° E. (Northern Russia); South of 55°
South latitude between longitude 120° E and 165° E. (Region south of
Australia and New Zealand).

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Section 4 – Normal procedures
AIRSPEEDS FOR NORMAL OPERATIONS
 Garmin G950 IFDS - Supplement
Page S4 - 6

The altitude calculated by G950 GPS receivers is geometric height above

Mean Sea Level and could vary significantly from the altitude displayed
WARNING by pressure altimeters, such as the GDC 74A Air Data Computer, or other
altimeters in aircraft. GPS altitude should never be used for vertical nav-
igation. Always use pressure altitude displayed by the G950 PFD or other
pressure altimeters in aircraft.

If the pilot profile is changed during the flight, the HSI could not
NOTE indicate the correct LOC or VOR indication until the pilot manually
tunes the active frequency. Make sure that the displayed indication
on the HSI indicator is consistent with the selected frequency.
The data contained in the terrain and obstacle databases comes from
NOTE government agencies. Garmin accurately processes and cross-vali-
dates the data, but cannot guarantee the accuracy and completeness
of the data. Reference“Garmin G950 Pilot’s Guide for the Tecnam
P2006T” (P/N 190-01146-XX), last issue, Appendix B concerning
SD card use and databases.

Use of polarized eyewear may cause the flight displays to appear

NOTE
dim or blank.

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Section 4 – Normal procedures
AIRSPEEDS FOR NORMAL OPERATIONS
 Garmin G950 IFDS - Supplement
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2. AIRSPEEDS

2.1. NORMAL OPERATIONS

The following airspeeds are those which are significant for normal operations,
with reference to both MTOW: 1180 kg and 1230 kg (if Supplement G10 - In-
creased MTOW @1230 KG - is applicable).

MTOW
FLAPS 1180kg 1230 kg
Rotation Speed (in takeoff, VR) T/O 64 KIAS 65 KIAS
Best Angle-of-Climb Speed (VX) 0° 73 KIAS 72 KIAS
Best Rate-of-Climb speed (VY) 0° 80 KIAS 84 KIAS
Approach speed T/O 90 KIAS 90 KIAS
Final Approach Speed FULL 70 KIAS 71 KIAS
Manoeuvring speed (VA) 0° 118 KIAS 122 KIAS

Never Exceed Speed (VNE) 0° 167 KIAS 171 KIAS

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Section 4 – Normal procedures
 Garmin G950 IFDS - Supplement
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2.2. SINGLE ENGINE TRAINING

VSSE is a speed selected as training aid for pilots in the handling of multi-engine aircraft. It
is the minimum speed for intentionally rendering on engine inoperative in flight. This min-
imum speed provides the margin the manufacturer recommends for us when intentionally
performing engine inoperative maneuvers during training. Shutting down an engine for
training shall not become a habit; for safety purpose, and in order to optimise training,
engine shutdown to perform OEI shall be executed only when necessary and required by
regulations (e.g. during flight check, skill tests or demonstration as per 14CFR Part61 or
similar).
A simulated feather condition is obtained with propeller lever full forward and throt-
tle lever set at 13.5 in Hg MAP at 70-90 KIAS and 2000-4000 ft (density altitude).

Recommended safe simulated OEI speed (VSSE) 70 KIAS

NOTE Keep speed above VSSE for simulated OEI training operations.

In normal operations, shutting down an engine for training shall not become a habit, in
particular for safety reasons and in order to optimise training; engine shutdown to perform
OEI shall be executed only when required by regulations (e.g. during flight check, skill
tests or demonstration as per 14CFR Part61 or equivalent rule).
The continuous operation of engine securing for training may indeed cause long term dam-
ages to the engine itself due to the high load coming from propeller (which is in feathering
angle during the engine re-starting).

4th Edition, Rev. 0

Section 4 – Normal procedures
 Garmin G950 IFDS - Supplement
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3. NORMAL PROCEDURES CHECKLIST

3.1 RECOMMENDATIONS FOR COLD WEATHER OPERATIONS

Engine cold weather operation
Refer to Rotax 912 Series Operators Manual, last issue, providing instructions for
operating media (lubricant and coolant specifications) to be used in cold weather
operation.

Parking
When the airplane is parked in cold weather conditions and it is expected to be
soaked at temperatures below freezing, some precautions need to be taken.
Clear snow, slush, and ice in the parking area, or at least clear the area around the
tires to prevent them from freezing to the ground. Apply plugs on Pitot and static
ports.
The exposed airframe parts should be protected, especially the engines, the wheels,
the blades and the gears against the snow or ice accumulation. Water and other
freezable liquids should be removed from the airplane.
Standing water that could freeze should be removed from critical parts, as flaps and
ailerons hinges, trim tabs hinges, drain points, LG doors, cabin doors etc.
With an ambient temperature of below -20°C, remove battery and store in a warm
dry place; additionally in order to prevent a heavy discharge and to increase the
battery life time, it is recommended to use an external power source for engine
starting at temperatures lower than –15°C.
When wheel brakes come in contact with ice, slush, or snow with freezing
conditions, the brake disk may freeze: park the aircraft with parking brake control
knob in OFF position and ensure the aircraft is properly chocked and moored.
In any case, when the probability of ice, snow, or heavy frost is forecast, the use of
a hangar is strongly recommended.
An external inspection of the aircraft is performed before each flight, as prescribed
on Section 3.1.

4th Edition, Rev. 6

Section 4 – Normal procedures
PREFLIGHT CHECKS
 Garmin G950 IFDS - Supplement
Page S4 - 10

For cold weather operations, the crew must focus on the check of following parts
of airplane (free of snow/ice/standing water).

 control surfaces
 fuselage
 wings
 vertical and horizontal stabilator
 stall warning switch
 engine inlets
 engines draining points
 propeller blades
 LG doors
 Pitot, and static ports
 fuel tank vents

Tires show low pressure in cold weather: the required adjustments to inflation pres-
sure should be performed on tires cooled to ambient temperature.
If the crew detects ice, anti-icing products are not allowed. To remove ice, tow the
aircraft in the hangar and operate with a soft brush or a humid cloth.

Removal of snow/ice accumulations is necessary prior to take-off

WARNING because they will seriously affect airplane performance. Aircraft
with ice/snow accumulation is not cleared for flight.

If the aircraft must be operated in cold weather conditions within the range -25ºC
to -5ºC, it is suggested to perform following procedure in order to speed up the
engine warm-up:
 Tow the airplane in a warm hangar (warmer than -5°C);
 Let airplane temperature stabilize;
 Check pressure in hydraulic system, recharge if necessary;
 Heat the cabin to a suitable value to avoid windshield frost in flight; an electri-
cal fan heater may be used inside the cabin;
 Tow airplane outside and perform engine starting as soon as possible.

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Section 4 – Normal procedures
PREFLIGHT CHECKS
 Garmin G950 IFDS - Supplement
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3.2 PRE-FLIGHT CHECK – AIRCRAFT WALK-AROUND

To perform the aircraft walk-around, carry out the checklists according to the pattern
shown in Figure 4-1.

If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.

Visual inspection is defined as follows: check for defects, cracks, de-

lamination, excessive play, unsafe or improper installation as well as
for general condition, presence of foreign objects, slippage markers
etc. For control surfaces, visual inspection also involves additional
check for freedom of movement. Always check the ground in the area
NOTE
of the aircraft for evidence of fuel, oil or operating fluids leakages.

Figure 4.1

4th Edition, Rev. 0

Section 4 – Normal procedures
PREFLIGHT CHECKS
 Garmin G950 IFDS - Supplement
Page S4 - 12

1 Pilot door and cabin Check door for integrity. Turn ON the Mas-
ter Switch and check Stall Warning switch
for operation and condition; check lighting
of Landing/Taxi/Nav/Strobe lights, then turn
OFF the Master Switch.
2 Left main landing gear Check fuselage skin status, tire status (cuts,
bruises, cracks and excessive wear), slip-
page markers integrity, gear structure and
shock absorber, hoses, gear door attach-
ments and gear micro-switches. There
should be no sign of hydraulic fluid leakage.
3 Wheel chock Remove if employed
4 Propeller and spinner The propeller blades and spinner should be
free of cracks, nicks, dents and other defects
and should rotate freely. Check fixing and
lack of play between blades and hub.

5 Left engine nacelle Perform following inspections:

a) Check the surface conditions.

b) Nacelle inlets and exhausts openings
must be free of obstructions. If inlet
and outlet plugs are installed, they
should be removed.
c) Check radiators. There should be no
indication of leakage of fluid and
they have to be free of obstructions.
d) Only before the first flight of a day:
(1) Verify coolant level in the expan-
sion tank, replenish as required
up to top (level must be at least
2/3 of the expansion tank).
(2) Verify coolant level in the over-
flow bottle through the slot under
the nacelle: level must be be-
tween min. and max. mark. Re-
plenish if required removing the
upper cowling; after that, install
upper cowling checking for inter-
ferences with radiators

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Section 4 – Normal procedures
PREFLIGHT CHECKS
 Garmin G950 IFDS - Supplement
Page S4 - 13

(3) Turn the propeller by hand to and

fro, feeling the free rotation of
15°or 30° before the crankshaft
starts to rotate. If the propeller
can be turned between the dogs
with practically no friction at all
further investigation is neces-
sary. Turn propeller by hand in
direction of engine rotation sev-
eral times and observe engine for
odd noises or excessive re-
sistance and normal compres-
sion.
e) Check oil level and replenish as re-
quired. Prior to oil check, switch off
both ignitions circuits and turn the
propeller by hand in direction of en-
gine rotation several times to pump
oil from the engine into the oil tank.
This process is finished when air is
returning back to the oil tank and
can be noticed by a murmur from the
open oil tank. Prior to long flights
oil should be added so that the oil
level reaches the “max” mark.
f) Drain off Gascolator for water and
sediment (drain until no water
comes off). Then make sure drain
valve is closed.
g) Check drainage hoses clamps
h) Verify all parts are fixed or locked.
i) Verify all inspection doors are
closed.
6 Air induction system Check engine air inlet for integrity and cor-
rect fixing. The air intake filter must be free
of obstructions.
7 Left fuel tank Check that the refuelling port cap is
properly secured, then perform the fuel tank
sump drainage operating the related valve
which, after operation, must be checked
closed. Fuel must checked for water and
sediment. Verify the tank vent outlet is clear.
8 Landing and taxi lights Visual inspection

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Section 4 – Normal procedures
PREFLIGHT CHECKS
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9 Left wing leading edge Visual inspection. Check cabin ventilation

inlet and carburettor heating inlet for con-
dition and free of obstruction. Check stall
strip.
10 Left wing top and bottom panels Visual inspection
11 Left winglet, nav and strobe Check for integrity and fixing
lights, static discharge wick
12 Left aileron and balance mass Visual inspection, remove tie-down devices
and control locks if employed.
13 Left Flap and hinges Visual inspection
14 Left static port Remove protective cap – Visual inspection
15 Antennas Check for integrity
16 Gear pump, external power and Check emergency landing gear extension
battery compartment system pressure (low pressure limit: 20
bar), external power and battery compart-
ments closure.
17 Horizontal and vertical empennage Check the actuating mechanism of control
and tabs. Static discharge wicks. surfaces and the connection with related
tabs. Check wicks for integrity. Remove tie-
down device if employed.
18 Stabilator leading edge Check for integrity
19 Fuselage top and bottom skin Visual inspection
20 Right static port Remove protective cap – Visual inspection
21 Right Flap and hinges Visual inspection
22 Right aileron and balance weight Visual inspection, remove tie-down devices
and control locks if employed.
23 Right winglet, nav and strobe Check for integrity and fixing and lighting
lights, static discharge wick
24 Right wing top and bottom panels Visual inspection

25 Right wing leading edge Visual inspection. Check cabin ventilation

inlet and carburettor heating inlet for con-
dition and free of obstruction. Check stall
strip.
26 Right fuel tank Check that the refuelling port cap is
properly secured, then perform the fuel tank
sump drainage operating the related valve
which, after operation, must be checked

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Section 4 – Normal procedures
PREFLIGHT CHECKS
 Garmin G950 IFDS - Supplement
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closed. Fuel must checked for water and

sediment. Verify the tank vent outlet is clear.
27 Propeller and spinner: The propeller blades and spinner should be
free of cracks, nicks, dents and other
defects and should rotate freely. Check fix-
ing and lack of play between blades and
hub.

28 Right engine nacelle Apply check procedure reported in the

walk-around station 5 and 6

29 Passenger door and cabin Check door for integrity. Check safety belts
for integrity and baggage for correct posi-
tioning and fastening. Check ditching emer-
gency exit safety lock. Check passengers
ventilation ports for proper setting.

30 Right main landing gear Apply check procedure reported in the walk-
around Station 2
31 Wheel chock Remove if employed
32 Bottom fuselage antennas Check for integrity
33 Right cabin ram-air inlet Visual inspection
34 Right Pitot tube Remove protective cap and check for any
obstruction

35 Nose landing gear Check tire status (cuts, bruises, cracks and
excessive wear),slippage markers integrity,
gear structure and retraction mechanism,
shock absorber and gear doors attachments.
There should be no sign of hydraulic fluid
leakage.

36 Radome Check for integrity

37 Radome access door Visual inspection
38 Left Pitot tube Remove protective cap and check for any
obstruction
39 Left cabin ram-air inlet Visual inspection

Avoid blowing inside Pitot-tube and inside airspeed indicator system's

NOTE static ports as this may damage instruments.

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INTENTIONALLY LEFT BLANK

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3.3 COCKPIT INSPECTIONS

Instruct passengers on how to use safety belts and normal / emergency
exits. Passenger embarkation should be done, avoiding contact with hot /
oily parts such as engine exhaust pipes, drainage tubes and wheel brakes,
CAUTION or sharp wing control surfaces edges. Do not smoke on board.
Clean the displays using a clean, lint-free cloth and an eyeglass lens
cleaner that is specified as safe for anti-reflective coatings. Cleaners con-
CAUTION
taining ammonia will harm the anti-reflective coating.

1. Parking brake CHECK ENGAGED

2. AFM and Garmin Pilot’s Guide CHECK on board
3. Weight and balance CHECK if within the limits
4. Flight controls Remove seat belt used as lock
5. PFD and MFD CHECK clean
6. Seat Adjust as required
7. Seat belt Fastened
8. Passenger briefing Completed
9. Doors CLOSED AND LOCKED
10. Landing gear control lever CHECK DOWN
11. Breakers All IN
12. MASTER SWITCH ON
13. Fuel quantity CHECK
14. RH fuel selector RIGHT
15. LH fuel selector LEFT
16. RH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
17. RH Electrical Fuel pump OFF, check pressure decreased at zero
LH Electrical Fuel Pump ON, check fuel pressure gauge correct
18.
operation.
19. LH Electrical Fuel pump OFF, check pressure decreased at zero
20. Strobe light ON
21. Landing gear lights TEST
22. ELT CHECK set to ARM
23. Fire detector TEST
24. Engine levers friction Adjust if required
25. Flight controls CHECK free
26. Alternate static port CHECK closed

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NORMAL PROCEDURES checklist
 Garmin G950 IFDS - Supplement
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27. Cabin heat CLOSED

28. Flaps Operate control to FULL position.
Verify extension. Retract flaps.
29. Pitch trim control Set to neutral position.
30. Rudder trim control Set to neutral position.
Eng. Starting Battery Voltmeter Check 12 to 14 Volt
31.
(if installed)

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NORMAL PROCEDURES checklist
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INTENTIONALLY LEFT BLANK

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3.4 ENGINE STARTING

Avionics switches must be set OFF during engine starting to prevent avi-
onic equipment damage.
CAUTION

1 Start clearance Obtain if needed

2 CHRONOMETER START

Right engine starting

1 RH Throttle lever IDLE
2 RH Carburetor heat OFF
3 RH Propeller Lever FULL FORWARD
4 RH Choke ON if required

Cold engine
NOTE Throttles idle (fully closed), chokes fully opened.
Soon after starting, advance the throttle to let the propeller reach 800 RPM
and slowly close the choke. Keep engine at 900 RPM for warm up period.
Hot engine
Park the aircraft with the nose pointing into wind in order to aid cooling.
Keep chokes closed and slowly open the throttles one inch while cranking.
Flooded Engine after engine start failure
Keep chokes closed, open throttle fully and start the engine, then quickly re-
duce throttles to idle

5 RH Electrical Fuel pump ON, check advisory light ON and posi-

tive fuel press build up
6 STROBES ON
7 RH engine propeller zone CHECK free
8 RH ignitions switches BOTH ON
Ensure that the area around engine propeller disc is clear from people
and obstacles. Call out for propeller free.
WARNING

9 RH start pushbutton PUSH

10 RH engine oil gauge CHECK if increasing within 10 sec.
(max 7 bar in cold operation)
11 RH Throttle lever Advance to reach 1200 RPM
12 RH Choke OFF
13 RH Field ON
14 RH Avionics ON
15 RH Cross bus ON

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16 RH Ammeter CHECK Amps positive

17 RH Voltmeter CHECK 12 to 14 Volt
18 Electric fuel pump OFF

Left engine starting

1 LH Throttle lever IDLE
2 LH Carburetor heat OFF
3 LH Propeller Lever FULL FORWARD
4 LH Choke ON if required
5 LH Electrical Fuel pump ON, check advisory light ON and posi-
tive fuel press build up
6 LH engine propeller zone CHECK free
7 LH ignitions switches BOTH ON

Ensure that the area around engine propeller disc is clear from people
and obstacles. Call out for propeller free.
WARNING

8 LH start pushbutton PUSH

9 LH engine oil gauge CHECK if increasing within 10 sec. (max
7 bar in cold operation)
10 LH Throttle lever Advance to reach 1200 RPM
11 LH Choke OFF
12 LH Field ON
13 LH Avionics ON
14 LH Cross bus ON
15 LH Ammeter CHECK Amps positive
16 LH Voltmeter CHECK 12 to 14 Volt
17 LH Electrical fuel pump OFF

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3.5 BEFORE TAXIING

1 Let the engines warm up to a minimum oil temperature of 50°C at 1200 RPM
2 Nav , Taxi and Landing lights ON
3 Transponder Stand-by
4 Passengers and crews seat belts Fastened
5 Passengers and crews headphones Set as required

3.6 TAXIING

NOTE Ensure that the main and passengers’ doors warning lights are turned off.

1 LH/RH Fuel Selector As required

2 LH and RH fuel pressure Monitor
3 Parking Brake RELEASE
4 Flight instruments CHECK
5 Engine instruments CHECK
6 Altimeter SET both and crosscheck
max difference 150 ft
7 Brakes TEST

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 Garmin G950 IFDS - Supplement
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3.7 PRIOR TO TAKEOFF

1 Parking Brake ENGAGED
2 RH Fuel Selector RIGHT
3 LH Fuel Selector LEFT
4 LH and RH fuel pressure CHECK
5 LH and RH Engine parameters checks:

 Oil temperature: 90° 110° C

(or 50° + 130 ° C, if MOD2006/002 is applied).
 CHT / CT: 50° 135° / 120° C

 Oil pressure: 2-5 bar (above 1400 RPM): 0.8 bar (below 1400 RPM)
 Fuel pressure: 2.2 – 5.8 psi (0.15 - 0.40 bar)
*2.2 – 7.26 psi (0.15 – 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114
6 LH and RH Generator lights CHECK BOTH OFF
7 LH and RH Propeller Lever FULL FORWARD
8 LH and RH Throttle Lever 1650 RPM
9 RH Ignitions switches Set L / R / BOTH (RPM drop with single
ignition circuit selected must not exceed
130 prop’s RPM; maximum RPM differ-
ence by use of either circuits LEFT or
RIGHT cannot overcome 50 RPM)
10 RH Propeller Lever GOVERNOR CHECK
a) Reduce prop speed to 1200 RPM;
b) move propeller lever back to full for-
ward position;
c) repeat a) and b) 3 times;
d) verify that the governor closely and
firmly controls the RPM;
e) verify that 1650 prop RPM are restored
with prop lever in full forward position.

NOTE Do not cause the propeller speed drop below 1150 RPM in any case.

11 RH Carburettor heat ON, verify propeller RPM decreasing

about 100 RPM
12 RH Carburettor heat OFF
13 RH engine instruments CHECK parameters if within green arcs
Set L / R / BOTH (RPM drop with single
14 LH Ignitions switches ignition circuit selected must not exceed
130 prop’s RPM; maximum RPM differ-
ence by use of either circuits LEFT or
RIGHT cannot overcome 50 RPM)

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15 LH Propeller Lever GOVERNOR CHECK

a) Reduce prop speed to 1200 RPM;
b) move propeller lever back to full for-
ward position;
c) repeat a) and b) 3 times;
d) verify that the governor closely and
firmly controls the RPM;
e) verify that 1650 prop RPM are restored
with prop lever in full forward position.

NOTE Do not cause the propeller speed drop below 1150 RPM in any case.

16 LH Carburettor heat ON, verify propeller RPM decreasing

about 100 RPM
17 LH Carburettor heat OFF
18 LH engine instruments CHECK parameters if within green arcs
19 LH and RH Fuel quantity indicator CHECK consistent with fuel plan
20 Flaps T/O or as required (see Section 5, Take
OFF performances)
21 Pitch trim and rudder trim SET neutral position
22 Flight controls Check free
23 Seat belts fastened and doors closed CHECK
and locked

3.8 LINE-UP

1 Parking Brake RELEASE, check full in

2 Annunciator window CHECK cautions and warnings OFF
3 RH Fuel Selector RIGHT
4 LH Fuel Selector LEFT
5 Pitot heat as required
6 XPDR SET ALT
7 Magnetic compass CHECK
8 AHRS CROSS CHECK

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3.9 TAKEOFF AND CLIMB

1 Landing light ON
2 LH and RH Electrical Fuel pump BOTH ON
3 Carburettors heat CHECK OFF
4 LH and RH Propeller Lever FULL FORWARD
5 LH and RH Throttle Lever FULL POWER
6 Engines instruments Parameters within green arcs
7 Rotation speed MTOW 1180kg MTOW 1230 kg
Vr = 64 KIAS Vr = 65 KIAS
8 Apply brakes to stop wheel spinning
9 Landing gear control knob UP: check green lights and TRANS
light turned OFF within about 20”
10 Landing and taxi lights OFF above 10000 ft
11 LH and RH Propeller Lever Set max cont power at safe altitude

Max take off power must be limited to 5 minutes. Reduce Throttles MAP power
before retracting Propeller to 2200 RPM or below.
CAU-
TION

12 LH and RH Electrical Fuel pump BOTH OFF

It is recommended to retract landing gear when a positive climb rate

is ensured at the applicable best speed (VY or VX as necessary).
NOTE It has been demonstrated that best climb rate is always obtained with
flaps in UP position: refer to Section 5, “Take off rate of climb” and
“Enroute rate of climb” tables.
Noteworthily best climb gradient speed (VX )flaps UP is lower than
best climb speed (VX )flaps T/O up to 6000 ft (density altitude).Refer
to Section 5, “Best climb gradient speed” table.

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3.10 CRUISE

1 LH and RH Propeller Lever SET to 1900-2250 RPM

Throttles MAP decrease should be made before propeller speed reduction be-
low 2200 RPM, as, contrariwise, Propeller Lever increase RPM should be set
CAUTION before engine Throttle Levers are advanced.

2 Engine parameters check (LH and RH)

 Oil temperature: 90°  110° C
(or 50° - 130 ° C, if MOD2006/002 is applied).
 CHT/CT: 50°135° / 50° - 120° C
 Oil pressure: 2 - 5 bar.
 Fuel pressure: 2.2 – 5.8 psi
*2.2 – 7.26 psi (0.15 – 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114

3 Carburettor heat as needed (see also instructions addressed on Section 3.

Deselect and do not use Auto Pilot if possible icing condition area is inadvert-
WARNING
ently entered.

4 Fuel balance and crossfeed check as necessary

To evaporate possibly accumulated condensation water, once per

NOTE flight day (for approximately 5 minutes) 100° C (212° F) oil tem-
perature must be reached.

3.11 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is recommended that when
turbulent air is encountered or expected, the airspeed be reduced to maneuvering speed to
reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups,
which may occur as a result of the turbulence or of distractions caused by the conditions.

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3.12 DESCENT AND APPROACH

1 Propellers As required
In order to control engine cooling and life, it is preferable to descend with
NOTE power above idle and RPM lower than full continuous.
2 Carburettors heat As required
3 Altimeter setting QNH set and crosscheck
4 Rear passengers seats Set at full aft position

3.13 BEFORE LANDING

1 Rear passengers seats Seats set at full aft and lower position
2 LH and RH Electrical Fuel pump BOTH ON
3 On downwind leg:
MTOW 1180kg MTOW 1230 kg Flaps T/O
VFE= 119KIAS VFE=122KIAS
4 Speed below applicable VLO/VLE Landing gear control knob - DOWN –
Check green lights ON
5 Carburettors heat CHECK OFF
6 LH and RH Propeller Lever FULL FORWARD
7 On final leg: speed below 93 KIAS Flaps FULL
8 Final Approach Speed MTOW 1180kg MTOW 1230 kg
VAPP= 70KIAS VAPP=71KIAS
9 Landing and taxi light ON
10 Touchdown speed 65 KIAS

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3.14 BALKED LANDING/MISSED APPROACH

1 LH and RH Propeller Lever FULL FORWARD
2 LH and RH Throttle Lever FULL POWER

Propeller Lever increase to max RPM should be attained before engine Throt-
tle Levers are advanced to max take off power. Max take off power must be
CAUTION limited to 5 minutes.

3 Flaps T/O
4 Speed Keep over 62 KIAS, climb to VY or VX
as applicable
5 Landing gear UP as positive climb is achieved
6 Flaps UP

It is recommended to retract landing gear when a positive climb rate

NOTE is ensured at the applicable best speed (VY or VX as necessary).
It has been demonstrated that best climb rate is always obtained with
flaps in UP position: refer to Section 5, “Take off rate of climb” and
“Enroute rate of climb” tables.
Noteworthily best climb gradient speed (VX )flaps UP is lower than
best climb speed (VX )flaps T/O up to 6000 ft (density altitude).Refer
to Section 5, “Best climb gradient speed” table.

3.15 AFTER LANDING

1 LH and RH Electrical Fuel pump BOTH OFF

2 Flaps 0°
3 Pitot Heat OFF
4 Landing light OFF when required

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3.16 PARKING/SHUT DOWN

It is always suggested to park the aircraft with the nose pointing into
NOTE wind to improve cooling after shut down.

1 Parking brake Engage

2 Taxi light OFF
3 Engines Allow for cooling down 1 minute at idle
power
4 Flaps Check UP
5 Trims Check neutral

Ensure the engine is at its lowest possible idle speed before selecting
NOTE ignitions off.

6 Ignition switches Turn OFF one at a time

7 LH and RH AVIONIC BUS OFF
8 LH and RH CROSS BUS OFF
9 LH/RH Field OFF
10 All external lights switches OFF
11 Master Switch OFF
12 Emg Batt / Emg cockpit light /
Emg ADI switches Check OFF

Before disembarkation verify propellers are fully stopped.

WARN-
ING

Instruct passengers to fully open pax door (against nacelle stop) and depart
alongside aircraft fuselage, avoiding contact with hot / oily parts such as
engine exhaust pipes, drainage tubes and wheel brakes, or sharp wing con-
CAUTION trol surfaces edges.

Crew should avoid propeller disc area crossing while proceeding alongside
a fully opened pilot’s door (up to 110°).
CAUTION

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3.17 POSTFLIGHT CHECKS

1 Protective cover for Pitot tubes, stall warning and static Install
port plugs.
2 Lock one control wheel with safety belt.
3 Wheel chocks Place under MLG
4 Aileron lock Place and tighten
5 Pilot and passengers doors. Close and latch

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4. ADDITIONAL GUIDANCE FOR RNAV

Experience of RNAV systems, and Flight FMS in general, has identified the pitfalls of way-
point entry error at the receiver as well as inaccuracies and errors in the database itself.
Research and experience have both shown that human error, often the result of a lack of
familiarity with the airborne equipment, represents the major hazard in operations using RNAV
systems. Therefore, it is imperative that pilots understand their system thoroughly and are
able to determine whether it is safe to proceed.
This requires robust procedures, which check for possible errors in the computer database,
monitor continued performance of the RNAV systems and enable pilots to identify and avoid
not only their own mistakes but also errors in the information presented to them.
Flight planning on RNAV routes should include the following recommendation.

- During the pre-flight planning phase, given a GPS constellation of 23 satellites

or less (22 or less for GPS stand-alone equipment that incorporate pressure
altitude aiding), the availability of GPS integrity (RAIM) should be confirmed for
the intended flight (route and time). This should be obtained from a prediction
program either ground-based, or provided as an equipment function, or from an
alternative method acceptable to the Authority;
- Where a navigation data base is installed, the data base validity (current AIRAC
cycle) should be checked before flight;
- Traditional navigation equipment (e.g. VOR, DME and ADF) should be selected
to available aids so as to allow immediate cross-checking or reversion in the event
of loss of GPS navigation capability.

1) Pre-flight Planning
During the pre-flight planning phase, the availability of the navigation infrastructure, required
for the intended operation, including any non-RNAV contingencies, must be confirmed for the
period of intended operation. Availability of the onboard navigation equipment necessary for
the route to be flown must be confirmed. The onboard navigation database must be appropriate
for the region of intended operation and must include the navigation aids, waypoints, and
coded terminal airspace procedures for the departure, arrival and alternate airfields.

Where the responsible airspace authority has specified in the AIP that dual PRNAV systems
are required for specific terminal P-RNAV procedure, the availability of dual P-RNAV sys-
tems must be confirmed. This typically will apply where procedures are effective below the
applicable minimum obstacle clearance altitude or where radar coverage is inadequate for
the purposes of supporting P-RNAV. This will also take into account the particular hazards
of a terminal area and the feasibility of contingency procedures following loss of P-RNAV
capability.
RAIM availability must be confirmed with account taken of the latest information

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 Garmin G950 IFDS - Supplement
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2) Departure
At system initialisation, the flight crew must confirm that the navigation database is current
and verify that the aircraft position has been entered correctly. The active flight plan should
be checked by comparing the charts, SID or other applicable documents, with the map display.
This includes confirmation of the waypoint sequence, reasonableness of track angles and dis-
tances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and
which are fly-over. If required by a procedure, a check will need to be made to confirm that
updating will use a specific navigation aid(s), or to confirm exclusion of a specific navigation
aid. A procedure shall not be used if doubt exists as to the validity of the procedure in the
navigation database

The creation of new waypoints by manual entry into the RNAV system by the flight crew
is not permitted as it would invalidate the affected P-RNAV procedure.

Route modifications in the terminal area may take the form of radar headings or ‘direct to’
clearances and the flight crew must be capable of reacting in a timely fashion. This may
include the insertion in the flight plan of waypoints loaded from the database.
During the procedure and where feasible, flight progress should be monitored for navigational
reasonableness, by cross-checks, with conventional navigation aids using the primary display

3) Arrival
Prior to the arrival phase, the flight crew should verify that the correct terminal procedure
has been loaded. The active flight plan should be checked by comparing the charts with the
map display. This includes confirmation of the waypoint sequence, reasonableness of track
angles and distances, any altitude or speed constraints, and, where possible, which waypoints
are fly-by and which are fly-over. If required by a procedure, a check will need to be made to
confirm that updating will exclude a particular navigation aid. A procedure shall not be used if
doubt exists as to the validity of the procedure in the navigation database.
Note: as a minimum, the arrival checks could be a simple inspection of a suitable map display
that achieves the objectives of this paragraph.
The creation of new waypoints by manual entry into the RNAV system by the flight crew
would invalidate the P-RNAV procedure and is not permitted.
Where the contingency to revert to a conventional arrival procedure is required, the flight
crew must make the necessary preparation.
During the procedure and where feasible, flight progress should be monitored for navigational
reasonableness by cross-checks with conventional navigation aids using the primary display
Route modifications in the terminal area may take the form of radar headings or ‘direct to’
clearances and the flight crew must be capable of reacting in a timely fashion.
Although a particular method is not mandated, any published altitude and speed constraints
must be observed.
In the event that either the GPS or the EGNOS signal is not available at the destination, by the
nature of the system, and its susceptibility to interference, there exists the possibility that it

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RNAV
 Garmin G950 IFDS - Supplement
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will also be unavailable over a wide area. Therefore, it is probable that the signal will also be
unavailable at a nearby diversion aerodrome.
Notwithstanding any normal operational requirements for the identification of an alternate
aerodrome, where a RNAV approach is to be flown in conditions where a visual approach will
not be possible; pilots should always ensure that either:
1) A different type of approach system is available at the destination, not de-
pendent on GPS data and for which the weather is forecast to be suitable to
enable a landing to be made from that approach, or;
2) There is at least one alternate destination within range, where a different type of
approach system is available, which is not dependent on GPS data and for which
the weather is forecast to be suitable to enable a landing to be made from that
approach.

4.1 APPROACH APPLICATIONS

When GPS is not approved for the selected final approach course, the
message “NOT APPROVED FOR GPS” is displayed. GPS provides
guidance for the approach, but the HIS must be switched to a NAV re-
ceiver to fly the final course of the approach
If certain GPS parameters (SBAS, RAIM, etc.) are not available, some pub-
lished approach procedures for the desired airport may not be displayed in
the list of available approaches.

An Approach Procedure (APPR) can be loaded at any airport that has one available, and pro-
vides guidance for non-precision and precision approaches to airports with published instru-
ment approach procedures.

Only one approach can be loaded at a time in a flight plan. If an ap-

proach is loaded when another approach is already in the active flight
plan, the new approach replaces the previous approach. The route is de-
fined by selection of an approach and the transition waypoints.

Whenever an approach is selected, the choice to either “load” or “activate” is given. “Loading”
adds the approach to the end of the flight plan without immediately using it for navigation
guidance. This allows continued navigation via the intermediate waypoints in the original
flight plan, but keeps the procedure available on the Active Flight Plan Page for quick acti-
vation when needed. “Activating” also adds the procedure to the end of the flight plan but
immediately begins to provide guidance to the first waypoint in the approach.
When selecting an approach, a “GPS” designation to the right of the procedure name
indicates the procedure can be flown using the GPS receiver. Some procedures do not have
this designation, meaning the GPS receiver can be used for supplemental navigation guid-
ance only.

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 Garmin G950 IFDS - Supplement
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If the GPS receiver cannot be used for primary guidance, the appropri-
ate navigation receiver must be used for the selected approach (e.g.,
VOR or ILS). The final course segment of ILS approaches, for example,
must be flown by tuning the NAV receiver to the proper frequency and
selecting that NAV receiver on the CDI

The G950 SBAS GPS allows for flying LNAV and LPV approach service levels according
to the published chart.

A sample of how the active approach service level is annunciated on the HSI is shown in
the following table:

HSI Annunciation Description Example on HSI

RNAV GPS approach using
LNAV
published LNAV minima
LPV RNAV GPS approach using
(available only if SBAS published LPV minima
available)

Approach Service Level

Before reaching the IAF, the flight crew should verify that the correct procedure
has been loaded into the receiver’s route or flight plan. A comparison with the ap-
proach chart should be made including the following:
• The waypoint sequence.
• Reasonableness of the tracks and distances of the approach legs, accuracy of
the inbound course and mileage of the FAS.
• Verify from the charts, map display or CDU, which waypoints are fly-by and
which are fly-over.
• Check any map display to ensure the track lines actually ‘fly-over’ or ‘fly-by’
the respective waypoints in the procedure.
By the time the aircraft reaches the IAF the pilot should have completed the above and been
cleared for the approach. Also, the approach must have been activated in the receiver at least
by this time.
Approach Applications which are classified as RNP Approach (APCH) in accordance with
ICAO Doc 9613 Performance Based Navigation (PBN) Manual (and ICAO state Letter
SP65/4-10/53) give access to minima (on an instrument approach procedure) designated as:

LNAV (Lateral Navigation)

This is a Non-Precision or 2D Approach with Lateral only navigation guidance provided
by GNSS and an Aircraft Based Augmentation System (ABAS). Receiver Autonomous

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 Garmin G950 IFDS - Supplement
Page S4 - 35

Integrity Monitoring (RAIM) is a form of ABAS. Lateral guidance is linear with accuracy
to within +/- 0.3 NM parallel to either side of the final approach track.
LPV (Localiser Performance with Vertical Guidance)
This is an Approach Procedure with Vertical Guidance. The Lateral and Vertical guidance is
provided by GPS and SBAS. Lateral and vertical guidance are angular with increasing sensi-
tivity as the aircraft progresses down the final approach track; much like an ILS indication.
LPV approach and annunciation on HSI is available only is SBAS available.

Before selecting a LPV approach, make sure SBAS is indicated ACTIVE in the
GPS status box on AUX-GPS STATUS page on MFD.
If DISABLED highlight the appropriate SBAS SELECTION Box under SBAS
softkey under AUX-GPS Status Page on MFD

Should SBAS signal be lost, augmentation is lost. It may be possible to continue with
LNAV only but this is reliant on the availability of RAIM.

NOTE: The instrument approach procedures associated with RNP APCH are entitled RNAV
(GNSS) to reflect that GNSS is the primary navigation system. With the inherent onboard
performance monitoring and alerting provided by GNSS, the navigation specification qualifies
as RNP, however these procedures pre-date PBN, so the chart name has remained as RNAV.
Missed approach procedures
Before commencing an RNAV (GNSS) missed approach, a MAP should be possible without
reference to GPS derived navigation so that, in the event of a loss of GPS accuracy or loss of
integrity during the approach, a safe return to above Minimum Sector Altitude can be made.
This may be possible by dead reckoning (DR) navigation but where this is not possible and
the MAP requires reference to terrestrial navigation aids, these must be available, tuned and
correctly identified before passing the IAF and remain available throughout the approach.
Reasons for a missed approach are many and if GPS information remains available for the
MAP, the pilot must be able to sequence the system correctly past the MAP, in order to follow
the published MAP correctly.
Pilots should be fully competent in the necessary selection routines required by their own
equipment, in order to transition to the MAP and preserve accurate navigation throughout.
When GPS navigation is NOT available for the MAP, it may be necessary to reset the display
function of the HSI/CDI to disengage GPS information and regain VOR/LOC display. Pilots
must be fully conversant with navigation display selections in order safely to follow the MAP.
Abnormal procedures for approaches
As the aircraft approaches the FAF (LNAV Only, without SBAS), the receiver automatically
perform a final RAIM prediction for the approach. The receiver will not enter the approach
mode if this RAIM prediction is negative. In this case, the approach should be discontinued.

4th Edition, Rev. 2

Section 4 – Normal procedures
RNAV
 Garmin G950 IFDS - Supplement
Page S4 - 36

However, this RAIM check assumes availability of the full constellation and will not take
account of scheduled interruptions or failures. This can lead to a successful RAIM prediction
at this point when the RAIM function itself is not available.
If RAIM is lost after passing the FAF the equipment should continue to provide navigation,
where possible for five minutes, before giving a RAIM loss indication and this should be
enough to complete the approach.
Should RAIM detect an out of tolerance situation, a warning will be given and a missed
approach should be initiated immediately
The approach should always be discontinued:
(a) If the receiver fails to engage the correct approach mode or;
(b) In case of Loss Of Integrity (LOI) monitoring or;
(c) Whenever the HSI/CDI indication (or GP indication where applicable) exceeds
half scale displacement or;
(d) If a RAIM (or equivalent) warning is activated or;
(e) If RAIM (or equivalent) function is not available and annunciated before passing
the FAF.

4.2 PBN (RNAV & RNP) OPERATIONAL ELIGIBILITY

The Garmin GNSS navigation system as installed in this airplane is approved for navigation
using GPS and SBAS (within the coverage of a Satellite Based Augmentation System com-
plying with ICAO Annex 10) for IFR en- route, terminal area, precision and non-precision
approach operations.
Both GNSS receivers are required to be operating and receiving usable signals except for
routes requiring only one Long Range Navigation sensor.
The G950 System has been shown to be eligible for:
- B-RNAV (RNAV-5)
- RNAV1 / P-RNAV (RNP-1) Enroute and Terminal navigation
- RNP APCH LNAV ( does not include APV BARO-VNAV operation which is not
cleared)
- LPV with SBAS
provided that the G950 is receiving usable navigation information from at least one GPS
receiver.

4th Edition, Rev. 2

Section 4 – Normal procedures
RNAV
 Garmin G950 IFDS - Supplement
Page S4 - 37

5. GROUND TOWING, PARKING AND MOORING

5.1. TOWING

When the a/c is moved on the ground, the Master Switch must
be turned ON until the a/c is parked.
CAUTION

To tow the aircraft it is necessary to use a metal stiff bar connected to the nose gear.

Do not turn nose wheel above 20° either side of center:

greater steering angles can damage the wheel stop. The tow
WARNING bar must be removed before engines starting.

5.2. PARKING
General
Under normal weather conditions, the airplane may be parked and headed in a di-
rection that will facilitate servicing without regard to prevailing winds. Ensure that
it is sufficiently protected against adverse weather conditions and present no danger
to other aircraft.

Procedure
1. Position airplane on levelled surface, headed into the prevailing wind, if practical.
2. Engage parking brake and install control locks
3. Secure pilot control wheel by wrapping the seat belt around it.

Do not engage the parking brakes at low ambient

temperature; accumulation of moisture may
cause
the brakes to freeze. In this case use wheel chocks.

In case of long time parking or overnight parking, it is recommended to moor the

a/c as shown on Para. 4.3.

Mooring is strongly recommended when the wind is more than 15

knots and the a/c is completely refuelled.

CAUTION

5.3. MOORING
The aircraft is moored to insure its immovability, protection, and security under
various weather conditions.

4th Edition, Rev. 2

Section 4 – Normal procedures
PARKING and MOORING
 Garmin G950 IFDS - Supplement
Page S4 - 38

Mooring is strongly recommended when the wind is more than

15 knots and the a/c is completely refuelled.

CAUTION

Procedure
1. Position airplane on levelled surface and headed into the prevailing wind.
2. Center nose wheel, engage parking brake and/or use the wheel chocks.

Do not engage the parking brakes at low ambient

temperature; accumulation of moisture may
cause
the brakes to freeze. In this case use wheel chocks.

3. Secure pilot control wheel by wrapping the seat belt around it

4. Assure flaps are retracted
5. Electrically ground airplane, by connecting ground cable to the engine muffle
6. Install control locks and protective plugs.
7. Close and lock cabin doors.
8. Secure tie-down cables to the nose gear leg (in correspondence of the wheel fork)
and to the wings and tail cone tie-down rings at approximately 45 degree with
respect to the ground. (Refer to following figures)

Additional preparation for high winds includes tie-down ropes from the
main landing gear forks employment.

Mooring – front view

Mooring – side view

4th Edition, Rev. 2
Section 4 – Normal procedures
PARKING and MOORING
 Page G1-11

Supplement G1: pages replacement instructions

SECTION 5 - PERFORMANCES

See basic AFM - Section 5

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950
 Page G1-12

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950
 Page G1-13

Supplement G1: page replacement instructions

SECTION 6 - WEIGHT AND BALANCE

See basic AFM - Section 6

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950
 Page G1-14

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950
 Page G1-15

Supplement G1: page replacement instructions

SECTION 7 - AIRFRAME and

SYSTEMS DESCRIPTION

Apply following page replacement procedure:

Supplement G1 – AIRFRAME and Basic AFM Section 7

SYSTEMS DESCRIPTION page page
S7-37 thru S7-46 REPLACE 7-37 thru 7-44

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950
 Page G1-16

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G1 – GARMIN G950
 Garmin G950 IFDS - Supplement
Page S7 - 37

17. INSTRUMENTS PANEL

16

17

56
15
14
13

18
12
11

40
9 10

19
20
8

21
24 23 22
7
6

25
5

26
27
36 34 32 30 28
31 29
3

37 35 33
39 38
2

41 43 42
1

44
48 47 46 45
55
54
53

52

49
51

50

GARMIN G950 IFDS - Instruments panel (typical layout)

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
INSTRUMENTS PANEL
 Garmin G950 IFDS - Supplement
Page S7 - 38

Item Description

1 GDU 1040 (PFD)

2 GMA 1347
3 Compass
4 A/P Programmer/Computer
5 GDU 1040 (MFD)
6 LH fuel quantity indicator
7 LH R.P.M.
8 Dual M.A.P. indicator
9 RH R.P.M.
10 RH fuel quantity indicator
11 LH CHT
12 RH CHT
13 LH Oil Temperature
14 RH Oil Temperature
15 LH oil pressure
16 RH oil pressure
17 RH breakers panel
18 RH ram air inlet
19 Instruments light switch
20 Strobe light switch
21 Navigation light switch
22 Taxi light switch
23 Landing light switch
24 Position flaps indicator
25 RH fuel pressure
26 LH fuel pressure
27 Flap switch
28 Standby Altimeter
29 Standby Attitude indicator
30 RH Cross bus switch

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
INSTRUMENTS PANEL
 Garmin G950 IFDS - Supplement
Page S7 - 39

Item Description

31 RH Field
32 LH Cross bus switch
33 Master switch
34 RH Avionic switch
35 LH Field
36 LH Avionic switch
37 Standby Airspeed indicator
38 Chronometer
39 LG control knob
40 Voltammeter Indicator
41 ADF control panel
42 Cockpit light dimmer
43 Cabin heat (warm air from RH engine)
44 Avionics lights dimmer
45 Cabin heat (warm air from LH engine)
46 LH ram air inlet
47 Trim rudder indicator
48 Switches built-in lights dimmer
49 ELT Indicator
50 RH breakers panel
51 Pitch trim indicator
52 Pitot heat switch
53 A/P Master switch
54 A/P trim master switch
55 Fire Detector push-to-test
56 LH/RH Ammeter selector switch

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
INSTRUMENTS PANEL
 Garmin G950 IFDS - Supplement
Page S7 - 40

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
INSTRUMENTS PANEL
 Garmin G950 IFDS - Supplement
Page S7 - 41

18. ELECTRICAL SYSTEM

Primary DC power is provided by two engine-driven generators which, during nor-
mal operations, operate in parallel.
Each generator is rated at 14,2-14,8 Vdc, 40 Amp, and it is fitted with an integrated
regulator, which acts to maintain a constant output voltage, and with an automatic
overvoltage device protecting the circuits and the electric components from an ex-
cessive voltage caused by generator failures.
The power rating of the each generator is such that if one generator fails the other
one can still supply the airplane equipment to maintain flight safety.
Secondary DC power is provided by a battery (lead type - Gill Teledyne G35, 12
V, 38-Ah in 20h run time) and an external DC power source can be connected to
the aircraft DC distribution system.
On the instruments panel, right side, it is installed a voltmeter/ammeter. The am-
meter section can indicate the current supplied by either left or right generator
switching a dedicated selector.
There are five different busses (make reference to Figure 11):

• Battery bus
• LH Generator bus
• RH Generator bus
• LH Avionics bus
• RH Avionics bus

The distribution system operates as a single bus with power being supplied by the
battery and both generators but it is possible to separate the left busses from the
right busses when required by means of the Cross Bus switches.

All electrical loads are divided among the five busses on the basis of their im-
portance and required power: equipment with duplicate functions is connected to
separate busses.

The Battery bus, which supplies the most important loads, is energized from three
sources: the battery and both generators. This allows the bus for remaining active
also in case of two independent faults in the supply paths.

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Garmin G950 IFDS - Supplement
Page S7 - 42

The following loads are connected to the battery bus:

Battery Bus
GMA 1347 Audio Panel
GIA #1
GDU PFD
Cooling Fan
Converter 1
Standby attitude indicator
LH and RH Fuel electrical pump
LH and RH Fuel pressure
LH and RH Fuel quantity
LH and RH Oil pressure
LH and RH Oil temperature
LH and RH CHT
LH and RH RPM indicator
Cabin lights
Cockpit lights
Switches built-in lights
Avionics lights
Strobe lights
Flaps
Doors pressure switches
Engine hour meter (2 units)
Turn coordinator (A/P slaved)
LG hydraulic pump
LG indicating & control system
LH and RH Fire detector
Chronometer
12V cabin electrical power sockets (2 units)

In addition, directly on the battery, the following devices are connected:

• Emergency back-up attitude indicator (RH attitude indicator – usually supplied

from RH generator bus), when installed;
• Emergency Light
• Chronometer

The first two devices are controlled by the pertinent switches located on the LH
breakers rack.

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Garmin G950 IFDS - Supplement
Page S7 - 43

The other loads are so divided among following busses:

LH GEN Bus LH Avionic Bus RH GEN Bus RH Avionic Bus

Pitot heat DME NAV lights ADF
Landing light Transponder Rudder trim COM 2
Taxi light Encoder altimeter Stall warning NAV 2
RH attitude indicator A/P (*)
A/P Pitch Trim (*)

(*) if installed

On the central pedestal (see Figure below) there are seven switches disposed on two
rows: on the first row there is the MASTER SWITCH which allows for connecting,
through the battery relay, the battery to the battery bus.

LH and RH FIELD switches control the pertinent generator: setting the switch to
OFF puts the pertinent generator off-line.

In correspondence of the second row there are 4 switches LH/RH AVIONIC and
LH/ RH CROSS BUS.

Central pedestal switches console

The first two allow, through a relay, for cutting off the power supply to the pertinent
avionic bus.

The second ones allow, through a relay, for realizing the parallel connection be-
tween the pertinent generator bus and the battery bus. Setting these ones to OFF,

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Garmin G950 IFDS - Supplement
Page S7 - 44

the pertinent generator bus (and related avionic bus supplied) is separated from the
battery bus and from opposite generator bus.

When both generators are correctly operating and all above mentioned switches are
in ON position, all the busses are connected to the generators.

The ignition switches, two for each engine and grouped on the over head panel, are
instead independent from the airplane electrical system (generation and distribu-
tion); they only control and open the engine electrical circuit.

If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Garmin G950 IFDS - Supplement
Page S7 - 45

Electric system schematic

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Garmin G950 IFDS - Supplement
Page S7 - 46

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Page G2-1

SUPPLEMENT NO. G2 – S-TEC FIFTY FIVE X AUTOPILOT

Record of Revisions

Tecnam Approval EASA Approval or

Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
0 all Editorial change A. Sabino D. Ronca M. Oliva DOA privileges
Approved under the
G2-1 Supplement title and references to
authority of DOA
1 G2-2 Garmin avionics have been A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
G2-9 changed.
MOD2006/357.190226

Note (*): this Supplement has been originally issued under EASA Major Design Change Approval no. 10029331
(dated 18 March 2010)

List of Effective Pages

Page Revision Page Revision

G2-1 Rev 1 G2-6 Rev 0
G2-2 Rev 1 G2-7 Rev 0
G2-3 Rev 0 G2-8 Rev 0
G2-4 Rev 0 G2-9 Rev 1
G2-5 Rev 0 G2-10 Rev 0

4th Edition, Rev. 1

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-2

INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient

manner, the aircraft when equipped with S-TEC Fifty Five X autopilot device
interfacing Garmin integrated avionics suite.

GENERAL

The System Fifty Five X is a rate based autopilot. When in control of the roll
axis, the autopilot senses turn rate, as well as closure rate to the selected course,
along with the non-rate quantities of heading error, course error and course
deviation indication.

When in control of the pitch axis, the autopilot senses vertical speed, acceleration,
and closure rate to the selected glideslope, along with the non-rate quantities of
altitude and glideslope deviation indication.

These sensed data provide feedback to the autopilot, which processes them in
order to control the aircraft through the use of mechanisms coupled to the control
system.

The “autotrim” function senses when the aircraft needs to be trimmed about the
pitch axis, and responds by driving the trim servo in the proper direction to
provide trim.

4th Edition, Rev. 1

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-3

LIMITATIONS (EASA APPROVED)

The S-TEC “Pilot’s Operating Handbook Fifty Five X”(4th Edition

NOTE
– First Revision dated March 01, 2008 or a more updated version)
must be carried in the aircraft and made available to the pilot at all
time.

In accordance with FAA recommendation (AC 00-24B), use of basic

NOTE
“Altitude Hold” mode is not recommended during operation in se-
vere turbulence.

Following operating limitations shall apply when the aircraft is equipped with S-
TEC Fifty Five X autopilot:

 The Autopilot is certified for Category I – ILS Approaches [with a decision

height not lower than 200 feet AGL (61m)]
 Autopilot operation forbidden with flaps extended more than TO position
 During Autopilot operation, a pilot with seat belt fastened must be seated
at the left pilot position
 The use of Autopilot during single engine operation is forbidden
 Autopilot DISC during take-off and landing
 Maximum speed for Autopilot operation is 135 KIAS
 Minimum speed for Autopilot operation is 85 KIAS
 Minimum altitude AGL for Autopilot operation is:
a. Cruise and Descent: 1000 ft
b. Climb after takeoff and not precision approach: 400 ft
c. ILS CAT I precision approach: 200 ft

EASA Approved 4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-4

On the instrument panel, in clear view of the pilot, it is placed the following plac-
ard reminding the observance of aircraft operating limitations during Autopilot
operation:

EASA Approved 4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-5

EMERGENCY PROCEDURES

In event of autopilot malfunction, or when the system is not per-

NOTE
forming as expected or commanded, take immediately the aircraft
control disconnecting the autopilot which must be set inoperative
until the failure has been identified and corrected.

Altitude lost during a pitch axis autopilot malfunction and

recovery
Following table addresses the altitude lost during a pitch axis malfunction and re-
covery for each reported flight phase:

Flight phase Altitude loss

Climb 200 ft
Cruise 150 ft
Descent 200 ft
Maneuvering 50 ft
Approach 80 ft

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-6

Autopilot hardover or failure to hold the selected heading

In case of Autopilot hardover or failure to hold the selected heading, apply follow-
ing procedure:

Accomplish items 1 and 2 simultaneously:

1. Airplane control wheel GRASP FIRMLY and OVERPOWER
if necessary to regain aircraft control
2. AP DISC/TRIM INTR switch PRESS
3. AP MASTER SWITCH OFF
4. AP Circuit Breaker PULL

When Autopilot is disconnected as a consequence of a malfunc-

tion, hold the control wheel firmly: it may be necessary up to
CAUTION
35 pounds (15.8 daN) of force on the control wheel to hold the
airplane level.

When Autopilot is disconnected, it may be necessary operate

NOTE
the pitch trim through either the Manual Electric Trim Switch
or the Trim Wheel.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-7

Electric trim malfunction

In case of Electric Trim malfunction (either in AP Autotrim mode or when manu-

ally operated through the Manual Electric Trim Switch), apply following proce-
dure:

1. AP DISC/TRIM INTR switch PRESS and HOLD

2. TRIM MASTER SWITCH OFF
3. TRIM Circuit Breaker PULL
4. AP DISC/TRIM INTR switch RELEASE

When Autopilot is disconnected because of a pitch trim mal-

function, hold the control wheel firmly: it could be necessary
CAUTION
up to 35 pounds (15.8 daN) of force on the control wheel to
hold the airplane level.

When electric trim is disconnected, it may be necessary operate

NOTE
the pitch trim through the Trim Wheel.

When electric trim is disconnected, Autopilot system can be operated

NOTE both in pitch and roll modes; nevertheless, when a pitch mode (ALT
HOLD, VS, GS) is engaged, the Autopilot will provide an annuncia-
tion whenever it is necessary to manually trim the aircraft about the
pitch axis using the Trim Wheel. Make reference to S-TEC “Pilot’s
Operating Handbook Fifty Five X”(4th Edition – First Revision dated
March 01, 2008 or a more updated version).

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-8

Heading information signal lost

When AP is engaged and the heading information is lost (red X on display field –
make also reference to Supplement G1 – Emergency procedures), the AP must be
disconnected applying following procedure:

Accomplish items 1 and 2 simultaneously:

1. Airplane control wheel GRASP FIRMLY and OVERPOWER if
necessary to regain aircraft control
2. AP DISC/TRIM INTR switch PRESS
3. AP MASTER SWITCH OFF
4. AP Circuit Breaker PULL
5. Refer to other navigation means for heading information

When Autopilot is disconnected as a consequence of a malfunc-

tion, hold the control wheel firmly: it may be necessary up to
CAUTION
35 pounds (15.8 daN) of force on the control wheel to hold the
airplane level.

When Autopilot is disconnected, it may be necessary operate

NOTE
the pitch trim through either the Manual Electric Trim Switch
or the Trim Wheel.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-9

NORMAL OPERATIONS

Normal operating procedures, including pre-flight checks, are described on S-TEC

“Pilot’s Operating Handbook Fifty Five X” (4th Edition – First Revision dated March
01, 2008 or a more updated version).

Status/mode annunciations and/or visual representations are simultaneously displayed

on both the Garmin avionics (AFCS Status Box and/or PFD) and the S-TEC Fifty Five
X Autopilot Display.

Make reference to the applicable Garmin Avionics Pilot’s Guide for Tecnam P2006T.

The vertical speed mode is used to establish and hold a PILOT

selected vertical speed. Since the autopilot receives no airspeed
WARNING
information, it is the responsibility of the pilot to ensure that
the vertical speed selection is within the operating limits of the
aircraft's capabilities. Selection of a vertical speed beyond the
capability of the aircraft can create a condition of reduced air-
speed, and possibly lead to a stall condition.

PERFORMANCES

S-TEC Fifty Five X Autopilot employment does not affect the aircraft performances.

WEIGHT AND BALANCE

See Section 6 of this Manual.

4th Edition, Rev. 1

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G2-10

SYSTEMS

The System Fifty Five X Block Diagram is shown in the following figure.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G02 – S-TEC Fifty Five X Autopilot
 Page G3-1

SUPPLEMENT NO. G3 – KR 87 ADF SYSTEM FOR GARMIN G950

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev Or Under DOA
page Revision DO OoA HDO Privileges
0 all Editorial change (*) A. Sabino C. Caruso M. Oliva DOA Privileges

Note (*): this Supplement has been originally issued under EASA Major Design Change Approval no. 10029633
(dated 8 April 2010)

List of Effective Pages

Page Revision Page Revision

G3-1 Rev 0 G3-3 Rev 0
G3-2 Rev 0 G3-4 Rev 0

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G3 – KR 87 ADF System for Garmin G950
 Page G3-2

INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with ADF KR 87 device in conjunction with
Garmin G950 system.

GENERAL
KR 87 is an ADF for navigation with respect to the Non Directional Beacon sta-
tions.

LIMITATIONS
ADF KR 87 manuals do not address operating limitations more severe than those
usually applicable to the P2006T.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G3 – KR 87 ADF System for Garmin G950
 Page G3-3

EMERGENCY PROCEDURES
Particular meteorological conditions can distort the equipment indications. There-
fore, to avoid false indications about NDB direction, it is necessary to select ANT
function in order to query the selected station and to listen to its identification
code.
Near electrical interferences (electrical storms), ADF indicator tends to head to-
ward the interferences themselves. Take into account this likelihood when the in-
dicator heads, for example, toward highly cloudy or stormy zones.
Wrong indications could arise also during night flights, near mountainous reliefs
and as effect of the coastal refraction.

NORMAL OPERATIONS

Normal operating procedures are reported on the following documents:

1) Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-01146-00) – last issue.
2) ADF system “Pilot’s guide and Reference”, P/N KIKR87-PG-C - last issue.

Bearing information is displayed on the Garmin G950 PFD, to the lower sides of the
HSI: the PFD softkeys BRG1 and BRG2 cycles respectively Bearing 1 and Bearing 2
Information Window through the different bearing sources, including ADF/frequency.

Pressing the ADF Key on the GMA 1347 Audio Panel turns ADF receiver audio on or
off on the headset/speaker.

PERFORMANCES

ADF KR-87 employment does not affect the aircraft performances.

WEIGHT AND BALANCE

See Section 6 of this Manual.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G3 – KR 87 ADF System for Garmin G950
 Page G3-4

SYSTEMS

Refer to the guide “KR-87” P/N KIKR87-PG-C for a system description. The inter-
face with Garmin G950 is shown on the following Figure.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G3 – KR 87 ADF System for Garmin G950
 Page G4-1

SUPPLEMENT NO. G4 – KN 63 DME SYSTEM

FOR GARMIN INTEGRATED AVIONICS SUITE

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev Or Under DOA
page Revision DO OoA HDO Privileges
0 - See Note (*)
Approved under the
Amended title and references to authority of DOA
G4-1
1 Garmin Integrated Avionics A. Sabino D. Ronca M. Oliva ref. EASA.21J.335
G4-2
Suite.
MOD2006/357.190226

Note (*): this Supplement has been originally issued under EASA Major Design Change Approval no. 10029633
(dated 8 April 2010)

List of Effective Pages

Page Revision Page Revision

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Section 9 - Supplements
Supplement no. G4 – KN 63 DME System for Garmin Integrated Avionics Suite
 Page G4-2

INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with DME KN 63 device in conjunction with
Garmin Integrated Avionics Suite.

GENERAL
KN 63 is a DME equipment fitted with a remote module interfacing the Garmin
Integrated Avionics Suite. Indications are displayed above the PFD BRG1 Infor-
mation Window.

LIMITATIONS
DME KN 63 manuals do not address operating limitations more severe than those
usually applicable to the P2006T.

EMERGENCY PROCEDURES
In determined conditions, near the beacon, DME signal can be lost or distorted.
Take into account this likelihood when a beacon approach is performed.

NORMAL OPERATIONS

Normal operating procedures are reported on the applicable Garmin Integrated

Avionics Suite Pilot’s Guide for Tecnam P2006T – last issue.
Make reference also to “KN 63 Installation Manual ”, P/N 006-00176 Rev. 4 dat-
ed October 2004.
The PFD softkey DME displays the DME Tuning Window, allowing tuning and
selection of the DME.
The DME Information Window is displayed above the BRG1 Information Win-
dow and shows the DME label, tuning mode (NAV1, NAV2, or HOLD), frequen-
cy, and distance. When a signal is invalid, the distance is replaced by “–.– – NM”.
Pressing the DME Key on the GMA 1347 Audio Panel turns DME audio on or off
on the headset/speaker.

3rd Edition, Rev. 1

Section 9 - Supplements
Supplement no. G4 – KN 63 DME System for Garmin Integrated Avionics Suite
 Page G4-3

PERFORMANCES
DME KN 63 employment does not affect the aircraft performances.

WEIGHT AND BALANCE

See Section 6 of this Manual.

SYSTEMS

Refer to the guide “KN 63 Installation Manual”, P/N 006-00176 Rev. 4 dated Oc-
tober 2004 for a complete system description. The interface with Garmin G950 is
shown on the following Figure.

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Supplement no. G4 – KN 63 DME System for Garmin Integrated Avionics Suite
 Page G4-4

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Section 9 - Supplements
Supplement no. G4 – KN 63 DME System for Garmin Integrated Avionics Suite
 Page G5-1

SUPPLEMENT NO. G5 – ENGINE STARTING BATTERY

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4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G5 – ENGINE STARTING BATTERY
 Page G5-2

INTRODUCTION
This section contains information to operate the airplane equipped with a supple-
mental battery dedicated to engines starting.

GENERAL
The engine starting battery is housed in a dedicated box under the main battery
box: both batteries are accessible through the inspection cap F10 on the left side of
the tail cone.

LIMITATIONS
See Section 2 of this Manual.

EMERGENCY PROCEDURES
In event of the following failure conditions, addressed on Section 3 of this Manual
and leading to fly without power generation system:

 Both generators failure (Para. 3.1)

 Both generators overvoltage (Para 3.3)
 Inflight engine restart (Para 8.2)
apply, at the end of related checklist, following procedure:

EMERG BATT switch ON

push the Emergency battery switch to ON to avoid a power

generation system failure.
WARNING

NORMAL OPERATIONS
During Cockpit Inspections (see Para. 3.2 – Section 4 of this Manual), perform al-
so following check:

Eng. Starting Battery Voltmeter CHECK 12 to 14 Volt

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Section 9 - Supplements
Supplement no. G5 – ENGINE STARTING BATTERY
 Page G5-3

PERFORMANCES
See Section 5 of this Manual.

WEIGHT AND BALANCE

For weight and balance, make reference to Section 6 of this Manual; additionally,
the equipment list reported on Para. 5 is so integrated:

EQUIPMENT LIST AIRCRAFT S/N__ DATE:

WEIGHT ARM
REF. DESCRIPTION P/N INST
[kg] [M]
AVIONICS & MISCELLANEOUS

A14-1 Engine Starting Battery (EnerSys SBS8) X 2.7 3.7

SYSTEMS
When airplane embodies the design change in subject, in addition to the main bat-
tery, a dedicated engine starting battery is introduced.
The entire primary loads stand connected to the main battery itself and the engine
starting battery is recharged by the generators.
This modification is transparent to the crew because it does not change deeply the
usual normal and emergency procedures.
Additionally, in event of the overall loss of power generation, the starting battery
can be put in parallel with the main battery by means of the EMERG BATT
switch activation.
In order to allow the charging status check of the battery, a voltmeter is provided.
Pushing the button close to the voltmeter, crew can read the battery status.
Both batteries are accessible through the inspection cap F10 on the left side of the
tail cone.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G5 – ENGINE STARTING BATTERY
 Page G5-4

When the design change in subject is embodied, following placards are installed
on the airplane:

Description Placard Place

Engine starting Close to the voltmeter
battery voltme-
ter location

Batteries com- Fuselage tail cone, left

partment loca- side
tion

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G5 – ENGINE STARTING BATTERY
 Page G6-1

SUPPLEMENT NO. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS

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Revised Description of
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rev 1 (dated 17 November 2010)

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4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS
 Page G6-2

INTRODUCTION
This section contains information to operate the airplane equipped with built-in
generators.

GENERAL
The Rotax engine built-in generators, one for each engine, feed two bus bars.

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Section 9 - Supplements
Supplement no. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS
 Page G6-3

LIMITATIONS (EASA APPROVED)

Following limitations must apply when the built in generators are operative:

During Take-off, Climb, Landing and Single Engine operations:

LH and RH AUX FIELD switch BOTH OFF

EASA Approved 4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS
 Page G6-4

EMERGENCY PROCEDURES

In event of the following failure conditions (addressed on Section S3 of this Man-

ual):

 Single Engine operations

 Single generator failure (Para. 3.2)
 Single generator overvoltage (Para 3.4)
 Both generators failure (Para. 3.1)
 Both generators overvoltage (Para 3.3)
 Engine securing (Para. 5)
 Electrical system overall failure (Para. 7.1)
 All smoke and fire occurrences (Para 10.1 to 10.5)

apply following procedure:

LH and RH AUX FIELD switch BOTH OFF

NORMAL OPERATIONS
See Section 4 of this Manual.

PERFORMANCES
See Section 5 of this Manual.

WEIGHT AND BALANCE

See Section 6 of this Manual.

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Section 9 - Supplements
Supplement no. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS
 Page G6-5

SYSTEMS
When the airplane embodies the design change in subject, the Rotax engine built-
in generators are enabled in order to supply power to two bus bars.
Each built-in generator is activated by means of a switch (LH and RH AUX
FIELD) located on the LH breakers rack where are located also the breakers relat-
ed to the auxiliary power generation system.

.
LH breakers rack: built-in generators field switches and system related breakers (panel type 1)

When panel type 2 is installed (see picture below), each generator field is first ex-
cited selecting START on the toggle switch. Then, to allow power generation,
toggle switch must be set to ON position.

LH breakers rack: built-in generators field switches and system related breakers (panel type 2)

For both panels, the light (switch built-in light for panel 1) indicates that the elec-
trical power is generated.

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Supplement no. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS
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Section 9 - Supplements
Supplement no. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS
 Page G7-1

SUPPLEMENT NO. G7

AFM SUPPLEMENT FOR CIS COUNTRIES OPERATORS

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tion process completion.

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Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-2

TABLE OF CONTENTS

INTRODUCTION ...................................................................................................... 3
GENERAL ................................................................................................................ 3

LIMITATIONS (EASA APPROVED) ........................................................................... 4

Approved maneuvers .............................................................................................. 4
Ambient Temperature ............................................................................................ 4
Flight Altitude ........................................................................................................ 4
Airfield elevation .................................................................................................... 4
Operation from unpaved runways .......................................................................... 4
Over-water flights .................................................................................................. 5
Flight crew ............................................................................................................. 5
Other placards ....................................................................................................... 6

EMERGENCY PROCEDURES ................................................................................... 8

Smoke and fire occurrence .................................................................................... 8
Failure of Control System....................................................................................... 8
Loss of Stabilator Control ...................................................................................... 8
Loss of Aileron Control ........................................................................................... 9
Loss of Rudder Control ........................................................................................... 9
One engine inoperative procedures ..................................................................... 10
Characteristic airspeeds with one engine inoperative ........................................ 10
Inflight engine restart .......................................................................................... 11
Landing emergencies ........................................................................................... 12
Landing without engine power ............................................................................. 12
Landing on the Airfield ................................................................................................ 12

NORMAL OPERATIONS ......................................................................................... 13

Cold weather operations ...................................................................................... 13
Airspeeds for normal operations .......................................................................... 13
Aircraft walk-around ............................................................................................ 14
Cockpit inspections ............................................................................................. 15
Takeoff and climb ................................................................................................ 16
Cruise ................................................................................................................... 16
Balked landing ..................................................................................................... 17

PERFORMANCES .................................................................................................. 18
Takeoff performances .......................................................................................... 18
climb performance (one engine inoperative) ....................................................... 20

WEIGHT AND BALANCE ........................................................................................ 21

SYSTEMS .............................................................................................................. 22
Instruments panel ................................................................................................ 22

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Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-3

INTRODUCTION

This supplement applies for CIS countries operators.

GENERAL
This supplement must be placed in EASA Approved P2006T Aircraft Flight Manual
Section 9, if the airplane is certified to the CIS configuration. The information con-
tained herein complements the basic information in the EASA Approved Aircraft
Flight Manual. For limitations, procedures, and performance information not con-
tained in this supplement, refer to the EASA Approved Aircraft Flight Manual.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-4

LIMITATIONS (EASA APPROVED)

APPROVED MANEUVERS

Non aerobatic operations include:

 Any manoeuvre pertaining to “normal” flight
 Stalls
 Lazy eights
 Turns in which the angle of bank is not more than 60°
 Chandelle

Acrobatic manoeuvres, including whip stalls, spins and turns with angle
of bank of more than 60°, are not approved for such a category. In addi-
WARNING
tion, stall with one engine inoperative is forbidden.

Limit load factor could be exceeded by moving flight controls to maxi-

mum deflection at a speed above VA=VO (118 KIAS, Manoeuvring
WARNING
Speed).

AMBIENT TEMPERATURE
Ambient temperature: from -25°C to +40°C.

FLIGHT ALTITUDE
Flight Altitude limitation: 3000 m (9800ft) and 3600 m (11800ft) for max. 30 minutes.

AIRFIELD ELEVATION
Maximum airfield elevation (Pressure Altitude): less than 2400 m (8000ft).

OPERATION FROM UNPAVED RUNWAYS

Operation from unpaved runways is limited by soil strength of 6 kg per sq. centimeter
(σ≥6kg/cm2).

EASA Approved 4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-5

OVER-WATER FLIGHTS
Extended over-water flights are allowed within the limitations prescribed by CIS op-
erational regulations.

FLIGHT CREW
Minimum permitted: 1 pilot
Maximum people on board: 4 people (including pilot)

NOTE If right control wheel is not removed, right seat may be occupied by the
crew member.

EASA Approved 4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-6

OTHER PLACARDS

Description Placard Place

Smoking ban Instruments panel,
right side

НЕ КУРИТЬ

Ditching emer- Ditching emergency

gency exit: exit handle: internal
opening in- side
structions

АВАРИЙНЫЙ ВЫХОД НА ВОДУ

1. Повернуть
2. Сильно толкнуть дверь

Ditching emer- Ditching emergency

gency exit: exit handle: external
opening in- side
structions

АВАРИЙНЫЙ ВЫХОД НА ВОДУ

1. Повернуть
2. Сильно толкнуть дверь

Door locking Main door and emer-

system: by- gency exit: external
pass instruc- side
tions

ДЛЯ АВАРИЙНОГО ДОСТУПА

1. Нажать вниз и удержать красный
флажок
2. Открыть дверь

EASA Approved 4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-7

Description Placard Place

Door locking Main door and emer-
system: by- gency exit: internal
pass instruc- side
tions

ДЛЯ АВАРИЙНОГО ВЫХОДА

1. Нажать вниз и удержать красный
флажок
2. Открыть дверь

Main door: exit Main door, internal

instructions side

ПРЕДУПРЕЖДЕНИЕ
Перед открытием двери убедиться, что
винт остановлен
Выход в переднюю часть самолета

Emergency exit Emergency exit: inter-

label nal and external side

АВАРИЙНЫЙ ВЫХОД

EASA Approved 4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-8

EMERGENCY PROCEDURES

SMOKE AND FIRE OCCURRENCE

Use ventilation window in case of smoke in cabin for all cases.

FAILURE OF CONTROL SYSTEM

LOSS OF STABILATOR CONTROL

In case of loss of pilot side stabilator control (disconnected or jammed), apply following pro-
cedure:

1. Continue the flight at the speed of 80 - 85 KIAS due to the aircraft weight in cruise
configuration.

2. Bank angle: not more than 30° during turning.

3. Control the aircraft with mechanical trim and engine power setting.

The increase of thrust causes a nose up moment; the decrease of thrust

NOTE causes a nose down moment. The control by trim operation is related to
the trim position: trim UP for aircraft nose Up; trim DOWN for aircraft
nose DOWN.
Perform approach and landing only in cruise configuration (Flap 0°).
It is necessary to move the landing gear in down position before starting
CAUTION the glide and to balance the aircraft with trim and thrust.
It is possible to correct the glide path by trim operation to minimize the
thrust engines changes.
Only after touchdown it is possible to move the engine controls in idle
position.
Land as soon as possible.

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Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-9

LOSS OF AILERON CONTROL

In case of loss of pilot side aileron control (disconnected or jammed), apply following proce-
dure:

1. Continue flight at the speed of 80 - 85 KIAS due to the aircraft weight in cruise
configuration.

2. Control the airplane bank angle by means of the rudder.

3. Bank angle: not more than 30° during turning.

4. Land as soon as practical.

Perform approach and landing only in cruise configuration (Flap 0°).

CAUTION Perform approach and landing with crosswind trend type landing.

LOSS OF RUDDER CONTROL

In case of loss of pilot side rudder control (disconnected or jammed), apply following proce-
dure.

1. Continue flight at the speed of 80 - 85 KIAS due to the aircraft weight in cruise
configuration.

2. Control airplane bank angle by means of ailerons.

3. Bank angle: not more than 30° during turning.

4. Land as soon as practical.

Perform approach and landing only in cruise configuration (Flap 0°).

CAUTION Perform approach and landing with crosswind trend type landing.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-10

ONE ENGINE INOPERATIVE PROCEDURES

The ineffectiveness of one engine results in an asymmetric traction
NOTE condition which tends to yaw and to bank the aircraft. In this condi-
tion it is essential to maintain the direction of flight compensating
the lower traction through the operating engine and counteracting
the yawing effects through the use of pedals and rudder trim. To im-
prove the efficiency, it is preferred to bank the aircraft to the side of
the operating engine by about 5°.

Depending upon the circumstances that may arise, apply the emer-
gency procedure as below.

CHARACTERISTIC AIRSPEEDS WITH ONE ENGINE INOPERA-

TIVE

In case of one engine inoperative condition, pilot shall take into account the air-
speeds shown below:

Speed
Conditions
(KIAS)
Minimum aircraft control speed with one engine inoperative and
62
flaps set to T.O. (VMC)

Best rate-of-climb speed with flaps set to T.O. (VY) 70

80 (1180kg)
Best rate-of-climb speed with one engine inoperative with flaps set
78 (1080kg)
to 0° (VYSE)
75 (980kg)

NOTE Perform approach and landing only with flap set at 0°.

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Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-11

INFLIGHT ENGINE RESTART

It is preferred to restart the engine at an altitude below 4000ft

NOTE and at the suggested speed of 80 KIAS or more

1. Carburettor heat ON if required

2. Electrical fuel pump ON
3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. Ignition BOTH ON
7. Operating engine Throttle Lever IDLE (only if practical)
8. Stopped engine Throttle Lever IDLE
9. Stopped engine Propeller Lever FULL FORWARD
10. Start push-button PUSH
11. Propeller Lever SET at desired rpm
12. FIELD ON
13. Engine throttle levers SET as required

NOTE If the fuel quantity in the tank which feeds the stopped engine is low,
select the opposite side fuel tank by means of the fuel selector.

NOTE After starter engagement during in-flight engine restart, PFD indica-
tion may be temporarily lost. PFD Attitude recovery can last up to 3-
4 minutes. During attitude recovery it is necessary to maintain level
straight-line flight.

In case of unsuccessful engine restart:

1. SECURE engine (see engine securing procedure on Para. 5)

2. Land as soon as practical applying one engine inoperative landing procedure. See
Para. 8.6

In case of successful engine restart:

1. Land as soon as practical

After engine restart, if practical, moderate propeller rpm to al-

CAUTION
low the temperatures for stabilizing in the green arcs.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-12

LANDING EMERGENCIES

LANDING WITHOUT ENGINE POWER

Landing on the Airfield

Both engines failure condition requires both propellers feath-
ered and aircraft attitude set to maximum efficiency until the
CAUTION
selection of the field, on which to perform an emergency land-
ing, is made.
1. Airspeed (VY+4kts) 84 KIAS (1180kg)
82 KIAS (1080kg)
79 KIAS (980kg)
2. Flaps Only 0°
3. Landing gear control lever DOWN

To shorten the landing gear extension time, evaluate the possi-

bility to use the emergency extension control. In this way the
CAUTION
time required to complete the extension is shorter by about 8
sec.

4. Select landing field (check for obstacles and wind)

5. Safety belts FASTEN
Before touch down
6. Fuel Selector BOTH OFF
7. Electrical fuel pump BOTH OFF
8. Ignitions ALL OFF
9. MASTER SWITCHES ALL OFF

Emergency Landing outside of airfield shall be performed with land-

ing gear retracted and starting flaps extension in FULL configura-
WARNING
tion at 50 ft of altitude. To reach the maximum gliding distance at the
optimal airspeed above mentioned, and to reduce the loss of altitude
during a 180° turn, turn with 30° bank angle.
The distance covered in correspondence of the optimal speed VY is
NOTE about 4000 meters by 1000ft of altitude.
The loss of altitude, when a 180° turn is performed with bank angle
NOTE of 30°, is about 200ft in correspondence of VY.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-13

NORMAL OPERATIONS

COLD WEATHER OPERATIONS

If the aircraft is operated in cold weather conditions (from -25ºC till -5ºC) it is neces-
sary to perform following procedures:

- Heat the cabin to +25ºC to avoid windshield frost in flight

- Heat the engines with external source to + 20º C
- Check the pressure in hydraulic system, recharge if necessary

AIRSPEEDS FOR NORMAL OPERATIONS

The following airspeeds are those which are significant for normal operations.
FLAPS 1180kg (2600lb)
Rotation Speed (in takeoff, VR) T/O 64 KIAS
Speed over a 15 meters obstacle (Vobs) Take Off T/O 70 KIAS
Best Angle-of-Climb Speed (VX) 0° 80 KIAS
Best Rate-of-Climb speed (VY) 0° 80 KIAS
Approach speed T/O 90 KIAS
Speed over a 15 meters obstacle (Vobs) Landing T/O 70 KIAS
Final Approach Speed FULL 70 KIAS
Manoeuvring speed (VA) 0° 118 KIAS

Never Exceed Speed (VNE) 0° 167 KIAS

For training purposes, keep speed above following reference data before setting
one engine to zero thrust condition (i.e. propeller lever full forward and throttle
lever set at 15 mmHg MAP):

Safe single engine speed with flaps T/O (VSSE) 70 KIAS

Safe single engine speed with flaps 0° (VSSE) 80 KIAS (1180kg)
78 KIAS (1080kg)
75 KIAS (980kg)

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-14

AIRCRAFT WALK-AROUND

In addition to the aircraft walk-around checklist reported on basic AFM, Section

4, perform following checks:

Left and right wing leading edge Check stall strip.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-15

COCKPIT INSPECTIONS
Make sure that passengers are familiar with the safety belts and emer-
gency exits employment and that they do not smoke on board. Passengers
NOTE boarding, paying attention to the propeller disc, is under the pilot’s re-
sponsibility.

Clean the displays using a clean, lint-free cloth and an eyeglass lens
cleaner that is specified as safe for anti-reflective coatings. Cleaners con-
CAUTION
taining ammonia will harm the anti-reflective coating.

1. Parking brake CHECK ENGAGED

2. AFM and Garmin Pilot’s Guide CHECK on board
3. Weight and balance CHECK if within the limits
4. Flight controls Remove seat belt used as lock
5. PFD and MFD CHECK clean and set altitude displaying
in meters (see G950 Pilot’s Guide)
6. Seat Adjust as required
7. Seat belt Fastened
8. Passenger briefing Completed
9. Doors CLOSED AND LOCKED
10. Landing gear control lever CHECK DOWN
11. Breakers All ON
12. MASTER SWITCH ON
13. Fuel quantity CHECK
14. RH fuel selector RIGHT
15. LH fuel selector LEFT
16. RH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
17. RH Electrical Fuel pump OFF, check pressure decreased at zero
18. LH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
19. LH Electrical Fuel pump OFF, check pressure decreased at zero
20. Strobe light ON
21. Landing gear lights TEST
22. ELT CHECK set to ARM
23. Fire detector TEST
24. Engine levers friction Adjust if required
25. Flight controls CHECK free
26. Alternate static port CHECK closed
27. Cabin heat CLOSED
28. Flaps Operate control to FULL position, veri-
fying extension. Then retract flaps.
29. Pitch trim control Set to neutral position.
30. Rudder trim control Set to neutral position.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-16

TAKEOFF AND CLIMB

1 Call TWR for takeoff

2 Check for clear final and wind on run- Direction and intensity
way
3 LH and RH Electrical Fuel pump BOTH ON
5 Carburettors heat CHECK OFF
8 LH and RH Propeller Lever FULL FORWARD
9 LH and RH Throttle Lever FULL THROTTLE (about 2400  100
propeller rpm)
10 Engines instruments Parameters within green arcs
11 Rotation speed Vr = 64 KIAS
12 Rotation and takeoff
13 Apply slightly brakes to stop wheel
spinning
14 Landing gear control knob UP: check green lights and TRANS
light turned OFF
15 Speed over obstacle 70KIAS
16 Flaps 0° at 300 ft (AGL)
21 Landing and taxi lights OFF
17 Establish climb rate Above 80 KIAS
18 Trim adjustment
19 LH and RH Propeller Lever Set at 2250 rpm (after reaching safe al-
titude)
20 LH and RH Electrical Fuel pump BOTH OFF

CRUISE
Flights in the CIS airspace are allowed only along the routes with continuous ATC
monitoring using RBS mode in VHF covering zones.

1 Reach cruise altitude

2 Set throttle and rpm as required for the cruise
3 LH and RH Propeller Lever SET to 1900-2400 rpm
4 Trim As required
5 Engine parameters check (LH and RH)
 Oil temperature: 90°110 ° C.
 CHT: 90°  110 °C
 Oil pressure: 2 - 5 bar.
 Fuel pressure: 2.2 – 5.8 psi (0.15 - 0.40 bar)

6 Carburettor heat as needed (see also instructions addressed on Section 3)

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-17

BALKED LANDING

1 LH and RH Throttle Lever FULL THROTTLE

2 LH and RH Propeller Lever FULL FORWARD
3 Speed Over 70 KIAS
4 Flaps T/O
5 Landing gear UP
6 Carburettor heat CHECK OFF
7 LH and RH Electrical Fuel pump CHECK ON

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-18

PERFORMANCES

TAKEOFF PERFORMANCES
Takeoff ground roll
CONDITIONS:
 Flaps: T/O
 Throttle levers: FULL FORWARD
 Runway: paved

Figure 1 - Takeoff ground roll

In case of headwind, the takeoff run decreases by 2.5m for each

NOTE knot of wind (8 ft/kt).
In case of tailwind, the takeoff run increases by 10m for each
knot of wind (33 ft/kt).

Measurement distances for short grass (less than 2 inches) must be increased of 10%
Measurement distances for high grass (more than 2 inches) must be increased of 15%
A rising runway with a gradient of 1% causes an acceleration decreasing of the
same intensity and, consequently, the takeoff run increases by 5%.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-19

Takeoff distance
CONDITIONS:
 Flaps: T/O
 Throttle levers: FULL FORWARD
 Runway: paved

Figure 2 - Takeoff distance (50 ft. Obs)

In case of headwind, the takeoff run decreases by 4m for each

NOTE knot of wind (13 ft/kt).
In case of tailwind, the takeoff run increases by 14m for each
knot of wind (40 ft/kt).
Take off roll measurement distances for short grass (less than 2 inches) must be
increased of 10%
Take off roll measurement distances for high grass (more than 2 inches) must be
increased of 15%
A rising runway with a gradient of 1% causes a takeoff run increasing by about
4%.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-20

CLIMB PERFORMANCE (ONE ENGINE INOPERATIVE)

CONDITIONS:
 AC Clean configuration
 One engine inoperative
 Max Cont. Power – Airspeed:
Weight VSSE
[kg] [KIAS]

1180 80
1080 78
980 75

Figure 3 – Rate of Climb (one engine inoperative)

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-21

WEIGHT AND BALANCE

For weight and balance, make reference to Section 6 of this Manual.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-22

SYSTEMS
INSTRUMENTS PANEL

16

17

56
15
14
13

18
12
11

40
9 10

19
20
8

21
22
7

24 23
6

25
5

26

27
28
29
3

30
4

31
32
37 35 33
36 34
39 38
2

41 43 42
1

57
44
48 47 46 45
55
54
53

52

49
51

50

Instruments panel (typical layout)

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-23

Item Description

1 GDU 1040 (PFD)

2 GMA 1347
3 Compass
4 A/P Programmer/Computer
5 GDU 1040 (MFD)
6 LH fuel quantity indicator
7 LH R.P.M.
8 Dual M.A.P. indicator
9 RH R.P.M.
10 RH fuel quantity indicator
11 LH CHT
12 RH CHT
13 LH Oil Temperature
14 RH Oil Temperature
15 LH oil pressure
16 RH oil pressure
17 RH breakers panel
18 RH ram air inlet
19 Instruments light switch
20 Strobe light switch
21 Navigation light switch
22 Taxi light switch
23 Landing light switch
24 Position flaps indicator
25 RH fuel pressure
26 LH fuel pressure
27 Flap switch
28 Standby Altimeter
29 Standby Attitude indicator

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G7-24

Item Description
30 RH Cross bus switch
31 RH Field
32 LH Cross bus switch
33 Master switch
34 RH Avionic switch
35 LH Field
36 LH Avionic switch
37 Standby Airspeed indicator
38 Side slip indicator
39 LG control knob
40 Voltammeter Indicator
41 ADF control panel
42 Cockpit light dimmer
43 Cabin heat (warm air from RH engine)
44 Avionics lights dimmer
45 Cabin heat (warm air from LH engine)
46 LH ram air inlet
47 Trim rudder indicator
48 Switches built-in lights dimmer
49 ELT Indicator
50 RH breakers panel
51 Pitch trim indicator
52 Pitot heat switch
53 A/P Master switch
54 A/P trim master switch
55 Fire Detector push-to-test
56 LH/RH Ammeter selector switch
57 Chronometer

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
 Page G8-1

SUPPLEMENT NO. G8

BRAZILIAN AIRCRAFT FLIGHT MANUAL SUPPLEMENT

(EASA APPROVED)

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-2

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev or Under DOA
page Revision DO OoA HDO Privileges
0 - See Note (*)

Note (*): this Supplement has been originally issued on 4 March 2011, after EASA Third Country Validation
process completion.

List of Effective Pages

Page Revision Page Revision

G8-1 Rev 0 G8-6 Rev 0
G8-2 Rev 0 G8-7 Rev 0
G8-3 Rev 0 G8-8 Rev 0
G8-4 Rev 0 G8-9 Rev 0
G8-5 Rev 0 G8-10 Rev 0

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-3

TABLE OF CONTENTS

INTRODUCTION ...................................................................................................... 4

GENERAL ................................................................................................................ 4

LIMITATIONS .......................................................................................................... 5
Approved fuel ......................................................................................................... 5
VHF/COMM system ................................................................................................. 5
GPS systems .......................................................................................................... 6
GPS operation (for airplanes with autopilot installed) ........................................... 6
GPS operation (for airplanes without autopilot installed) ...................................... 7
WAAS and SBAS functionalities: ............................................................................ 7
Placards in portuguese .......................................................................................... 8

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-4

INTRODUCTION

This supplement applies for Brazilian registered aircraft.

GENERAL

Information contained herein complements the basic information in the EASA Ap-
proved Aircraft Flight Manual when the aircraft is registered in Brazil.

For limitations, procedures, and performance information not contained in this Sup-
plement, refer to the basic Aircraft Flight Manual.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-5

LIMITATIONS

APPROVED FUEL

APPROVED FUEL: AVGAS 100 LL (ASTM D910)

Use of automotive gasoline (MOGAS) is not allowed for op-

CAUTION eration in Brazil.

Use of Aviation Fuel Avgas 100LL results in greater wear of

valve seats and greater combustion deposits inside cylinders
CAUTION
due to higher lead content. Make reference to Rotax Mainte-
nance Manual who provides dedicated checks due to the pro-
longed use of Avgas.

VHF/COMM SYSTEM

When operating the VHF/COMM system in Brazilian air space, the selection of the
channel spacing of 8.33 kHz can cause the loss of communication with the Air Traffic
Control (ATC).

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-6

GPS SYSTEMS

GPS OPERATION (FOR AIRPLANES WITH AUTOPILOT IN-

STALLED)

- Use of GPS for precision approach navigation mode is not allowed.

- Use of GPS is prohibited as primary means for navigation. GPS is approved as

supplemental means for navigation;

- Navigation using of the GPS system as the source of information is limited to

IFR en route, terminal area and non-precision approach mode;

- During IFR in terminal area or non-precision approach using GPS, autopilot or

flight director must be coupled to GPS.

- If RAIM function becomes unavailable in “en route” phase of flight, position

must be verified every 15 minutes using other IFR approved navigation system;

- During IFR in terminal area or non-precision approach using GPS, in case RAIM
function becomes unavailable, the GPS navigation must be discontinued;

- Before an IFR non-precision approach using GPS, the availability of the RAIM
function must be checked to the time and place predicted (RAIM prediction). If
predicted the unavailability of the RAIM function, navigation must be planned
with others approved navigation systems;

- Before a non-precision approach using GPS, the database information must be

compared with that in the approach chart, including transitions, position and alti-
tude of waypoints;

- IFR non-precision approach using GPS must be based on the approved proce-
dures of the equipment database. It cannot be done based on data manually in-
cluded.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-7

GPS OPERATION (FOR AIRPLANES WITHOUT AUTOPILOT IN-

STALLED)

- Use of GPS for precision approach navigation mode is not allowed.

- Use of GPS is prohibited as primary means for navigation. GPS is approved as

supplemental means for navigation;

- Use of GPS is prohibited for IFR in terminal area or in non-precision approach

operations;

- If RAIM function becomes unavailable in en route phase of flight, position must

be verified every 15 minutes using other IFR approved navigation system.

WAAS AND SBAS FUNCTIONALITIES:

The WAAS and SBAS functionalities are not available in Brazil and these func-
tions are not tested or approved in Brazilian air space.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-8

PLACARDS IN PORTUGUESE

Description Placard Place

Smoking ban Instruments panel,
right side

Engine oil On the engine na-

level and speci- celle, in correspon-
fications dence of the engine
oil reservoir access
door

Fuel type and In correspondence

quantity of each fuel tank
filler cap.

Baggage com- Baggage compart-

partment ca- ment (vertical
pacity panel)

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-9

Description Placard Place

Ditching emer- Ditching emer-
gency exit: gency exit handle:
opening in- external side
structions

Ditching emer- Ditching emer-

gency exit: gency exit handle:
opening in- internal side
structions

Door locking Main door and

system: by- emergency exit:
pass instruc- external side
tions

Door locking Main door and

system: by- emergency exit: in-
pass instruc- ternal side
tions

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G8-10

Description Placard Place

Main door: exit Main door, internal
instructions side

Emergency exit Emergency exit:

label internal and exter-
nal side

Towing maxi- Nose landing gear

mum turning front door
angle

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G8 – BRAZILIAN AFMS
 Page G9-1

SUPPLEMENT NO. G9

CHINESE AIRCRAFT FLIGHT MANUAL SUPPLEMENT

(EASA APPROVED)

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-2

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev or Under DOA
page Revision DO OoA HDO Privileges
P. Violetti Third Country
0 - First issue M. Oliva L. Pascale
Validation

List of Effective Pages

Page Revision Page Revision

G9-1 Rev 0 G9-7 Rev 0
G9-2 Rev 0 G9-8 Rev 0
G9-3 Rev 0 G9-9 Rev 0
G9-4 Rev 0 G9-10 Rev 0
G9-5 Rev 0 G9-11 Rev 0
G9-6 Rev 0 G9-12 Rev 0

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-3

TABLE OF CONTENTS

INTRODUCTION ...................................................................................................... 4
GENERAL ................................................................................................................ 4
LIMITATIONS .......................................................................................................... 5
Approved fuel ......................................................................................................... 5
Placards in Chinese ............................................................................................... 6
NORMAL OPERATIONS ......................................................................................... 10
Cold weather operations ...................................................................................... 10

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-4

INTRODUCTION

This supplement applies for Chinese registered aircraft.

GENERAL

Information contained herein complements the basic information in the EASA Ap-
proved Aircraft Flight Manual when the aircraft is registered in China.

For limitations, procedures, and performance information not contained in this Sup-
plement, refer to the basic Aircraft Flight Manual.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-5

LIMITATIONS

APPROVED FUEL

- MOGAS compliant with PRC National Standard GB17930-2006 - Octane Rat-

ing (RON) 97
- MOGAS ASTM D4814
- MOGAS EN 228 Super/Super plus (min. RON 95)
- AVGAS 100 LL (ASTM D910)

Prolonged use of Aviation Fuel Avgas 100LL results in

greater wear of valve seats and greater combustion deposits
CAUTION
inside cylinders due to higher lead content. It is therefore
suggested to avoid using this type of fuel unless strictly nec-
essary. Make reference to Rotax Maintenance Manual who
provides dedicated checks due to the prolonged use of Avgas.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-6

PLACARDS IN CHINESE

Description/Place Placard Chinese

Smoking ban. 禁止吸烟

Instruments panel,
right side

Engine oil level and 滑油箱

specifications. 检查油位
滑油油位 最大 3Lt
On the engine nacelle, OK 最低 2Lt
in correspondence of
the engine oil reser- 滑油油位超出限制时，禁止飞行。
voir access door

只允许使用API规定的或更高级别的滑油。

Fuel type and quanti- GB17930 97号车用汽油–ASTM

ty. D4814车用汽油
In correspondence of 航空汽油 100LL（ASTM D910）
each fuel tank filler
cap.

97升（25.6 U.S. 加仑）

合计可用容量
Baggage compartment 最大行李载荷
capacity. 80kg/176磅
最大规定压强
Baggage compartment 0.9 kg/dm2-19lbs/sqft
(vertical panel)
飞行前用行李网固定行李。

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-7

Description/Place Placard Chinese

Ditching emergency 水上迫降应急出口
exit: opening instruc-
tions. 1、旋转。
2、平稳向外推。
Ditching emergency
exit handle: internal
side

Ditching emergency 水上迫降应急出口

exit: opening instruc-
tions. 1、旋转。
2、平稳向内拉。
Ditching emergency
exit handle: external
side

Door locking system: 应急通道

by-pass instructions. 1、按住红色扭。
2、用把手打开门。
Main door and emer-
gency exit: external
side

Door locking system: 应急出口

by-pass instructions. 1、按住红色扭。
2、用把手打开门。
Main door and emer-
gency exit: internal
side

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-8

Description/Place Placard Chinese

Main door: exit in- 警告
structions. 打开门，向飞机前方撤离前，确认螺旋桨
已经停止转动。
Main door, internal
side
Emergency exit label. 应急出口

Emergency exit: inter-

nal and external side

Maximum steering 注意
angle. 牵引最大转弯角度：中立两侧20度。

Front of the aircraft.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-9

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-10

NORMAL OPERATIONS

COLD WEATHER OPERATIONS

Engine cold weather operation

Refer to Rotax 912 Series Operators Manual, last issue, providing instructions for
operating media (lubricant and coolant specifications) to be used in cold weather
operation.

Parking
When the airplane is parked in cold weather conditions and it is expected to be
soaked at temperatures below freezing, some precautions need to be taken.
Clear snow, slush, and ice in the parking area, or at least clear the area around the
tires to prevent them from freezing to the ground. Apply plugs on Pitot and static
ports.
The exposed airframe parts should be protected, especially the engines, the
wheels, the blades and the gears against the snow or ice accumulation. Water and
other freezable liquids should be removed from the airplane.
Standing water that could freeze should be removed from critical parts, as flaps
and ailerons hinges, trim tabs hinges, drain points, LG doors, cabin doors etc.
With an ambient temperature of below -20°C, remove battery and store in a warm
dry place; additionally in order to prevent a heavy discharge and to increase the
battery life time, it is recommended to use an external power source for engine
starting at temperatures lower than –15°C.
When wheel brakes come in contact with ice, slush, or snow with freezing condi-
tions, the brake disk may freeze: park the aircraft with parking brake control knob
in OFF position and ensure the aircraft is properly chocked and moored.
In any case, when the probability of ice, snow, or heavy frost is forecast, the use of
a hangar is strongly recommended.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-11

Preflight

WARNING
Flight in expected and/or known icing conditions is forbidden.

An external inspection of the aircraft is performed before each flight, as prescribed

on Section 4. For cold weather operations, the crew must focus on the check of
following parts of airplane (free of snow/ice/standing water).

 control surfaces
 fuselage
 wings
 vertical and horizontal stabilator
 stall warning switch
 engine inlets
 engines draining points
 propeller blades
 LG doors
 Pitot, and static ports
 fuel tank vents

Tires show low pressure in cold weather: the required adjustments to inflation
pressure should be performed on tires cooled to ambient temperature.
If the crew detects ice, anti icing products are not allowed. To remove ice, tow the
aircraft in the hangar and operate with a soft brush or a humid cloth.

Removal of snow/ice accumulations is necessary prior to takeoff

WARNING
because they will seriously affect airplane performance. Aircraft
with ice/snow accumulation are forbidden to flight.

If the aircraft must be operated in cold weather conditions within the range -25ºC
to -5ºC, it is suggested to perform following procedure in order to speed up the
engine warm-up:
 Tow the airplane in a warm hangar (at temperature more then -5ºC).
 Let airplane temperature stabilize.
 Heat the cabin at a suitable value for crew comfort: an electrical fan heater
can be used inside the cabin.
 Tow airplane outside and perform engine starting.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G9-12

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G9 – CHINESE AFMS
 Page G10-1

SUPPLEMENT NO. G10 – INCREASED MTOW (1230 KG)

RECORD OF REVISIONS

Tecnam Approval EASA Approval Or

Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
-
0 -- New Edition D. Ronca C. Caruso M. Oliva
Approved under the au-
Amend of Cruise performances thority of DOA,
1 SW5-16 table
D. Ronca C. Caruso M. Oliva
ref. EASA.21J.335
(MOD2006/290.170316)

4th Edition, Rev. 1

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10-2

LOEP

Page Revision
Cover pages G10-1 thru 2 Rev 1
G10-3 thru 12 Rev 0
Section 2 SW2- 5 Rev 0
SW2-6 Rev 0
SW2-7 Rev 0
SW2-8 Rev 0
SW2-15 Rev 0
SW2-16 Rev 0
SW2-21 Rev 0
SW2-22 Rev 0
Section 5 SW5-1 Rev 0
SW5-2 thru 4 Rev 0
SW5-5 Rev 0
SW5-6 Rev 0
SW5-7 thru 9 Rev 0
SW5-10 thru 15 Rev 0
SW5-16 Rev 1
SW5-17 thru 22 Rev 0

4th Edition, Rev. 1

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10-3

INTRODUCTION

This Supplement applies to aircraft equipped with Garmin G950 Integrated Flight
Deck System (Design Change MOD 2006/002).

It contains supplemental information to perform Increased Maximum Takeoff

Weight (1230 kg) operations when the Tecnam Service Bulletin SB 077-CS or
Design Change MOD 2006/015 has been embodied on the airplane.

The information contained herein supplements or supersedes the basic Aircraft

Flight Manual or the Supplement G1, as applicable: detailed instructions are
provided to allow the owner for replacing the Basic AFM/Supplement G1 pages
containing information amended as per the Increased MTOW Design Change in
subject.

It is the owner’s responsibility to replace the mentioned pages in accordance

with the instructions herein addressed section by section.

IMPORTANT
The owner has to apply the instructions reported on Supplement G1, then
those herein reported.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10-4

Supplement G10: pages replacement instructions

SECTION 1 - GENERAL

See Section 1 of the Basic Manual

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10-5

Supplement G10: pages replacement instructions

SECTION 2 - LIMITATIONS

Make sure you first applied instructions reported on Supplement G1,

Section 2 Limitations

Apply following pages replacement procedure:

Supplement G10 – Supplement G1

LIMITATIONS page Section 2 page
SW2-5 REPLACES Page 2-5 of Basic AFM, Section 2
SW2-6 REPLACES Page 2-6 of Basic AFM, Section 2
SW2-7 REPLACES Page S2-7 of Supplement G1, Section 2
SW2-8 REPLACES Page S2-8 of Supplement G1, Section 2
SW2-15 REPLACES Page 2-15 of Basic AFM, Section 2
SW2-16 REPLACES Page 2-16 of Basic AFM, Section 2
SW2-21 REPLACES Page S2-21 of Supplement G1, Section 2
SW2-22 REPLACES Page S2-22 of Supplement G1, Section 2

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10-6

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 GARMIN G950 IFDS – Increased MTOW (1230 kg)
Page SW2-5

2 SPEED LIMITATIONS
The following table addresses the airspeed limitations and their operational signif-
icance:

SPEED KIAS KCAS REMARKS

VNE Never exceed speed 171 172 Do not exceed this speed in
any operation.
VNO Maximum Structural Cruising 138 136 Do not exceed this speed
Speed except in smooth air, and
only with caution.
VA Design Manoeuvring speed 122 119 Do not make full or abrupt
control movement above
this speed, because under
VO Operating Manoeuvring speed certain conditions the air-
craft may be overstressed
by full control movement.
VLE Maximum Landing Gear ex- 93 93 Do not exceed this speed
tended speed with the landing gear ex-
tended.
VLO Maximum Landing Gear op- 93 93 Do not exceed this speed
erating speed when operating the landing
gear.
VFE Maximum flaps 93 93 Do not exceed this speed
FULL
extended speed for indicated flaps setting.
T.O. 122 119
VMC Aircraft minimum control 62 62 Do not reduce speed below
speed with one engine inoper- this value in event of one
ative engine inoperative condi-
tion.

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
SPEED LIMITATIONS
 GARMIN G950 IFDS – Increased MTOW (1230 kg)
Page SW2-6

INTENTIONALLY LEFT BLANK

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
 GARMIN G950 IFDS – Increased MTOW (1230 kg)
Page SW2-7

3 AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their colour code are explained in the following
table.

MARKING KIAS EXPLANATION

White band 54-93 Lower limit is VSO, upper limit is the maxi-
mum allowable speed with flaps extended in
FULL position.
Red line 62 Minimum aircraft control speed with one en-
gine inoperative and flaps set to T.O.
Green band 66-138 Normal aircraft operating range (lower limit
is VS1, stall speed in “clean” configuration,
and upper limit is the maximum structural
cruise speed VNO).
Blue line 84 Best rate-of-climb speed with one engine in-
operative at sea level.
Yellow band 138-171 Speed range where manoeuvres must be con-
ducted with caution and only in smooth air.
Red line 171 Maximum speed for all operations.

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
AIRSPEED INDICATOR MARKINGS
 GARMIN G950 IFDS – Increased MTOW (1230 kg)
Page SW2-8

INTENTIONALLY LEFT BLANK

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
 GARMIN G950 IFDS – Increased MTOW (1230 kg)
Page SW2-15

14 WEIGHTS

Condition Weight
Maximum takeoff weight 1230 kg 2712 lb
Maximum landing weight 1230 kg 2712 lb
Maximum zero wing fuel weight 1195 kg 2635 lb

NOTE Refer to Para. 21.4 of this AFM Section for baggage loading limitations.

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
WEIGHTS
GARMIN G950 IFDS – Increased MTOW (1230 kg)
Page SW2-16

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 2 – Limitations
 GARMIN G950 IFDS – Increased MTOW (1230 kg)
Page SW2-21

21. LIMITATIONS PLACARDS

Hereinafter the placards, related to the operating limitations and installed on

P2006T, are reported.

21.1. SPEED LIMITATIONS

On the left side instrument panel, the following placards reporting the speed limi-
tations are placed:

Speed limitations placard for MTOW @1230 kg (2712 lb)

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
LIMITATIONS PLACARDS
 GARMIN G950 IFDS – Increased MTOW (1230 kg)
Page SW2-22

21.2. OPERATING LIMITATIONS

On the instrument panel, it is placed the following placard reminding the ob-
servance of aircraft operating limitations; make reference to Para. 22 for the list of
equipment required on board to allow flight operations in VFR Day, VFR Night,
IFR Day and IFR Night conditions.

This A/C can be operated only in normal category

DAY-NIGHT-VFR-IFR (with required equipment) in
non-icing conditions. All aerobatics manoeuvres in-
cluding spinning are prohibited. For operational lim-
itations refer to FLIGHT MANUAL

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
LIMITATIONS PLACARDS
 Page G10-7

Supplement G10: pages replacement instructions

EMERGENCY PROCEDURES

Apply following instruction:

Section 3 - EMERGENCY PROCEDURES pages as per

Supplement G1 Instructions are still valid

Because of MTOW increase, the best rate-of-climb speed with

one engine inoperative (VYSE) is 84 KIAS. Refer to “Characteris-
NOTE
tic airspeeds with one engine inoperative” table reported on
basic AFM Section 3.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10-8

Supplement G10: pages replacement instructions

NORMAL PROCEDURES

Apply following instruction:

Section 4 - NORMAL PROCEDURES pages as per Supplement G1 instructions

are still valid

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10-9

Supplement G10: pages replacement instructions

PERFORMANCES

Apply following instruction:

Supplement G10 – PERFORMANCES pages replace

basic AFM Section 5 as a whole.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10-10

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 1

SECTION 5 - PERFORMANCES

INDEX

1. Introduction ........................................................................................................ 2
2. Use of performances charts ............................................................................... 2
3. Airspeed indicator system calibration ............................................................... 3
4. ICAO Standard Atmosphere ................................................................................ 4
5. Stall speed .......................................................................................................... 5
6. Crosswind ........................................................................................................... 6
7. Takeoff performances ......................................................................................... 7
8. Take-off Rate of Climb at Vy ..............................................................................10
9. Take-off Rate of Climb at Vx ..............................................................................11
10. Enroute Rate of Climb at Vy ...............................................................................12
11. Enroute Rate of Climb at Vx ...............................................................................13
12. One-Engine Rate of Climb at VySE .......................................................................14
13. One-Engine Rate of Climb at VxSE.......................................................................15
14. Cruise performances..........................................................................................16
15. Landing performances .......................................................................................19
16. Balked landing climb gradient ...........................................................................22
17. Noise data ..........................................................................................................22

4th Edition, Rev. 0

Section 5 - Performances
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 2

1. INTRODUCTION
This section provides all necessary data for an accurate and comprehensive plan-
ning of flight activity from takeoff to landing.
Data reported in graphs and/or in tables were determined using:
 “Flight Test Data” under conditions prescribed by EASA CS-23 regulation
 aircraft and engine in good condition
 average piloting techniques

Each graph or table was determined according to ICAO Standard Atmosphere

(ISA - s.l.); evaluations of the impact on performances were carried out by theoret-
ical means for:
* airspeed
* external temperature
* altitude
* weight
* runway type and condition

2. USE OF PERFORMANCES CHARTS

Performances data are presented in tabular or graphical form to illustrate the effect
of different variables such as altitude, temperature and weight. Given information
is sufficient to plan the mission with required precision and safety.
Additional information is provided for each table or graph.

4th Edition, Rev.0

Section 5 - Performances
INTRODUCTION
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 3

3. AIRSPEED INDICATOR SYSTEM CALIBRATION

Graph shows calibrated airspeed VCAS as a function of indicated airspeed VIAS.

Figure 1 - IAS/CAS chart

Example:
Given Find
KIAS 75 KCAS 74

4th Edition, Rev.0

Section 5 - Performances
AIRSPEED INDICATOR SYSTEM CALIBRATION
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 4

4. ICAO STANDARD ATMOSPHERE

c.δA=2250 ft

A.δA=1600 ft

B. °C

Figure 2 – ICAO chart

Examples:
Given Find
a. Temperature = 20°C
c. Corresponding Density Altitude = 2250’
b. Pressure altitude = 1600’

Given Find
A. Pressure altitude = 1600’
B. ISA Air Temperature = 12°C
ISA condition

4th Edition, Rev.0

Section 5 - Performances
ICAO STANDARD ATMOSPHERE
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 5

5. STALL SPEED

Weight: 1230 kg (2712 lb)

Throttle Levers: IDLE
Landing Gear: Down
CG: Most Forward (16.5%)
No ground effect

BANK
STALL SPEED
WEIGHT
ANGLE FLAPS 0° FLAPS T/O FLAPS FULL
[kg] [deg] KIAS KCAS KIAS KCAS KIAS KCAS
0 66 65 59 57 54 55
15 67 66 58 58 55 56
1230 30 71 70 61 61 59 59
(FWD C.G.)
45 79 78 68 68 65 65
60 95 93 83 81 79 78

NOTE Altitude loss during conventional stall recovery, as demonstrated

during flight tests is approximately 250 ft with banking below 30°.

4th Edition, Rev.0

Section 5 - Performances
STALL SPEED
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 6

6. CROSSWIND
Maximum demonstrated crosswind is 17 Kts
 Example:
Given Find
Wind direction (with respect to air- Headwind = 17.5 Kts
craft longitudinal axis) = 30°

Wind speed = 20 Kts Crosswind = 10 Kts

Figure 3 – Crosswind diagram

4th Edition, Rev. 0

Section 5 - Performances
CROSSWIND
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 7

7. TAKEOFF PERFORMANCES

Weight = 1230 kg (2712 lb)

Corrections
Flaps: T/O Headwind: - 2.5m for each kt (8 ft/kt)
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward
Runway slope: + 5% to Ground Roll for each +1%
Runway: Grass
Pressure Distance [m]
A l ti tude Temperature [°C]
[ft] -25 0 25 50
ISA
Ground Roll 207 263 328 401 301
S.L.
At 50 ft AGL 271 345 429 525 394
Ground Roll 231 294 366 447 330
1000
At 50 ft AGL 303 385 479 586 432
Ground Roll 258 328 409 500 362
2000
At 50 ft AGL 338 430 535 654 474
Ground Roll 289 367 457 559 398
3000
At 50 ft AGL 378 480 598 731 521
Ground Roll 323 411 511 625 438
4000
At 50 ft AGL 423 537 669 818 573
Ground Roll 362 460 572 700 481
5000
At 50 ft AGL 473 602 749 916 630
Ground Roll 405 515 642 785 530
6000
At 50 ft AGL 531 675 840 1027 694
Ground Roll 455 578 720 880 584
7000
At 50 ft AGL 595 757 942 1152 765
Ground Roll 511 650 809 989 645
8000
At 50 ft AGL 669 850 1059 1295 844
Ground Roll 575 730 909 1112 712
9000
At 50 ft AGL 752 956 1190 1456 932
Ground Roll 647 822 1023 1252 786
10000
At 50 ft AGL 847 1076 1340 1638 1029

4th Edition, Rev. 0

Section 5 - Performances
TAKEOFF PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 8

Weight = 1080 kg (2381 lb)

Corrections
Flaps: T/O Headwind: - 2.5m for each kt (8 ft/kt)
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward
Runway slope: + 5% to Ground Roll for each
Runway: Grass +1 %
Pressure Distance [m]
A l ti tude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 148 188 234 286 215
S.L.
At 50 ft AGL 193 246 306 374 281
Ground Roll 165 210 261 319 235
1000
At 50 ft AGL 216 274 341 418 308
Ground Roll 184 234 291 356 258
2000
At 50 ft AGL 241 306 381 466 338
Ground Roll 206 262 326 398 284
3000
At 50 ft AGL 269 342 426 521 372
Ground Roll 230 293 364 446 312
4000
At 50 ft AGL 301 383 477 583 409
Ground Roll 258 328 408 499 343
5000
At 50 ft AGL 338 429 534 653 449
Ground Roll 289 368 457 559 378
6000
At 50 ft AGL 378 481 599 732 495
Ground Roll 324 412 513 628 417
7000
At 50 ft AGL 425 540 672 822 545
Ground Roll 364 463 577 705 460
8000
At 50 ft AGL 477 606 755 923 602
Ground Roll 410 521 648 793 508
9000
At 50 ft AGL 536 682 849 1038 664
Ground Roll 461 586 730 893 561
10000
At 50 ft AGL 604 767 955 1168 734

4th Edition, Rev. 0

Section 5 - Performances
TAKEOFF PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 9

Weight = 930 kg (2051 lb)

Corrections
Flaps: T/O Headwind: - 2.5m for each kt (8 ft/kt)
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward
Runway slope: + 5% to Ground Roll for each
Runway: Grass +1 %
Pressure Distance [m]
A l ti tude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 100 127 158 194 146
S.L.
At 50 ft AGL 131 167 207 254 190
Ground Roll 112 142 177 216 160
1000
At 50 ft AGL 146 186 231 283 209
Ground Roll 125 159 197 242 175
2000
At 50 ft AGL 163 208 258 316 229
Ground Roll 140 177 221 270 192
3000
At 50 ft AGL 183 232 289 353 252
Ground Roll 156 198 247 302 212
4000
At 50 ft AGL 204 260 323 395 277
Ground Roll 175 222 277 338 233
5000
At 50 ft AGL 229 291 362 443 305
Ground Roll 196 249 310 379 256
6000
At 50 ft AGL 257 326 406 496 335
Ground Roll 220 280 348 426 282
7000
At 50 ft AGL 288 366 455 557 370
Ground Roll 247 314 391 478 312
8000
At 50 ft AGL 323 411 512 626 408
Ground Roll 278 353 440 538 344
9000
At 50 ft AGL 364 462 575 704 450
Ground Roll 313 397 495 605 380
10000
At 50 ft AGL 409 520 648 792 498

4th Edition, Rev. 0

Section 5 - Performances
TAKEOFF PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 10

8. TAKE-OFF RATE OF CLIMB AT VY

Power Setting: Maximum Continuous Power
Flaps: Take-Off
Landing Gear: Up

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
A l ti tu de
Vy Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 86 1276 1088 920 768 985
2000 83 1133 948 783 634 873
4000 79 990 809 646 500 761
6000 76 848 670 510 366 649
1230
8000 73 707 531 374 233 537
10000 70 565 393 239 100 425
12000 67 425 256 104 -32 313
14000 64 285 118 -30 -164 201
S.L. 85 1507 1302 1119 954 1190
2000 82 1351 1150 970 808 1068
4000 79 1196 998 822 662 946
6000 76 1041 847 674 517 825
1080
8000 73 887 696 526 372 703
10000 69 734 546 379 228 581
12000 66 581 397 232 84 459
14000 63 428 248 86 -59 338
S.L. 85 1803 1575 1372 1189 1451
2000 82 1630 1406 1206 1026 1315
4000 79 1457 1238 1041 864 1180
6000 75 1286 1070 877 703 1045
930
8000 72 1114 902 713 542 909
10000 69 944 735 549 382 774
12000 65 774 569 387 222 639
14000 62 604 404 224 63 503

4th Edition, Rev. 0

Section 5 - Performances
TAKE-OFF RATE OF CLIMB AT VY
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 11

9. TAKE-OFF RATE OF CLIMB AT VX

Power Setting: Maximum Continuous Power
Flaps: Take-Off
Landing Gear: Up

Climb Rate of Climb at Vx [ft/min]

Pressure
Weight Speed
A l ti tu de
Vx Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 78 1214 1037 880 738 941
1000 76 1147 972 816 675 888
2000 75 1080 906 751 612 836
3000 74 1013 841 687 549 783
1230
4000 73 946 776 623 486 731
5000 72 879 710 560 424 678
6000 71 813 645 496 361 626
7000 70 746 580 432 299 574
S.L. 78 1283 1102 940 794 1002
1000 76 1214 1034 874 729 949
2000 75 1145 967 808 664 895
3000 74 1076 900 742 600 841
1080
4000 73 1008 833 676 535 787
5000 72 939 766 611 471 733
6000 71 871 699 545 407 679
7000 70 803 632 480 342 625
S.L. 78 1435 1243 1072 918 1138
1000 76 1362 1172 1002 849 1081
2000 75 1289 1101 932 780 1024
3000 74 1216 1030 863 712 967
930
4000 73 1144 958 793 644 910
5000 72 1071 888 724 576 853
6000 71 999 817 654 508 796
7000 69 927 746 585 440 739

4th Edition, Rev. 0

Section 5 - Performances
TAKE-OFF RATE OF CLIMB AT VX
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 12

10. ENROUTE RATE OF CLIMB AT VY

Power Setting: Maximum Continuous Power
Flaps: Up
Landing Gear: Up

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
A l ti tu de
Vy Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 84 1317 1135 973 827 1036
2000 83 1179 1000 841 697 928
4000 81 1041 865 709 568 819
6000 80 904 731 577 439 711
1230
8000 78 767 598 446 310 603
10000 77 631 464 316 182 495
12000 75 495 332 186 54 387
14000 73 360 199 56 -73 279
S.L. 83 1560 1360 1182 1022 1251
2000 82 1408 1212 1037 879 1132
4000 80 1257 1064 892 737 1014
6000 78 1106 917 748 595 895
1080
8000 76 956 770 604 454 776
10000 74 807 624 461 314 658
12000 72 657 478 318 173 539
14000 70 509 333 175 34 420
S.L. 82 1873 1649 1449 1269 1527
2000 81 1703 1483 1286 1109 1393
4000 79 1533 1317 1124 950 1260
6000 77 1364 1151 962 791 1127
930
8000 75 1196 987 800 632 994
10000 73 1028 823 639 474 861
12000 71 860 659 479 317 727
14000 69 693 496 319 160 594

4th Edition, Rev. 0

Section 5 - Performances
ENROUTE RATE OF CLIMB AT VY
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 13

11. ENROUTE RATE OF CLIMB AT VX

Power Setting: Maximum Continuous Power
Flaps: Up
Landing Gear: Up

Climb Rate of Climb at Vx [ft/min]

Pressure
Weight Speed
A l ti tu de
Vx Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 72 1241 1073 924 789 982
1000 72 1177 1011 863 729 932
2000 72 1114 949 802 669 882
3000 72 1050 887 741 609 832
1230
4000 72 986 825 680 550 782
5000 72 923 763 619 490 732
6000 71 860 701 559 431 682
7000 71 797 639 498 371 632
S.L. 72 1480 1295 1130 981 1194
1000 72 1410 1226 1062 915 1139
2000 72 1340 1158 995 848 1084
3000 72 1269 1089 928 782 1029
1080
4000 71 1199 1020 861 717 973
5000 71 1129 952 794 651 918
6000 71 1059 884 727 585 863
7000 71 990 815 660 520 808
S.L. 72 1787 1578 1391 1223 1463
1000 72 1707 1500 1315 1148 1401
2000 71 1628 1422 1239 1074 1339
3000 71 1549 1345 1163 999 1277
930
4000 71 1470 1268 1087 925 1215
5000 71 1391 1190 1012 851 1153
6000 71 1312 1113 936 777 1090
7000 70 1233 1036 861 703 1028

4th Edition, Rev. 0

Section 5 - Performances
ENROUTE RATE OF CLIMB AT VX
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 14

12. ONE-ENGINE RATE OF CLIMB AT VYSE

Power Setting: Maximum Continuous Power (operative engine)
propeller feathered (inoperative engine)
Flaps: Up
Landing Gear: Up

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
A l ti t ude
VySE Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 84 330 230 142 62 176
1000 83 292 193 106 26 147
2000 82 254 157 69 -9 117
3000 81 216 120 33 -44 87
1230
4000 80 179 83 -3 -80 58
5000 79 141 46 -38 -115 28
6000 79 104 10 -74 -150 -1
7000 78 67 -27 -110 -185 -31
S.L. 80 436 330 235 149 271
1000 80 396 290 196 111 240
2000 79 355 251 157 73 208
3000 79 315 211 118 35 176
1080
4000 79 275 172 80 -3 145
5000 79 234 132 41 -41 113
6000 78 194 93 3 -78 81
7000 78 154 54 -35 -116 50
S.L. 79 574 455 349 253 390
1000 79 529 411 305 211 355
2000 79 483 367 262 168 319
3000 78 438 322 219 126 284
930
4000 78 393 278 176 83 248
5000 78 348 235 133 41 213
6000 78 304 191 90 -1 178
7000 77 259 147 47 -43 142

4th Edition, Rev. 0

Section 5 - Performances
ONE-ENGINE RATE OF CLIMB AT VYSE
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 15

13. ONE-ENGINE RATE OF CLIMB AT VXSE

Power Setting: Maximum Continuous Power (operative engine)
propeller feathered (inoperative engine)
Flaps: Up
Landing Gear: Up

Climb Rate of Climb at VxSE [ft/min]

Pressure
Weight Speed
A l ti t ude
VxSE Temperature [°C]
ISA
[kg] [ft] [KIAS] -25 0 25 50
S.L. 83 325 227 140 61 174
1000 82 288 191 104 26 145
2000 81 251 155 69 -9 116
3000 81 214 118 33 -44 86
1230
4000 80 177 82 -2 -78 57
5000 79 140 46 -38 -113 28
6000 78 103 10 -73 -148 -1
7000 77 66 -26 -108 -183 -30
S.L. 79 424 321 229 147 265
1000 79 385 283 192 110 234
2000 79 346 245 155 73 204
3000 79 307 207 117 37 173
1080
4000 79 268 169 80 0 143
5000 78 229 131 43 -36 112
6000 78 190 93 6 -73 81
7000 78 152 55 -31 -109 51
S.L. 78 556 442 341 249 380
1000 78 513 400 299 209 346
2000 78 469 358 258 168 312
3000 78 426 316 217 128 279
930
4000 78 383 274 176 87 245
5000 78 340 232 134 47 211
6000 77 298 190 93 7 177
7000 77 255 148 52 -34 143

4th Edition, Rev. 0

Section 5 - Performances
ONE-ENGINE RATE OF CLIMB AT VXSE
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 16

14. CRUISE PERFORMANCES

Weight: 1150 kg (2535 lb)

Pressure Altitude: 0 ft
ISA – 30°C (-15°C) ISA (15°C) ISA + 30°C (45°C)
RPM * MAP F.C.** F.C. **
F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2250 29.5 103% 143 28.6 97% 145 27.1 92% 146 25.8
2250 28 88% 134 24.5 83% 136 23.2 79% 138 22
2250 26 69% 122 19.2 65% 124 18.2 62% 125 17.3
2250 24 59% 115 16.6 56% 116 15.7 53% 117 14.9
2250 22 46% 103 12.8 43% 103 12.1 41% 103 11.5
2250 20 39% 96 11 37% 95 10.4 35% 94 9.9
2100 28 84% 132 23.5 80% 134 22.2 76% 135 21.1
2100 26 66% 121 18.5 63% 122 17.5 60% 123 16.7
2100 24 57% 114 16 54% 114 15.1 52% 115 14.4
2100 22 43% 100 12.1 41% 100 11.5 39% 100 10.9
2100 20 37% 92 10.2 35% 91 9.7 33% 89 9.2
1900 26 61% 117 17.1 58% 118 16.2 55% 119 15.4
1900 24 53% 110 14.9 50% 111 14.1 48% 111 13.4
1900 22 41% 97 11.4 39% 97 10.8 37% 96 10.2
1900 20 35% 89 9.6 33% 88 9.1 31% 85 8.7
* Propeller RPM
** Fuel Consumption for each Engine

4th Edition, Rev. 1

Section 5 - Performances
CRUISE PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 17

Weight: 1150 kg (2535 lb)

Pressure Altitude: 3000 ft
ISA – 30°C (-21°C) ISA (9°C) ISA + 30°C (39°C)
RPM* MAP F.C.** F.C.** F.C.**
PWR KTAS PWR TCAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 26.4 92% 141 25.7 87% 143 24.3 83% 144 23.1
2250 26.4 89% 139 25 85% 141 23.6 80% 143 22.4
2250 26 85% 137 23.9 81% 138 22.6 77% 140 21.5
2250 24 72% 128 20 68% 129 18.9 64% 130 18
2250 22 57% 116 16 54% 117 15.1 51% 118 14.3
2250 20 48% 108 13.4 45% 108 12.7 43% 108 12.1
2100 26.4 85% 137 23.9 81% 138 22.6 77% 140 21.4
2100 26 82% 134 22.8 77% 136 21.6 73% 137 20.5
2100 24 69% 125 19.2 65% 127 18.1 62% 128 17.2
2100 22 54% 114 15.2 51% 114 14.3 49% 115 13.6
2100 20 45% 104 12.6 43% 104 11.9 41% 104 11.3
1900 26.4 78% 132 21.9 74% 134 20.7 70% 135 19.6
1900 26 75% 130 20.9 71% 131 19.8 67% 132 18.8
1900 24 63% 121 17.7 60% 122 16.7 57% 123 15.9
1900 22 50% 110 14.1 48% 110 13.3 45% 110 12.6
1900 20 42% 101 11.7 40% 101 11.1 38% 100 10.6
*
Propeller RPM
**
Fuel Consumption for each Engine

Weight: 1150 kg (2535 lb)

Pressure Altitude: 6000 ft
ISA – 30°C (-27°C) ISA (3°C) ISA + 30°C (33°C)
RPM * MAP F.C.** F.C. **
F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 23.6 83% 139 23.3 79% 141 22 75% 142 20.9
2250 23.6 81% 138 22.6 76% 139 21.4 73% 141 20.3
2250 22 68% 129 19.1 65% 130 18.1 61% 131 17.2
2250 20 57% 119 15.8 54% 120 14.9 51% 120 14.2
2250 18 46% 108 12.9 44% 108 12.2 41% 107 11.6
2100 23.6 77% 135 21.6 73% 137 20.4 69% 138 19.4
2100 22 65% 126 18.2 62% 127 17.2 59% 128 16.4
2100 20 54% 116 15 51% 116 14.1 48% 117 13.4
2100 18 44% 106 12.4 42% 106 11.7 40% 105 11.1
1900 23.6 71% 130 19.8 67% 132 18.7 64% 133 17.8
1900 22 60% 122 16.8 57% 123 15.8 54% 123 15
1900 20 50% 112 13.9 47% 112 13.1 44% 112 12.4
1900 18 41% 102 11.6 39% 102 10.9 37% 100 10.4
*
Propeller RPM
**
Fuel Consumption for each Engine

4th Edition, Rev. 0

Section 5 - Performances
CRUISE PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 18

Weight: 1150 kg (2535 lb)

Pressure Altitude: 9000 ft
ISA – 30°C (-33°C) ISA (-3°C) ISA + 30°C (27°C)
RPM* MAP F.C. **
F.C. **
F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 21.1 75% 137 20.9 71% 139 19.7 67% 140 18.7
2250 21.1 73% 136 20.3 69% 137 19.2 65% 138 18.2
2250 20 65% 130 18.3 62% 131 17.2 58% 131 16.3
2250 18 53% 118 14.9 50% 119 14 48% 118 13.3
2100 21.1 69% 133 19.4 65% 134 18.3 62% 135 17.4
2100 20 62% 127 17.4 59% 128 16.4 56% 128 15.6
2100 18 51% 116 14.2 48% 116 13.4 46% 116 12.7
1900 21.1 64% 128 17.8 60% 129 16.8 57% 130 15.9
1900 20 57% 122 16 54% 123 15.1 51% 123 14.3
1900 18 47% 112 13.2 44% 112 12.4 42% 111 11.8
* Propeller RPM
** Fuel Consumption for each Engine

Weight: 1150 kg (2535 lb)

Pressure Altitude: 12000 ft
ISA – 30°C (-39°C) ISA (-9°C) ISA + 30°C (21°C)
RPM* MAP F.C.** F.C.** F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 18.8 67% 135 18.8 63% 136 17.7 60% 136 16.7
2250 18.8 65% 133 18.2 61% 134 17.2 58% 134 16.3
2250 18 60% 129 16.8 57% 129 15.9 54% 129 15
2100 18.8 62% 130 17.4 59% 131 16.4 56% 132 15.5
2100 18 58% 126 16.1 54% 126 15.2 51% 126 14.4
1900 18.8 57% 125 15.9 54% 126 15 51% 126 14.2
1900 18 53% 121 14.8 50% 121 13.9 47% 121 13.2
* Propeller RPM
** Fuel Consumption for each Engine

15.

4th Edition, Rev. 0

Section 5 - Performances
CRUISE PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 19

15. LANDING PERFORMANCES

Weight = 1230 kg (2712 lb)

Corrections
Flaps: LAND Headwind: - 5m for each kt (16 ft/kt)
Short Final Approach Speed = 70 KIAS Tailwind: + 11m for each kt (36ft/kt)
Throttle Levers: Idle Paved Runway: - 2% to Ground Roll
Runway: Grass Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

A l ti tude Temperature [°C]
[ft] -25 0 25 50
ISA
Ground Roll 199 219 239 259 231
S.L.
At 50 ft AGL 308 334 359 384 349
Ground Roll 206 227 248 269 238
1000
At 50 ft AGL 318 344 370 396 358
Ground Roll 214 236 257 279 245
2000
At 50 ft AGL 328 355 382 408 367
Ground Roll 222 244 267 289 252
3000
At 50 ft AGL 348 377 406 434 385
Ground Roll 230 254 277 300 260
4000
At 50 ft AGL 348 377 406 434 385
Ground Roll 239 263 287 311 268
5000
At 50 ft AGL 359 389 419 448 395
Ground Roll 248 273 298 323 276
6000
At 50 ft AGL 371 402 432 463 405
Ground Roll 258 284 310 336 285
7000
At 50 ft AGL 382 415 446 478 416
Ground Roll 268 295 322 349 294
8000
At 50 ft AGL 395 428 461 494 427
Ground Roll 278 306 334 362 303
9000
At 50 ft AGL 408 442 476 510 438
Ground Roll 289 318 348 377 313
10000
At 50 ft AGL 421 457 492 527 450

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 20

Weight = 1080 kg (2381 lb)

Corrections
Flaps: LAND Headwind: - 5m for each kt (16 ft/kt)
Short Final Approach Speed = 70 KIAS Tailwind: + 11m for each kt (36ft/kt)
Throttle Levers: Idle Paved Runway: - 2% to Ground Roll
Runway: Grass Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

A lti tude Temperature [°C]
[ft] -25 0 25 50
ISA
Ground Roll 175 192 210 227 203
S.L.
At 50 ft AGL 271 293 315 337 306
Ground Roll 181 199 218 236 209
1000
At 50 ft AGL 279 302 325 348 314
Ground Roll 188 207 226 245 215
2000
At 50 ft AGL 288 311 335 358 322
Ground Roll 195 215 234 254 222
3000
At 50 ft AGL 306 331 356 381 338
Ground Roll 202 223 243 263 228
4000
At 50 ft AGL 306 331 356 381 338
Ground Roll 210 231 252 273 235
5000
At 50 ft AGL 315 342 368 394 347
Ground Roll 218 240 262 284 243
6000
At 50 ft AGL 325 353 380 406 356
Ground Roll 226 249 272 295 250
7000
At 50 ft AGL 336 364 392 420 365
Ground Roll 235 259 283 306 258
8000
At 50 ft AGL 347 376 405 434 375
Ground Roll 244 269 294 318 266
9000
At 50 ft AGL 358 388 418 448 385
Ground Roll 254 280 305 331 275
10000
At 50 ft AGL 370 401 432 463 395

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 21

Weight = 930 kg (2051 lb)

Flaps: LAND Corrections
Short Final Approach Speed = 70 KIAS Headwind: - 5m for each kt (16 ft/kt)
Throttle Levers: Idle Tailwind: + 11m for each kt (36ft/kt)
Runway: Grass Paved Runway: - 2% to Ground Roll
Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

A l ti tude Temperature [°C]
[ft] -25 0 25 50
ISA
Ground Roll 150 166 181 196 175
S.L.
At 50 ft AGL 233 252 271 290 264
Ground Roll 156 172 187 203 180
1000
At 50 ft AGL 240 260 280 299 270
Ground Roll 162 178 194 211 185
2000
At 50 ft AGL 248 268 288 309 277
Ground Roll 168 185 202 219 191
3000
At 50 ft AGL 263 285 307 328 291
Ground Roll 174 192 209 227 197
4000
At 50 ft AGL 263 285 307 328 291
Ground Roll 181 199 217 235 203
5000
At 50 ft AGL 272 294 317 339 299
Ground Roll 188 207 226 244 209
6000
At 50 ft AGL 280 304 327 350 307
Ground Roll 195 215 234 254 215
7000
At 50 ft AGL 289 313 338 361 315
Ground Roll 203 223 243 264 222
8000
At 50 ft AGL 299 324 349 373 323
Ground Roll 210 232 253 274 229
9000
At 50 ft AGL 308 334 360 386 331
Ground Roll 219 241 263 285 237
10000
At 50 ft AGL 319 346 372 399 340

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 22

16. BALKED LANDING CLIMB GRADIENT

Flight conditions (ISA and SL):

Weight: 1230 kg (2712 lb)

Throttle levers Both FULL FORWARD
Flaps T/O
Landing gear DOWN
Weight MTOW 1230kg (2712 lb)
Speed 72 KIAS
Climb gradient 9.4% (5.4°)

17. NOISE DATA

Noise level, determined in accordance with ICAO/Annex 16 4th Ed., July 2005,
Vol. I°, Chapter 10, is 72.82 dB(A).

4th Edition, Rev. 0

Section 5 - Performances
BALKED LANDING CLIMB GRADIENT
GARMIN G950 IFDS – Increased MTOW (1230 kg)

Page SW5 - 23

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 5 - Performances
 Page G10 - 11

Supplement G10: page replacement instructions

WEIGHT AND BALANCE

See Section 6 of the Basic Manual

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G10 - 12

Supplement G10: page replacement instructions

AIRFRAME and SYSTEMS DESCRIPTION

Apply following instruction:

Section 7 – AIRFRAME and SYSTEMS DESCRIPTION pages as per Supplement

G1 instructions are still valid

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G10 – Increased MTOW (1230 kg)
 Page G11-1

SUPPLEMENT NO. G11 – VLO/VLE INCREASE

RECORD OF REVISIONS

Tecnam Approval EASA Approval

Revised Description of
Rev Or Under DOA
page Revision DO OoA HDO Privileges
0 all Editorial change (*) A. Sabino C. Caruso M. Oliva DOA Approval

(*) This supplement was originally issued under EASA approval no. 10041602.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G11 – Vlo/Vle Increase
 Page G11-2

LOEP

Page Revision
G11-1 Rev 0
G11-2 Rev 0
G11-3 Rev 0
G11-4 Rev 0
G11-5 Rev 0
G11-6 Rev 0

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G11 – Vlo/Vle Increase
 Page G11-3

INTRODUCTION

This Supplement applies to aircraft equipped with Garmin G950 Integrated Flight
Deck System (Design Change MOD 2006/002) and provides supplemental
information to increase the Vlo/Vle when the Tecnam Service Bulletin SB 098-
CS or Design Change MOD 2006/033 has been embodied on the airplane.

The information contained herein supersedes the basic Aircraft Flight Manual.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G11 – Vlo/Vle Increase
 Page G11-4

SECTION 2 - LIMITATIONS

EASA Approved 4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G11 – Vlo/Vle Increase
 Page G11-5

SPEED LIMITATIONS

On the left side instrument panel, above on the left, it is placed the following
placard reporting the speed limitations:

Maximum L.G. op. speed

VLO / VLE = 122 KIAS

EASA Approved 4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G11 – Vlo/Vle Increase
 Page G11-6

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G11 – Vlo/Vle Increase
 Page G12-1

SUPPLEMENT NO. G12 – SOUTH AFRICAN AFM

(SACAA APPROVED)

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev Or Under DOA
page Revision DO OoA HDO Privileges
0 All Editorial Change A. Sabino C. Caruso M. Oliva See Note (*)

Note (*): this Supplement has been originally issued on 2 May 2013, after EASA Third Country Validation pro-
cess completion.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G12 – South African AFM
 Page G12-2

LOEP

Page Revision Page Revision

G11-1 Rev 0 G11-5 Rev 0
G11-2 Rev 0 G11-6 Rev 0
G11-3 Rev 0 G11-7 Rev 0
G11-4 Rev 0 G11-8 Rev 0

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G12 – South African AFM
 Page G12-3

TABLE OF CONTENTS

INTRODUCTION ......................................................................................................... 4
LIMITATIONS ............................................................................................................. 5
Maximum operating altitude...................................................................................... 5
Inflight engine restart ................................................................................................ 5
GPS systems .............................................................................................................. 6
GPS GNS 430 or GNS 530 operation (for airplanes with autopilot installed) ........... 6
GPS GNS 430 or GNS 530 operation (for airplanes without autopilot installed) ...... 6
WAAS and SBAS functionalities: ............................................................................... 7

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G12 – South African AFM
 Page G12-4

INTRODUCTION

This Supplement applies for South African registered aircraft

It contains supplemental information to the basic information approved in EASA

aircraft Flight Manual when the aircraft is registered in South Africa.

For Limitations, procedures, and performance information not contained in this

supplement, refer to the basic Aircraft Flight Manual.

The information contained herein supplements or supersedes the basic Aircraft

Flight Manual or the Supplement G1, as applicable.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G12 – South African AFM
 Page G12-5

LIMITATIONS

MAXIMUM OPERATING ALTITUDE

Maximum operating altitude is 14000 ft (4260 m) MSL.

At altitudes between 10 000 feet (3048 m) and 12 000 feet (3658 m) for longer
than 120 minutes intended flight time, or above 12 000 feet, the aircraft shall not
be operated unless the aircrew is provided with the supplemental oxygen as pre-
CAUTION
scribed in Document SA-CATS 91 and such oxygen may be used continuously
whenever these circumstances prevail.”

INFLIGHT ENGINE RESTART

The inflight engine restart procedure is reported on a placard (shown below) in-
stalled on the central console.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G12 – South African AFM
 Page G12-6

GPS SYSTEMS

GPS GNS 430 GNS 530

OR OPERATION (FOR AIRPLANES
WITH AUTOPILOT INSTALLED)

- Use of GPS for precision approach navigation mode is not allowed.

- Use of GPS is prohibited as primary means for navigation. GPS is approved as

supplemental means for navigation;

- Navigation using of the GPS system as the source of information is limited to IFR
en route, terminal area and non-precision approach mode;

- During IFR in terminal area or non-precision approach using GPS, autopilot or

flight director must be coupled to GPS.

- If RAIM function becomes unavailable in “en route” phase of flight, position

must be verified every 15 minutes using other IFR approved navigation system;

- During IFR in terminal area or non-precision approach using GPS, in case RAIM
function becomes unavailable, the GPS navigation must be discontinued;

- Before an IFR non-precision approach using GPS, the availability of the RAIM
function must be checked to the time and place predicted (RAIM prediction). If
predicted the unavailability of the RAIM function, navigation must be planned with
others approved navigation systems;

- Before a non-precision approach using GPS, the database information must be

compared with that in the approach chart, including transitions, position and alti-
tude of waypoints;
- IFR non-precision approach using GPS must be based on the approved procedures
of the equipment database. It cannot be done based on data manually included.

GPS GNS 430 GNS 530

OR OPERATION (FOR AIRPLANES
WITHOUT AUTOPILOT INSTALLED)

- Use of GPS for precision approach navigation mode is not allowed.

- Use of GPS is prohibited as primary means for navigation. GPS is approved as

supplemental means for navigation;

- Use of GPS is prohibited for IFR in terminal area or in non-precision approach

operations;

- If RAIM function becomes unavailable in en route phase of flight, position must

be verified every 15 minutes using other IFR approved navigation system.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G12 – South African AFM
 Page G12-7

WAAS AND SBAS FUNCTIONALITIES

The WAAS and SBAS functionalities are not available in South Africa and these
functions are not tested or approved in South African air space.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G12 – South African AFM
 Page G12 - 8

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G12 – South African AFM
 Page G13-1

SUPPLEMENT NO. G13 – ALTERNATORS WITH 70 A INSTALLATION

Record of Revisions

Tecnam Approval EASA Approval Or

Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
0 all Editorial change A. Sabino C. Caruso M. Oliva DOA Privileges.
Approved under the au-
G13-1, 4, 5, thority of DOA, ref.
1 Electrical loads distribution updated A. Glorioso D. Ronca M. Oliva
6 EASA.21J.335
(MOD2006/380.191111)
Approved under the au-
G13-1, 4, 5, thority of DOA, ref.
2 Electrical loads distribution updated G.Valentino D. Ronca M. Oliva
6 EASA.21J.335
(MOD2006/382.200129)

List of Effective Pages

Page Revision
G13-1 Rev 2
G13-2 Rev 0
G13-3 Rev 0
G13-4 Rev 2
G13-5 Rev 2
G13-6 Rev 2

3rd Edition, Rev. 2

Section 9 - Supplements
Supplement no. G13 – Alternators with 70A installation
 Page G13-2

INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient

manner, the aircraft when 70A alternators are installed replacing the standard,
40A ones (Design Change MOD 2006/202).

The information contained herein supplements or supersedes the basic Aircraft

Flight Manual: detailed instructions are provided to allow the owner for replacing
the AFM pages containing information amended as per the Design Change in sub-
ject.

It is the owner’s responsibility to replace the mentioned pages in the AFM in

accordance with the instructions herein addressed section by section.

GENERAL
When 70A alternators are installed replacing the standard, 40A ones, the electrical
system logic is not affected by any substantial change. Primary DC power is pro-
vided by two engine-driven alternators which, during normal operations, operate
in parallel.
Each alternator is rated at 14,2-14,8 Vdc (through two external voltage regula-
tors), 70 Amp and is provided with an automatic overvoltage device protecting the
circuits and the electric components from an excessive voltage caused by alterna-
tor's failures.
The power rating of the each generator is such that if one generator fails the other
one can still supply the airplane equipment to maintain flight safety.

3rd Edition, Rev. 0

Section 9 - Supplements
Supplement no. G13 – Alternators with 70A installation
 Page G13-3

SECTION 3 - EMERGENCY PROCEDURES

This section report some procedures which replace the same procedure in the basic AFM.
The procedures affected from the replacement of existing 40A alternators with 70A are the
following:
 Single alternator failure/overvoltage
 Both alternators failure
 Both alternators overvoltage

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G13 – Alternators with 70A installation
 Alternators with 70A - Supplement
Page G13-4

SINGLE ALTERNATOR FAILURE / OVERVOLTAGE

Section 3 –
Emergency
Annunciation window Alert window
procedures
L ALT FAIL Lh Alternator INDEX

OR
R ALT FAIL Rh Alternator

1. FIELD LH (or RH) OFF

2. FIELD LH (or RH) ON

If the LH (or RH) ALT caution stays displayed

3. FIELD LH (or RH) OFF

The battery and a single generator are able to supply the electri-
NOTE cal power necessary for flight, but redundancy is lost.

Equipment will be lost accordingly to the following table:

LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Taxi Light Trim A/P COM 2 Rudder Trim
Pitot Heat A/P MFD Co.pilot seat
Voltage regulator XPDR ADF (if installed) Voltage regulator RH
Cabin Fan DME GPS/NAV 2 NAV Light
Turn coord Converter 12/28 Audio panel
TCAS (if installed) 12V socket Avionic Fan

4. Land as soon as practicable

4th Edition, Rev. 2

Section 9 - Supplements
Supplement no. G13 – Alternators with 70A installation
 Alternators with 70A - Supplement
Page G13-5

BOTH ALTERNATORS FAILURE Section 3 –

Emergency
Annunciation window Alert window
procedures
INDEX
L ALT FAIL Lh Alternator

R ALT FAIL Rh Alternator

In event of both L and R ALT FAIL caution alerts displayed:

1. FIELD LH and RH BOTH OFF
2. FIELD LH and RH BOTH ON (one at a time)

If the LH (or RH) ALT caution stays displayed

1. Verify good ammeter indications on restored alternator
2. Refer to Single alternator failure / overvoltage drill (Para 2.1)

If both LH and RH ALT cautions stay displayed

3. FIELD LH and RH BOTH OFF
4. CROSS BUS LH and RH BOTH OFF

If engine starting battery modification is applied

5. EMERG BATT switch ON
6. Land as soon as possible.

If engine starting battery modification is not applied

5. Land as soon as possible.

Equipment will be lost accordingly to the following table:

LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Taxi Light Trim A/P COM 2 Rudder Trim
Pitot Heat A/P MFD Co.pilot seat
Voltage regulator XPDR ADF (if installed) Voltage regulator RH
Cabin Fan DME GPS/NAV 2 NAV Light
Turn coord Converter 12/28 Audio panel
TCAS (if installed) 12V socket Avionic Fan

NOTE The battery will supply electrical power for at least 30 minutes.

4th Edition, Rev. 2

Section 9 - Supplements
Supplement no. G13 – Alternators with 70A installation
 Alternators with 70A - Supplement
Page G13-6

BOTH ALTERNATORS OVERVOLTAGE

Section 3 –
Emergency
Annunciation window Alert window procedures
INDEX
L BUS VOLT HIGH Lh overvoltage

R BUS VOLT HIGH Rh overvoltage

In event of both L and R BUS VOLT HIGH warning alerts displayed:

1. FIELD LH and RH BOTH OFF
2. FIELD LH and RH BOTH ON (one at a time)

If the LH (or RH) BUS VOLT HIGH caution stays displayed

3. Verify good ammeter indications on restored alternator
4. Refer to Single alternator failure / overvoltage drill (Para 2.1)
If both LH and RH BUS VOLT HIGH warning stay displayed
3. CROSS BUS LH and RH BOTH OFF
4. FIELD LH and RH BOTH OFF
5. FIELD LH and RH BOTH ON (one at a time)
If LH (or RH) BUS VOLT HIGH warning stays displayed
6. Verify good ammeter indications on restored alternator
7. Switch CROSS BUS on the restored alternator side
8. Refer to Single alternator failure / overvoltage drill (Para 2.1)
If both LH and RH BUS VOLT HIGH warning stay displayed
7. FIELD LH and RH BOTH OFF
If engine starting battery modification is applied
7. EMERG BATT switch ON
8. Land as soon as possible.
If engine starting battery modification is not applied
8. Land as soon as possible.
Equipment will be lost accordingly to the following table:
LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Taxi Light Trim A/P COM 2 Rudder Trim
Pitot Heat A/P MFD Co.pilot seat
Voltage regulator XPDR ADF (if installed) Voltage regulator RH
Cabin Fan DME GPS/NAV 2 NAV Light
Turn coord Converter 12/28 Audio panel
TCAS (if installed) 12V socket Avionic Fan

NOTE The battery can supply electrical power for at least 30 minutes.

4th Edition, Rev. 2

Section 9 - Supplements
Supplement no. G13 – Alternators with 70A installation
 Page G14-1

SUPPLEMENT NO. G14

SMP FOR GARMIN G950 AVIONICS

RECORD OF REVISIONS

Tecnam Approval EASA Approval Or

Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
0 - First issue D. Ronca C. Caruso M. Oliva DOA Approval
Integration of information
1 S4-26 formerly contained in Sup- A. Sabino C. Caruso M. Oliva DOA Approval
plement G18.

G14-1,2 Title changed. Approved under the

authority of DOA
2 A. Sabino C. Caruso M. Oliva
SMP4-27 Procedure amended.
ref. EASA.21J.335
(MOD2006/345.181120)

Ed.4, Rev.2
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-2

LOEP

Pages Revision
Cover pages G14 – 3 thru 22 Rev. 0
G14 – 1, 2 Rev. 2
Section 2 SMP2 – 3 Rev. 0
Section 3 SSMP3 – 3 thru 5 Rev. 0
SSMP3 – 7 thru 9 Rev. 0
SSMP3 – 21 Rev. 0
SSMP3 – 29 Rev. 0
SSMP3 – 36 thru 40 Rev. 0
SSMP3 – 49 thru 53 Rev. 0
Section 4 SSMP4 – 26 Rev. 1
SSMP4 – 27 Rev. 2
Section 7 SSMP7 – 41 Rev. 0
SSMP7 – 44 thru 48 Rev. 0

Ed.4, Rev.2
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-3

INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with Garmin G950 Integrated Flight Deck Sys-
tem (Design Change MOD 2006/002) and with Special Mission Platform. The Spe-
cial Mission Platform refers to the following design changes:
 MOD2006/046 - Power supply from built-in generators
 MOD2006/202 - Replacement of existing 40A alternators with 70A
 MOD2006/204 - Installation of converter box
For the two first design changes the supplements (n° A15 and G13) are already ap-
proved by EASA and in this supplement we report the same information for refer-
ence.
The Rotax engine built-in generators, one for each engine, feed two bus bars made
available for end user equipment, when the design change 2006/046 is installed.
When 70A alternators are installed replacing the standard, 40A ones, the electrical
system logic is not affected by any substantial change. Primary DC power is pro-
vided by two engine-driven alternators which, during normal operations, operate in
parallel.
Each alternator is rated at 14,2-14,8 Vdc (through two external, first fuselage frame
installed voltage regulators), 70 Amp and is provided with an automatic overvolt-
age device protecting the circuits and the electric components from an excessive
voltage caused by alternator's failures.
The power rating of the each generator is such that if one generator fails the other
one can still supply the airplane equipment to maintain flight safety.

The information contained herein supplements or supersedes the basic Aircraft

Flight Manual or the Supplement G1, as applicable: detailed instructions are pro-
vided to allow the owner for replacing the Basic AFM/Supplement G1 pages con-
taining information amended as per the Design Changes in subject.

Usually, the Special Mission Platform P2006T is also equipped

NOTE
with holes in the cabin and/or tailcone, ready for third parties
sensor's integration. While the Tecnam intent is to offer a plat-
form ready for sensors' integration, it is end-user responsibility
to receive the approval from authority for each equipment instal-
lation.

It is the owner’s/operator's responsibility to replace the mentioned pages in the

AFM in accordance with the instructions herein addressed section by section.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-4

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-5

Supplement G14: pages replacement instructions

SECTION 1 – GENERAL

Apply following instruction:

See Basic AFM - Section 1

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-6

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-7

Supplement G14: pages replacement instructions

SECTION 2 – LIMITATIONS

Apply following pages replacement procedure:

Supplement G14 - Basic AFM

LIMITATIONS page Section 2 page
SMP2 – 3 REPLACES Page 2 – 3 of Basic AFM, Section 2

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-8

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SMP2-3

1. INTRODUCTION
Section 2 includes operating limitations, instrument markings and basic placards necessary for
safe operation of P2006T aircraft, its engines and standard systems and equipment.

LH and RH AUX FIELDS, enabling the converter box operations for Special Mission purpos-
es, should be kept OFF during take-off, climb, landing and any abnormal procedure that affects
electrical generating system (including single engine operation):

During Take-off, Climb, Landing and Single Engine Operations:

LH and RH AUX FIELD switches BOTH OFF

NOTE This limitation only applies when both 70Amp alternators and converter
box are installed.

Safety provisions, as following described, automatically disengage the LH

NOTE and RH AUX FIELDS in case of one main field malfunction (i.e. for OEI).
Also, if only one AUX FIELD switch is ON, the converter box is not pow-
ered.

Ed.4, Rev.0
EASA Approved
Section 2 – Limitations
INTRODUCTION
 Page G14-9

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-10

Supplement G14: pages replacement instructions

SECTION 3 – EMERGENCY PROCEDURES

Apply following pages replacement procedure:

Supplement G14 -
Supplement G1
EMERGENCY
Section 3 page
PROCEDURES page
SSMP3 – 3 thru 5 REPLACE Page S3 – 3 thru 5 of Supplement G1, Section 3
SSMP3 – 7 thru 9 REPLACE Page S3 – 8 thru 11 of Supplement G1, Section 3
SSMP3 – 21 REPLACES Page S3 – 21 of Supplement G1, Section 3
SSMP3 – 29 REPLACES Page S3 – 29 of Supplement G1, Section 3
SSMP3 – 36 thru 40 REPLACE Page S3 – 36 thru 40 of Supplement G1, Section 3
SSMP3 – 49 thru 53 REPLACE Page S3 – 49 thru 53 of Supplement G1, Section 3

Ed.4, Rev.0

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-11

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-3

1. INTRODUCTION
Section 3 includes checklists and detailed procedures for coping with various
types of emergency conditions that could arise after a system failure.
The procedures affected from installation of the Special Mission Platform are the
following:
 Single alternator failure / overvoltage
 Both alternators failure
 Both alternators overvoltage
 Engine securing
 Total electrical failure
 Inflight engine restart
 Engine failure during takeoff run
 Engine failure during climb
 Engine failure in flight
 Engine fire on the ground
 Engine fire during takeoff run
 Engine fire in flight
 Electrical smoke in cabin on the ground
 Electrical smoke in cabin during flight

The main difference regarding aircraft systems, compared with the basic AFM, is
the presence of the Power supply from built-in generators, Alternators with 70A
and Converter Box. The powering and disconnection of converter box is very
simple and, in most of abnormal cases, is automatically managed by relays and
safety provisions.
The converter box (following described in Section 7) is managed by the pilot only
via two switches, located in the bottom LH side of pilot seat on a single panel
provided by: two switches, two breakers and two indicating lamps.
Only when pilot selects BOTH switches ON (right and left AUX) and both alter-
nators are operative the system allows a surplus of power generated by the en-
gines and alternators to flow into 4x converters and, then, into mission equipment,
when installed.
The health status of converters inside the box (located into the baggage compart-
ment) is monitored by mission operator, via 4x failure indicating lamps. Follow-
ing the key concepts when managing converter boxes:

1. Mission Power Switches: they enable the converter box ONLY when
BOTH are set to ON;
2. Converter box power: enabled only if both LH and RH main alternators
are generating power;
3. Converter box: automatically switches OFF in case LH or RH main alter-
nators is faulty / not generating;
4. Converter box: automatically switches OFF in case LH or RH mission
switch is set to OFF;

Ed.4, Rev.0

Section 3 – Emergency procedures

INTRODUCTION
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-4

5. Failure lamp: when illuminated, indicates that the correspondent converter

is not working properly and needs to be replaced if the maximum available
power from converter box is needed. When all converters are working
properly, the system is capable to output 40A@28V. If one converter fails,
12A@28V are lost. For this reason, the end-user mission can continue if
the equipment demand is less than 25/28A. On the contrary, the converter
needs to be replaced.
Before operating the aircraft, the pilot/operator should become thoroughly famil-
iar with this manual and, in particular, with this Section. Further on a continued
and appropriate training and self study should be done.
Two types of emergency procedures are hereby given.
a. “BOLD FACES” which must be known by heart by the pilot and executed, in
the correct and complete sequence, immediately after the failure is detected
and confirmed.
These procedures characters are boxed and highlighted:

1.1 ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF
1. Throttle Lever BOTH IDLE
2. Rudder Keep heading control
3. --
4. --
b. “other procedures” which should be well theoretically known and mastered,
but that can be executed entering and following step by step the AFM current
section appropriate checklist.

Additionally operating the aircraft, the pilot should become thoroughly familiar
with the Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-01146-XX) –
last issue - and, in particular, with the present AFM Section.

Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-

01146-XX) – last issue - must be carried onboard the airplane
CAUTION at all times.

Garmin G950 has a very high degree of functional integrity. However,

the pilot must recognize that providing monitoring and/or self-test ca-
pability for all conceivable system failures is not practical. Although
WARNING
unlikely, it may be possible for erroneous operation to occur without a
fault indication shown by the G950. It is thus the responsibility of the
pilot to detect such an occurrence by means of crosschecking with all
redundant or correlated information available in the cockpit.

Ed.4, Rev.0

Section 3 – Emergency procedures

INTRODUCTION
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-5

In any case, as a failure or abnormal behaviour is detected pilots should act as

follows:
1. Keep self-control and maintain aircraft flight attitude and parameters
2. Analyse the situation identifying, if required, the area for a possible
emergency landing
3. Apply the pertinent procedure
4. Inform the Air Traffic Control as applicable

For the safe conduct of later flights, any anomaly and/or failure must
NOTE be communicated to the National Authorities in charge, in order to
put the aircraft in a fully operational and safe condition.

In this Chapter, following definitions apply:

NOTE Land as soon as possible: land without delay at the nearest suitable
area at which a safe approach and landing is assured.

Land as soon as practical: land at the nearest approved landing ar-

ea where suitable repairs can be made.

Ed.4, Rev.0

Section 3 – Emergency procedures

INTRODUCTION
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-7

2.1. SINGLE ALTERNATOR FAILURE / OVERVOLTAGE

Annunciation window Alert window

L ALT FAIL Lh Alternator

OR
R ALT FAIL Rh Alternator

1. FIELD LH (or RH) OFF

2. LH and RH AUX FIELD switch BOTH OFF
3. FIELD LH (or RH) ON

If the LH (or RH) ALT caution stays displayed

1. FIELD LH (or RH) OFF

If the LH (or RH) GENERATOR caution persists displayed

1. CROSS BUS LH (or RH) OFF

2. Land as soon as practical.

NOTE The battery and a single generator are able to supply the electrical
power necessary for the entire mission, but redundancy is lost.

Ed.4, Rev.0
Section 3 – Emergency procedures
AIRPLANE ALERTS
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION

Page SSMP3-8

2.2 BOTH ALTERNATORS FAILURE

Annunciation window Alert window

L ALT FAIL Lh Alternator

R ALT FAIL Rh Alternator

In event of both L and R ALT FAIL caution alerts displayed:

1. FIELD LH and RH BOTH OFF

2. LH and RH AUX FIELD switch BOTH OFF
3. FIELD LH and RH BOTH ON

If both LH and RH ALT cautions stay displayed

1. FIELD LH and RH BOTH OFF
2. CROSS BUS LH and RH BOTH OFF
If engine starting battery modification is applied
1. EMERG BATT switch ON
2. Land as soon as possible.

If engine starting battery modification is not applied

1. Land as soon as possible.

NOTE The battery can supply electrical power for at least 30 minutes.

Ed.4, Rev.0
Section 3 – Emergency procedures
AIRPLANE ALERTS
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-9

2.3 BOTH ALTERNATORS OVERVOLTAGE

Annunciation window Alert window

L BUS VOLT HIGH Lh overvoltage

R BUS VOLT HIGH Rh overvoltage

In event of both L and R BUS VOLT HIGH warning alerts displayed:

1. FIELD LH and RH BOTH OFF
2. LH and RH AUX FIELD switch BOTH OFF
3. FIELD LH and RH BOTH ON (one at a time)

if LH (or RH) OVERVOLT warning stays displayed

1. FIELD LH (or RH) OFF

if both LH and RH OVERVOLT warning stay displayed

1. CROSS BUS LH and RH BOTH OFF
2. FIELD LH and RH BOTH OFF
3. FIELD LH and RH BOTH ON (one at a time)
If LH (or RH) OVERVOLT warningt stays displayed
1. FIELD LH (or RH) OFF
2. CROSS BUS LH (or RH) ON
If both LH and RH OVERVOLT warning stay displayed
1. FIELD LH and RH BOTH OFF
2. CROSS BUS LH and RH BOTH OFF
If engine starting battery modification is applied
1. EMERG BATT switch ON
2. Land as soon as possible.
If engine starting battery modification is not applied
1. Land as soon as possible.

NOTE The battery can supply electrical power for at least 30 minutes.

Ed.4, Rev.0
Section 3 – Emergency procedures
AIRPLANE ALERTS
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-21

3. ENGINE SECURING
Following procedure is applicable to shut-down one engine in flight:

1. Throttle Lever IDLE

2. Ignition BOTH OFF
3. Propeller Lever FEATHER
4. Fuel Selector OFF
5. Electrical fuel pump OFF
6. LH and RH AUX FIELD switch BOTH OFF

If necessary, this procedure is applicable to both engines. When both

NOTE engines are secured, both CROSS BUS switches must be set to OFF.

After securing engine(s), after analysing situation, refer immediately to following

procedures:

ENGINE FAILURE IN FLIGHT: see Para. 6.5

SINGLE GENERATOR FAILURE: see Para. 2.1

or BOTH GENERATOR FAILURE: see Para. 2.2

INFLIGHT ENGINE RESTART: see Para. 6.2

ONE ENGINE INOPERATIVE LANDING: see Para. 6.6

or LANDING WITHOUT ENGINE POWER: see Para. 10.1

Ed.4, Rev.0

Section 3 – Emergency procedures

ENGINE SECURING
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-29

5. OTHER EMERGENCIES

5.1 EMERGENCY DESCENT

Descent with airspeed at VLE, idle power and gear down will
provide high descent rates and pitch attitudes up to -15°.
Anticipate altitude capture and return to level flight during
CAUTION emergency descent in order to assure a safe and smooth recov-
ery from maneuver.

1. Power levers IDLE

2. Flaps UP
3. IAS below VLO/VLE
4. Landing gear DOWN
5. Airspeed Up to VLE

5.2 TOTAL ELECTRICAL FAILURE

In case of electrical system overall failure, apply following procedure:

1. Emergency light ON
2. Standby attitude indicator switch ON
3. MASTER SWITCH OFF
4. FIELD LH and RH BOTH OFF
5. LH and RH AUX FIELD switch BOTH OFF
6. MASTER SWITCH ON
7. FIELD LH and RH BOTH ON

If failure persists
9. EMERG BATT switch ON (if engine starting battery
installed)
10. Land as soon as possible applying emergency landing gear extension
procedure (see Para. 7.1)

An electrical system overall failure prevents flaps operation:

landing distance without flaps increases of about 25%.
WARNING

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

Ed.4, Rev.0
Section 3 – Emergency procedures
OTHER EMERGENCIES
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-36

6.2 INFLIGHT ENGINE RESTART

After:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.

1. Carburettor heat ON if required

2. Electrical fuel pump ON
3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. LH and RH AUX FIELD switch BOTH OFF
7. Ignition BOTH ON
8. Operating engine Throttle Lever SET as practical
9. Stopped engine Throttle Lever IDLE
10. Stopped engine Propeller Lever FULL FORWARD
11. Start push-button PUSH
12. Propeller Lever SET at desired rpm
13. FIELD ON (check for positive ammeter)
14. Engine throttle levers SET as required

If engine restart is unsuccessful

15. EMERG BATT switch ON (if starting battery installed)
16. Repeat engine restart procedure

After engine restart, if practical, moderate propeller rpm and throttle

increase to allow OIL and CHT/CT temperatures for stabilizing in
CAUTION the green arcs.

If the fuel quantity in the tank which feeds the stopped engine is low,
NOTE select the opposite side fuel tank by means of the fuel selector.

If engine restart is still unsuccessful:

17. Affected engine SECURE (see engine securing procedure Para. 3)
18. Land as soon as possible applying one engine inoperative landing procedure. See
Para. 6.6

Ed.4, Rev.0
Section 3 – Emergency procedures
ONE ENGINE INOPERTIVE PROCEDURES
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-37

6.3 ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. Brakes As required

When safely stopped:

4. Failed Engine Ignition BOTH OFF

5. Failed Engine Field OFF
6. LH and RH AUX FIELD switch BOTH OFF
7. Failed Engine Electrical fuel pump OFF

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before command-
ing LG retraction.
WARNING
Take-off planning should take into account that high density altitude
and aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate
of climb after landing gear retraction and engine feathering.

1. Operating engine Throttle Lever FULL POWER

2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Inoperative engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°
9. LH and RH AUX FIELD switch BOTH OFF

Ed.4, Rev.0
Section 3 – Emergency procedures
ONE ENGINE INOPERTIVE PROCEDURES
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-39

6.4 ENGINE FAILURE DURING CLIMB

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Reduce as appropriate to keep airspeed
over 62 KIAS

4. Operating engine Throttle Lever FULL THROTTLE

5. Operating engine Propeller Lever FULL FORWARD
6. Operative engine Electrical fuel pump Check ON
7. LH and RH AUX FIELD switch BOTH OFF
8. Inoperative engine Propeller Lever FEATHER
9. Inoperative engine Confirm and SECURE

If engine restart is possible:

10. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

11. Land as soon as possible
12. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to
WARNING Section 5 Para 1, “One-engine rate of climb”.

Ed.4, Rev.0
Section 3 – Emergency procedures
ONE ENGINE INOPERTIVE PROCEDURES
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-40

6.5 ENGINE FAILURE IN FLIGHT

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Adjust as appropriate to keep airspeed over 62 KIAS

4. LH and RH AUX FIELD switch BOTH OFF

5. Operating engine Monitor engine instruments
6. Operative engine Electrical fuel pump Check ON
7. Operating engine Fuel Selector Check correct feeding
(crossfeed if needed)

If engine restart is possible:

8. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

9. Land as soon as possible
10. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to
WARNING Section 5 Para 12. Rate of climb with One Engine Inoperative.

Ed.4, Rev.0
Section 3 – Emergency procedures
ONE ENGINE INOPERTIVE PROCEDURES
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-49

8 SMOKE AND FIRE OCCURRENCE

8.1 ENGINE FIRE ON THE GROUND

1. Fuel Selectors BOTH OFF

2. Ignitions ALL OFF
3. LH and RH AUX FIELD switch BOTH OFF
4. Electrical fuel pumps BOTH OFF
5. Cabin heat and defrost OFF
6. MASTER SWITCH OFF
7. Parking Brake ENGAGED
8. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

Ed.4, Rev.0

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-50

8.2 ENGINE FIRE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF
1. Throttle Lever BOTH IDLE
2. Rudder Keep heading control
3. Brakes As required
With aircraft under control
4. Fuel Selector BOTH OFF
5. Ignitions ALL OFF
6. LH and RH AUX FIELD switch BOTH OFF
7. Electrical fuel pump BOTH OFF
8. Cabin heat and defrost OFF
9. MASTER SWITCH OFF
10. Parking Brake ENGAGED
11. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic
WARNING fluid or oil spills. Leave aircraft in upwind direction.

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before commanding
LG retraction.
WARNING
Take-off planning should take into account that high density altitude and
aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate of
climb after landing gear retraction and engine feathering.
1. Operating engine Throttle Lever FULL POWER
2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Fire affected engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°

Ed.4, Rev.0

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-51

At safe altitude

9. LH and RH AUX FIELD switch BOTH OFF

10. Cabin heat and defrost BOTH OFF
11. Fire affected engine Fuel Selector Confirm and OFF
12. Fire affected engine Ignitions Confirm and BOTH OFF
13. Fire affected engine Electrical fuel pump Confirm and OFF
14. Fire affected engine FIELD OFF
15. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

Ed.4, Rev.0

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-52

8.3 ENGINE FIRE IN FLIGHT

1. Cabin heat and defrost BOTH OFF

2. LH and RH AUX FIELD switch BOTH OFF
3. Autopilot OFF
4. Fire affected engine Fuel Selector Confirm and OFF
5. Fire affected engine Ignition Confirm and BOTH OFF
6. Fire affected engine Throttle Lever Confirm and FULL FORWARD
7. Fire affected engine Propeller Lever Confirm and FEATHER
8. Fire affected engine Electrical fuel pumpOFF
9. Heading Keep control using rudder and ailerons
10. Attitude Adjust as appropriate to keep airspeed
over 62 KIAS
11. Fire affected engine Field OFF
12. Cabin ventilation OPEN
13. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

8.4 ELECTRICAL SMOKE IN CABIN ON THE GROUND

1. MASTER SWITCH OFF

2. Cabin heat and defrost OFF
3. LH and RH AUX FIELD switch BOTH OFF
4. Throttle Lever BOTH IDLE
5. Ignitions ALL OFF
6. Fuel Selector BOTH OFF
7. Parking Brake ENGAGED
8. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic flu-
WARNING id or oil spills. Leave aircraft in upwind direction.

Ed.4, Rev.0

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP3-53

8.5 ELECTRICAL SMOKE IN CABIN DURING FLIGHT

1. Cabin ventilation OPEN

2. Emergency light ON
3. Standby attitude indicator switch ON
4. Gain VMC conditions as soon as possible

In case of cockpit fire:

5. Fire extinguisher use toward base of flames

A tripped circuit breaker should not be reset.

CAUTION

If smoke persists, shed electrical supply in order to isolate faulty source by:
6. FIELD LH and RH OFF
7. LH and RH AUX FIELD switch BOTH OFF
8. AVIONICS LH and RH OFF
9. CROSS BUS LH and RH BOTH OFF

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

If faulty source is found:

10. It may be possible to restore non faulty power sources (one at a time)

If smoke persists:

Before total electrical system shutdown consider gaining VMC condi-

tion, at night set personal emergency light on.
Only emergency light and emergency ADI will be electrically pow-
ered.
WARNING
All radio COM and NAV, Landing Gear lever (normal mode) and in-
dication lights, electrical trims and flaps will be unserviceable.

11. MASTER SWITCH OFF

12. Land as soon as possible

Ed.4, Rev.0

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 Page G14-12

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-13

Supplement G14: pages replacement instructions

SECTION 4 – NORMAL PROCEDURES

Apply following pages replacement procedure:

Supplement G14 -
Supplement S1
NORMAL
Section 4 page
PROCEDURES page
SSMP4 – 26 thru 27 REPLACE Page S4 – 26 thru 27 of Supplement G1, Section 4

Ed.4, Rev.0

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-14

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP4-26

3.10 CRUISE
1 LH and RH Propeller Lever SET to 1900-2250 RPM

Throttles MAP decrease should be made before propeller speed reduction below
2200 RPM, as, contrariwise, Propeller Lever increase RPM should be set be-
CAUTION fore engine Throttle Levers are advanced.

2 Engine parameters check (LH and RH)

 Oil temperature: 90° - 110 ° C
(or 50° - 130° C, if MOD2006/002 is applied)
 CHT / CT: 50° - 135° / 50° - 120 °C
 Oil pressure: 2 - 5 bar.
 Fuel pressure: 2.2 – 5.8 psi
*2.2 – 7.26 psi (0.15 – 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114

3 Carburettor heat as needed (see also instructions addressed on Section 3

Deselect and do not use Auto Pilot if possible icing condition area is inadvert-
ently entered.
WARNING

4 Fuel balance and crossfeed check as necessary

To evaporate possibly accumulated condensation water, once per flight day

(for approximately 5 minutes) 100° C (212° F) oil temperature must be
NOTE
reached.

3.10.1 CONVERTER BOX TURN ON

1 LH and RH AUX FIELD ON

2 Converter Box Check enabled (no fail lamps)
3 Mission systems Use as required

3.10.2 CONVERTER BOX TURN OFF

1 Mission systems Shut down as necessary

2 LH and RH AUX FIELD OFF
3 Green lamps on switch panel Check OFF

Ed.4, Rev.1

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP4-27

3.11 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is recommended that when
turbulent air is encountered or expected, the airspeed be reduced to maneuvering speed to
reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups,
which may occur as a result of the turbulence or of distractions caused by the conditions.

3.12 DESCENT AND APPROACH

1 Propellers As required
In order to control engine cooling and life, it is preferable to descend with
NOTE power above idle and RPM lower than full continuous.
2 Carburettors heat As required
3 Altimeter setting QNH set and crosscheck
4 Rear passengers seats Set at full aft position

3.13 BEFORE LANDING

1 Rear passengers seats Seats set at full aft and lower position
2 LH and RH Electrical Fuel pump BOTH ON
3 On downwind leg:
MTOW 1180kg MTOW 1230 kg Flaps T/O
VFE= 119KIAS VFE=122KIAS
4 Speed below applicable VLO/VLE Landing gear control knob - DOWN –
Check green lights ON
5 Carburettors heat CHECK OFF
6 LH and RH Propeller Lever FULL FORWARD
7 On final leg: speed below 93 KIAS Flaps FULL
8 Final Approach Speed MTOW 1180kg MTOW 1230 kg
VAPP= 70KIAS VAPP=71KIAS
9 Landing and taxi light ON
10 Touchdown speed 65 KIAS

Ed.4, Rev.2

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-15

Supplement G14: pages replacement instructions

SECTION 5 – PERFORMANCE

Apply following instruction:

See Basic AFM - Section 5

Usually, the Special Mission Platform P2006T is also equipped

NOTE
with holes in the cabin and/or tailcone, ready for third parties
sensor's integration. While the Tecnam intent is to offer a plat-
form ready for sensors' integration, it is end-user responsibility
to receive the approval from authority for each equipment instal-
lation, including the supplement of Section 5, should the equip-
ment affect it (i.e. protruding cameras).

Ed.4, Rev.0

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-16

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0

Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-17

Supplement G14: pages replacement instructions

SECTION 6 – WEIGHT AND BALANCE

Apply following instruction:

See Basic AFM - Section 6

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-18

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-19

Supplement G14: pages replacement instructions

SECTION 7 – AIRFRAME AND SYSTEMS DESCRIPTION

Apply following pages replacement procedure:

Supplement G14 -
AIRFRAME AND Supplement S1
SYSTEMS Section 7 page
DESCRIPTION page
SSMP7 – 41 REPLACES Page S7 – 41 of Supplement G1, Section 7
SSMP7 – 44 thru 48 REPLACE Page S7 – 44 thru 46 of Supplement G1, Section 7

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-20

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP7-41

18. ELECTRICAL SYSTEMS

Primary DC power is provided by two engine-driven alternators which, during
normal operations, operate in parallel.
Each alternator is rated at 14,2-14,8 VDC, 70 Amp, and it is fitted with an exter-
nal voltage regulator, which acts to maintain a constant output voltage, and with
an automatic overvoltage device protecting the circuits and the electric compo-
nents from an excessive voltage caused by alternator failures.
The power rating of the each alternator is such that if one alternator fails the other
one can still supply the airplane equipment to maintain flight safety.
Secondary DC power is provided by a battery (lead type - Gill Teledyne G35, 12
V, 23-Ah in 1h run time) and an external DC power source can be connected to
the aircraft DC distribution system.
On the instruments panel, right side, it is installed a voltmeter/ammeter. The am-
meter section can indicate the current supplied by either left or right alternator
switching a dedicated selector.
There are five different busses (make reference to Figure 11):

• Battery bus
• LH Alternator bus
• RH Alternator bus
• LH Avionic bus
• RH Avionic bus

The distribution system operates as a single bus with power being supplied by the
battery and both alternator but it is possible to separate the left busses from the
right busses when required by means of the Cross Bus switches.

All electrical loads are divided among the five busses on the basis of their im-
portance and required power: equipment with duplicate functions are connected to
separate busses.

The Battery bus, which supplies the most important loads, is energized from three
sources: the battery and both alternator. This allows the bus for remaining active
also in case of two independent faults in the supply paths.

Ed.4, Rev.0
Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP7-44

The second ones allow, through a relay, for cutting off the power supply to the
pertinent avionic bus.

When both generators are correctly operating and all above mentioned switches
are in ON position, all the busses are connected to the generators.

The ignition switches, two for each engine and grouped on the over head panel,
are instead independent from the airplane electrical system (generation and distri-
bution); they only control and open the engine electrical circuit.

If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.

18.1 MISSION POWER CONTROL

When the airplane embodies the design change “Power supply from built-in gen-
erators”, the Rotax engine built-in generators are enabled in order to supply power
to two available bus bars.
Each built-in generator is activated by means of a switch (LH and RH AUX
FIELD) located on the LH breakers rack where are located also the breakers relat-
ed to the auxiliary power generation system.
The light (switch built-in light) indicates that the electrical power is being gener-
ated.
The below figure presents the control panel for the built-in generators which in
turn activate the converter box:

Switches panels

Next paragraph describes the converter and connector box installed in the P2006T
baggage compartment floor. This box allows the operator to have a source of
28Volt/40Amp electrical power for different mission equipment.

Ed.4, Rev.0
Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP7-45

18.1.1 CONVERTER BOX

The following points illustrate how the converter box works:
1. A closed, light alloy made box incorporates 4x converters Ameri-King AK-
550-12, each one capable of 12Amp/28VDC output using a 14VDC input;
2. Each converter is fed by one different power generation:
 20Amp coming directly from the LH aux generator bus;
 20Amp coming directly from the RH aux generator bus;
 30Amp coming from the LH external alternator bus;
 30Amp coming from the RH external alternator bus;
3. Each converter is protected with circuit breakers on the INPUT and OUT-
PUT sides;
4. The 30Amp current coming from the LH and RH external alternators is the
amount of power surplus available due to the 2006/202 design change;
5. The same switches shown in the MOD2006/046 and reported in the figure
above enable the relays that feed the converters;
6. Four relays enable the external power to feed also the converter box for
ground test purposes, when external socket is connected;
7. A connector box allows the end user to have a maximum current of 40Amp
at 28VDC available (1120W).

When using the ground power unit to test on-ground the mis-
sion equipment, remember that:
NOTE
- 14VDC GPU only can be used, as done on standard
P2006T.
- the minimum GPU capacity to properly feed mission
equipment should be at least 150Amp @14VDC
- The FIELD AUX switches needs to be "ON" to test
converter box connected equipment, "OFF" to test the
aircraft avionics

When connecting mission equipment to the system please note

tha the amount of current provided depends on engine rpm
NOTE
setting. The maximum electrical power is available from
1.900rpm on.

Ed.4, Rev.0
Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP7-46

In the following figures the new Electrical system schematic is reported.

Electrical system schematic (Page 1)

Ed.4, Rev.0
Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP7-47

Figure 25 – Electrical system schematic (Page 2)

Electrical system schematic (Page 3)

Ed.4, Rev.0
Section 7 – Airframe and Systems description
 GARMIN G950 IFDS – SMP FOR DIGITAL CONFIGURATION
Page SSMP7-48

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 7 – Airframe and Systems description
 Page G14-21

Supplement G14: pages replacement instructions

SECTION 8 – GROUND HANDLING & SERVICE

Apply following instruction:

See Basic AFM - Section 8

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G14-22

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G14 – SMP FOR DIGITAL CONFIGURATION
 Page G15-1

SUPPLEMENT NO. G15

JAPANESE AFMS

Record of Revisions

Tecnam Approval EASA Approval Or

Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
0 -- First issue D. Ronca C. Caruso M. Oliva See Note (*)

Note (*): this Supplement has been originally issued after EASA Third Country Validation process.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G15 – Japan AFMS
 Page G15-2

LOEP

Page Revision Page Revision

G15-1 Rev 0
G15-2 Rev 0
G15-3 Rev 0
G15-4 Rev 0
G15-5 Rev 0
G15-6 Rev 0
G15-7 Rev 0
G15-8 Rev 0

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G15 – Japan AFMS
 Page G15-3

TABLE OF CONTENTS

INTRODUCTION ..................................................................................................................................................... 4
1. LIMITATION ..................................................................................................................................................... 5
1.1. Approved Fuel .............................................................................................................................................. 5
2. Japanese Placards .......................................................................................................................................... 6
2.1. Operating Limitations .................................................................................................................................. 6
2.2. Rear Seats .................................................................................................................................................... 6
2.3. Other Placards ............................................................................................................................................. 7

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G15 – Japan AFMS
 Page G15-4

INTRODUCTION
This Supplement applies for Japanese registered aircraft.

It contains supplemental information to the basic information approved in EASA

aircraft Flight Manual when the aircraft is registered in Japan.

This supplement is applicable to both P2006T digital and analogue configuration.

For Limitations, procedures, and performance information not contained in this

supplement, refer to the basic Aircraft Flight Manual.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G15 – Japan AFMS
 Page G15-5

1. LIMITATION

1.1. Approved Fuel

- MOGAS ASTM D4814

- MOGAS EN 228 Super/Super plus (min. RON 95)
- AVGAS 100 LL (ASTM D910)

NOTE: For additional information, refer to Rotax Service Instruction No. 912-016, latest issue.

Prolonged use of Aviation Fuel Avgas 100LL results in greater wear of valve
seats and greater combustion deposits inside cylinders due to higher lead
content. It is therefore suggested to avoid using this type of fuel unless
CAUTION strictly necessary. Make reference to Rotax Maintenance Manual who
provides dedicated checks due to the prolonged use of Avgas.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G15 – Japan AFMS
 Page G15-6

2. Japanese Placards
Hereinafter the placards, related to the operating limitations and installed on P2006T, are
reported.

2.1. Operating Limitations

On the instrument panel, it is placed the following placard reminding the observance of aircraft
operating limitations; make reference to Para. 22 for the list of equipment required on board to
allow flight operations in VFR Day, VFR Night, IFR Day and IFR Night conditions.

2.2. Rear Seats

During Taxi, Take OFF, Landing (including Emergency Landing), both rear seats must be kept in
the lowest and full aft position.

The following placard is located aside both rear seats.

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G15 – Japan AFMS
 Page G15-7

2.3. Other Placards

Description Placard (English and Japanese) Place

Instruments
Smoking ban.
panel, right side

Ditching emergency
Ditching emergency exit:
exit handle: internal
opening instructions
side

Ditching emergency
Ditching emergency exit:
exit handle: external
opening instructions
side

Main door and

Door locking system:
emergency exit:
by-pass instructions
internal side

Main door and

Door locking system:
emergency exit:
by-pass instructions
external side

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G15 – Japan AFMS
 Page G15-8

Emergency exit:
Emergency exit
internal and external
label
side

Main door: exit Main door,

instructions internal side

4th Edition, Rev. 0

Section 9 – Supplements
Supplement no. G15 – Japan AFMS
 Page G16-1

SUPPLEMENT NO. G16 - MD302 ALTERNATIVE

STAND-BY INSTRUMENT

RECORD OF REVISIONS

Tecnam Approval EASA Approval

Revised Description of
Rev Or Under DOA
page Revision DO OoA HDO Privileges
EASA Approval No.
0 - First issue D. Ronca C. Caruso M. Oliva
10058288
SMD4-15,
S4-15 replaced by S4-6
SMD4-6
1 A. Sabino C.Caruso M. Oliva DOA Privileges
Cancelled. Information in-
SMD2-12
tegrated in basic AFM.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G16-2

LOEP

Pages Revision
Cover pages G16–1 thru 10 Rev. 1
Section 3 SMD3 – 15 thru 16 Rev. 0
SMD3 – 30 Rev. 0
Section 4 SMD4 – 6 Rev. 1
Section 7 MD7 – 29 Rev. 0
SMD7 – 37 Rev. 0
SMD7 – 39 Rev. 0

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G16-3

INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with Garmin G950 Integrated Flight Deck Sys-
tem (Design Change MOD 2006/002) and with MD302. The MD302 refers to the
following design change:

 MOD2006/212 - MD302 Alternative Stand-By Instrument

The information contained herein supplements or supersedes the basic Aircraft

Flight Manual or the Supplement G1, as applicable: detailed instructions are pro-
vided to allow the owner for replacing the Basic AFM/Supplement G1 pages con-
taining information amended as per the Design Change in subject.

It is the owner’s/operator's responsibility to replace the mentioned pages in the

AFM in accordance with the instructions herein addressed section by section.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G16-4

Supplement G16: pages replacement instructions

SECTION 1 – GENERAL

Apply following instruction:

See Basic AFM - Section 1

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G16-5

Supplement G16: pages replacement instructions

SECTION 2 – LIMITATIONS

Apply following instructions:

See Basic AFM - Section 2

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G16-6

Supplement G16: pages replacement instructions

SECTION 3 – EMERGENCY PROCEDURES

Apply following pages replacement procedure:

Supplement G16 -
Supplement S1
EMERGENCY
Section 3 page
PROCEDURES page
MD3 – 15 thru 16 REPLACE Page S3–15 thru 16 of Supplement G1, Section 3
MD3 – 30 REPLACES Page S3–30 of Supplement G1, Section 3

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
GARMIN G950 IFDS – MD302 ALTERNATIVE STAND-BY INSTRUMENT
Page SMD3-15

2.9 LOSS OF INFORMATION DISPLAYED

When a LRU or a LRU function fails, a large red ‘X’ is typically displayed on the
display field associated with the failed data.

In most of cases, the red “X” annunciation is accompanied by a

message advisory alert issuing a flashing ADVISORY Softkey
annunciation which, once selected, acknowledges the presence
of the message advisory alert and displays the alert text message
NOTE in the Alerts Window. Refer to G950 Pilot’s Guide for Tecnam
P2006T (P/N 190-01146-00), last issue, Appendix A, Message
Advisories list.

2.10 LOSS OF AIRSPEED INFORMATION

AIRSPEED FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving airspeed input

from the Air Data Computer.

INSTRUCTION: revert to stand-by airspeed indicator

Ed.4, Rev.1
Section 3 – Emergency procedures
G950 SYSTEM FAILURES
GARMIN G950 IFDS – MD302 ALTERNATIVE STAND-BY INSTRUMENT

Page SMD3-16

2.10 LOSS OF ATTITUDE INFORMATION

ATTITUDE FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving attitude information

from the AHRS.

INSTRUCTION: revert to stand-by attitude indicator

2.11 LOSS OF ALTITUDE INFORMATION

ALTITUDE FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving altitude input

from the Air Data Computer.

INSTRUCTION: revert to stand-by altitude indicator

Ed.4, Rev.1
Section 3 – Emergency procedures
G950 SYSTEM FAILURES
 GARMIN G950 IFDS – MD302 ALTERNATIVE STAND-BY INSTRUMENT
Page SMD3-30

5.3 MD 302 BATTERY FAILURE

The MD302 internal battery will recharge itself from aircraft power while
in normal mode. A battery capacity check occurs each time the unit is
WARNING powered on. If the battery capacity is determined to be less than 80%,
there will be a battery pack warning. If the warning persists more than
once in a short time the battery must be replaced.

5.4 STATIC PORTS FAILURE

In case of static ports failure, the alternate static port in the cabin (shown below)
must be activated.

1. Cabin ventilation OFF (hot and cold air)

2. ALTERNATE STATIC PORT VALVE OPEN
3. Continue the mission

Ed.4, Rev.0
Section 3 – Emergency procedures
OTHER EMERGENCIES
 Page G16-7

Supplement G16: pages replacement instructions

SECTION 4 – NORMAL PROCEDURES

Apply following pages replacement procedure:

Supplement G16 -
Supplement S1
NORMAL
Section 4 page
PROCEDURES page
SMD4 – 6 REPLACES Page S4–6 Supplement G01, Section 4

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
GARMIN G950 IFDS – MD302 ALTERNATIVE STAND-BY INSTRUMENT
Page SMD4-6

The altitude calculated by G950 GPS receivers is geometric height above

Mean Sea Level and could vary significantly from the altitude displayed by
WARNING pressure altimeters, such as the GDC 74A Air Data Computer, or other al-
timeters in aircraft. GPS altitude should never be used for vertical naviga-
tion. Always use pressure altitude displayed by the G950 PFD or other
pressure altimeters in aircraft.

If the pilot profile is changed during the flight, the HSI could not in-
NOTE dicate the correct LOC or VOR indication until the pilot manually
tunes the active frequency. Make sure that the displayed indication
on the HSI indicator is consistent with the selected frequency.
The data contained in the terrain and obstacle databases comes from
NOTE government agencies. Garmin accurately processes and cross-
validates the data, but cannot guarantee the accuracy and complete-
ness of the data. Reference“Garmin G950 Pilot’s Guide for the Tec-
nam P2006T” (P/N 190-01146-XX), last issue, Appendix B concern-
ing SD card use and databases.

Use of polarized eyewear may cause the flight displays to appear dim
NOTE
or blank.

MD302 system use

“The detailed description, operation and functionalities of MD302 Stand
By Attitude Module are provided on MD302 Stand-By Attitude Module Pi-
WARNING lot’s Guide” document P/N 9017846 rev.D, which is to be considered to be
attached to this AFM and kept onboard the aircraft.

Ed.4, Rev.1
Section 4 – Normal procedures
INTRODUCTION
 Page G16-8

Supplement G16: pages replacement instructions

SECTION 5 – PERFORMANCE

Apply following instruction:

See Basic AFM - Section 5

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G16-9

Supplement G16: pages replacement instructions

SECTION 6 – WEIGHT AND BALANCE

Apply following instruction:

See Basic AFM - Section 6

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G16-10

Supplement G16: pages replacement instructions

SECTION 7 – AIRFRAME AND SYSTEMS DESCRIPTION

Apply following pages replacement procedure:

Supplement G16 -
Basis AFM/Supplement S1
AIRFRAME AND
Section 7
SYSTEM DESCRIPTION
page
page
MD7 – 29 REPLACES Page 7 – 29 of Basic AFM, Section 7
SMD7 – 37 REPLACES Page 7 – 37 of Supplement S1, Section 7
SMD7 – 39 REPLACES Page 7 – 39 of Supplement S1, Section 7

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 MD302 ALTERNATIVE STAND-BY INSTRUMENT
Page MD7-29

16. MD302 ALTERNATIVE STAND-BY INSTRUMENT

In order to improve the digital version cockpit layout of the P2006T in terms of
human-machine interface, weight saving and reliability this backup instrument
V.1.0.5 is installed.
For more details refer to MOD2006/212.

All MD302 Stand-by Attitude Module settings, set up during the aircraft
delivery or after a maintenance activity, must not be modified.
WARNING

In case of replacement of MD302 Stand-by Attitude Module, verify proper

software load and confirm that its software version number is compliance
WARNING with that one showed above, before install it.

Ed.4, Rev.0
Section 7 – Airframe and Systems description
MD302 Alternative Stand-By Instrument
 GARMIN G950 IFDS – MD302 ALTERNATIVE STAND-BY INSTRUMENT
Page SMD7-37

17. INSTRUMENTS PANEL

3

4 5
2 6
1 8 9 10
7 11
12
55
54 13
53 14
15
52
16

51
17

50 56

49
41 26 18
48 47 46 45 43 42 39 38
19
44 36 34 32 30 28 40
37 35 33 29 27 25 21 20
31 24 23 22

GARMIN G950 IFDS - Instruments panel (typical layout)

4 5
2 6
1 8 9 10
7 11
12
55
54 13
53 14
15
52
16

51
17

50 56

49
41 26 18
48 47 46 45 43 42 39 38
19
44 36 34 32 30 57 40
35 33 27 25 21 20
31 24 23 22

GARMIN G950 IFDS - Instruments panel - layout with MD302 digital stand-by instrument(MOD2006/212)

Ed.4, Rev.0
Section 7 – Airframe and Systems description
INSTRUMENT PANEL
GARMIN G950 IFDS – MD302 ALTERNATIVE STAND-BY INSTRUMENT
Page SMD7-39

Item Description
31 RH Field
32 LH Cross bus switch
33 Master switch
34 RH Avionic switch
35 LH Field
36 LH Avionic switch
37 Standby Airspeed indicator
38 Chronometer
39 LG control knob
40 Voltammeter Indicator
41 ADF control panel
42 Cockpit light dimmer
43 Cabin heat (warm air from RH engine)
44 Avionics lights dimmer
45 Cabin heat (warm air from LH engine)
46 LH ram air inlet
47 Trim rudder indicator
48 Switches built-in lights dimmer
49 ELT Indicator
50 RH breakers panel
51 Pitch trim indicator
52 Pitot heat switch
53 A/P Master switch
54 A/P trim master switch
55 Fire Detector push-to-test
56 LH/RH Ammeter selector switch
57 Mid-Continent MD302 Stand-By Instrument

Ed.4, Rev.0
Section 7 – Airframe and Systems description
INSTRUMENT PANEL
 Page G16-11

Supplement G16: pages replacement instructions

SECTION 8 – GROUND HANDLING & SERVICE

Apply following instruction:

See Basic AFM - Section 8

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G16-12

INTENTIONALLY LEFT BLANK

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G16 – MD302 ALTERNATIVE STAND-BY INSTRUMENT
 Page G17-1

SUPPLEMENT NO. G17 - STORMSCOPE

RECORD OF REVISIONS

Tecnam Approval EASA Approval

Revised Description of
Rev Or Under DOA
page Revision DO OoA HDO Privileges
0 - First issue D. Ronca C. Caruso M. Oliva DOA Approval

Page replacement and

1 all equipment list suppressed A. Sabino C. Caruso M. Oliva DOA Approval

LOEP

Pages Revision
Cover pages G17 – 1 thru 6 Rev. 1

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G17 – STORMSCOPE
 Page G17-2

INTRODUCTION

This supplement contains supplemental information to operate, in a safe and

efficient manner, the aircraft when equipped with WX500 Stormscope; this
equipment refers to the following design change:

 MOD2006/216 – Stormscope installation

The information contained herein supplements or supersedes the basic Aircraft

Flight Manual or the Supplement G1, as applicable.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G17 – STORMSCOPE
 Page G17-3

SECTION 1 – GENERAL

The following information supplements Section 1 of basic AFM and related supplements.

The Stormscope does neither replace a weather radar nor

NOTE weather information. The Stormscope is only used as an
additional source of information beside approved weather
information.

SECTION 2 – LIMITATIONS

See Section 2 of basic AFM and related supplements.

SECTION 3 – EMERGENCY PROCEDURES

See Section 3 of basic AFM and related supplements.

SECTION 4 – NORMAL PROCEDURES

See Section 4 of basic AFM and related supplements.

SECTION 5 – EMERGENCY PROCEDURES

See Section 5 of basic AFM and related supplements.

SECTION 6 – WEIGHT AND BALANCE

See Section 6 of basic AFM and related supplements.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G17 – STORMSCOPE
 Page G17-4

SECTION 7 – AIRFRAME AND SYSTEMS DESCRIPTION

The following information supplements Section 7 of basic AFM and related supplements.

WX500 STORMSCOPE SYSTEM

The thunderstorm detection passive sensor WX500 Stormscope is fully operated
and displayed via the Garmin G950 Multi function display, in the map menu. Is is
installed in order to shown the lightning data.
The sensor maps discharge the electrical activity for 360 degrees around the aircraft
to a distance of 200 nautical miles, in relation to the aircraft’s Stormscope antenna.
The estimated distance from the aircraft to the discharge point is reported in NM
while the bearing represents the angle between the fore and aft axis of the antenna,
which is in line with the longitudinal axis (nose) of the aircraft.
The WX-500 processor is installed in the right side of the baggage compartment
while the NY-163 antenna is installed on the bottom side of the tail.

For more details see WX-500 Installation Manual and the latest revision of the
Garmin G950 Pilot's guide Doc. No.: 190-00726-00.

Wiring Diagram - Cable interconnections

In the following figure the Stormscope wiring diagram is reported.

Wiring diagram

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G17 – STORMSCOPE
 Page G17-5

SECTION 8 – AIRCRAFT CARE AND MAINTENANCE

See Section 8 of basic AFM and related supplements.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G17 – STORMSCOPE
 Page G17-6

INTENTIONALLY LEFT BLANK

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G17 – STORMSCOPE
 Page G19-1

SUPPLEMENT No. G19

G1000 NXi, Increased MTOW,

Increased VLE/VLO and MD302

RECORD OF REVISIONS

Tecnam Approval EASA Approval or

Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
EASA Approval N°
0 - Initial issue A. Sabino C. Caruso M. Oliva
10062361
Suppressed, information re-
S2-6,8,12,16
ported in basic AFM
1 A. Sabino C. Caruso M. Oliva DOA Approval
Oil T indication for
S4-24
MOD2006/002
Approved under the authority
of DOA, ref.
2 S4-25 to 27 Normal procedures amended A. Sabino D. Ronca M. Oliva
EASA.21J.335
(MOD2006/345.181120)
Approved under the authority
GIA and GMA update, elec-
S2-30, S7-40, of DOA, ref.
3 41
tric loads arrangement up- G. Valentino D. Ronca M. Oliva
EASA.21J.335
dated
(MOD2006/336.180703)
S3-1 Index updated
Approved under the authority
S3-7 thru 9 Electrical loads distribution of DOA, ref.
4 S7-40, 41 updated G. Valentino D. Ronca M. Oliva
EASA.21J.335
Electrical pitch trim control (MOD2006/375.190826)
S3-33
failure procedure added
G19-1, 2, 7, 17 Update cover

S2-12 Update powerplant limitations

Typo errors
S3-7,8,9
Note about landing gear CAS Approved under the authority
S3-42
messages correct of DOA, ref.
5 Update “Engine starting”
G. Valentino D. Ronca M. Oliva
S4-19,20 EASA.21J.335
checklist (MOD2006/382.200129)
Typo errors
Added “Internal lights” page
S7-16, 37, 40,
Correction of description about
41
“Instrument light switch”
Update list of breakers

4th Edition, Rev. 5

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-2

LOEP

Pages Revision
Cover pages G19-1, 2, 7, 17 Rev 5
3 thru 6, 8 thru 16, 18 thru 20 Rev 0
Section S2 5,7, 13 thru 16,21,22,29 Rev 0
30 Rev 3
12 Rev. 5
Section S3 2 thru 6, 10 thru 32, 34 thru 41, Rev 0
43 thru 62
1, 33 Rev 4
7 thru 9, 42 Rev 5
Section S4 25 to 27 Rev 2
24 Rev 1
1 thru 18, 21 thru 23, 28 thru Rev 0
38
19, 20 Rev. 5
Section S5 1 thru 22 Rev 0
Section S7 1, 2, 29 thru 36, 38, 39, 42 Rev 0
16, 37, 40, 41 Rev. 5

4th Edition, Rev. 5

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-3

INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient

manner, the aircraft when equipped with the following design changes:

 Weight Increment (Design Change MOD2006/015)

 VLE and VLO Increment (Design Change MOD2006/033)
 MD302 Alternative Stand-By Instrument (Design Change MOD2006/212)
 Garmin G1000 NXi Avionic Suite (Design Change MOD2006/271).

The information herein contained supplements or supersedes the basic Aircraft

Flight Manual: detailed instructions are provided to allow the owner for replacing
the AFM pages containing information amended as per the Design Change in sub-
ject.

It is the owner’s responsibility to replace the mentioned pages in the AFM in

accordance with the instructions herein addressed section by section.

Garmin G1000 NXi Pilot’s Guide for Tecnam P2006T (P/N

190-02286-00) – last issue – must be carried on board the air-
CAUTION
plane at all times.

MD302 Stand-By Attitude Module Pilot’s Guide” document

P/N 9017846 rev.D is to be considered to be attached to this
CAUTION AFM and kept onboard the aircraft.

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-4

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-5

Supplement G19: pages replacement instructions

SECTION 1 - GENERAL

See Basic AFM - Section 1

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-6

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-7

Supplement G19: pages replacement instructions

SECTION 2 - LIMITATIONS

Apply following pages replacement procedure:

Supplement G19 – LIMITATIONS Basic AFM

page Section 2 page
S2-5 REPLACES 2-5
S2-7 REPLACES 2-7
S2-12 REPLACES 2-12
S2-13 REPLACES 2-13
S2-14 REPLACES 2-14
S2-15 REPLACES 2-15
S2-21 REPLACES 2-21
S2-22 REPLACES 2-22
S2-29 REPLACES 2-29
S2-30 REPLACES 2-30

4th Edition, Rev. 5

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-8

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 5

2. SPEED LIMITATIONS
The following table addresses the airspeed limitations and their operational signifi-
cance:

SPEED KIAS KCAS REMARKS

VNE Never exceed speed 171 172 Do not exceed this speed in
any operation.
VNO Maximum Structural Cruising 138 136 Do not exceed this speed
Speed except in smooth air, and
only with caution.
VA Design Manoeuvring speed 122 119 Do not make full or abrupt
control movement above
VO this speed, because under
Operating Manoeuvring speed
certain conditions the air-
craft may be overstressed
by full control movement.
VLE Maximum Landing Gear ex- 122 119 Do not exceed this speed
tended speed with the landing gear ex-
tended.
VLO Maximum Landing Gear oper- 122 119 Do not exceed this speed
ating speed when operating the landing
gear.
VFE Maximum flaps 93 93 Do not exceed this speed for
FULL
extended speed indicated flaps setting.
T.O. 122 119
VMC Aircraft minimum control 62 62 Do not reduce speed below
speed with one engine inoper- this value in event of one
ative engine inoperative condi-
tion.

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
SPEED LIMITATIONS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 7

3. AIRSPEED INDICATOR MARKINGS

The Airspeed Indicator displays airspeed on a rolling number gauge using a moving tape.
The airspeed is displayed inside the black pointer. The pointer remains black until reaching
never-exceed speed (VNE), at which point it turns red.
Airspeed indicator markings and their colour code are explained in the following table.

MARKING KIAS EXPLANATION

White band 54-93 Lower limit is VSO, upper limit is the maxi-
mum allowable speed with flaps extended in
FULL position.
Red line 62 Minimum aircraft control speed with one en-
gine inoperative and flaps set to T.O.
Green band 66-138 Normal aircraft operating range (lower limit is
VS1, stall speed in “clean” configuration, and
upper limit is the maximum structural cruise
speed VNO).
Blue line 84 Best rate-of-climb speed with one engine in-
operative.
Yellow band 138-171 Speed range where manoeuvres must be con-
ducted with caution and only in smooth air.
Red line 171 Maximum speed for all operations.

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
AIRSPEED INDICATOR MARKINGS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 12

11. POWERPLANT INSTRUMENTS MARKINGS

Powerplant instrument markings and their colour code significance are shown below:

RED WHITE GREEN LINE/ARC YELLOW ARC RED

LINE/ARC LINE/ARC Normal Caution LINE/ARC
INSTRUMENT
Minimum Advisory operating Maximum
limit limit
Propeller RPM / 0-577 577 - 2265 2265 - 2388 2388-2500
MAP inHG / 0-35 / / /
50-90
/ 90-110 130
Oil temp. °C 50 110-130
0-50 50 – 130(1) /(2) 130-135
CT °C 50 0-50 50 – 120 / 120-125
CHT(3) °C / 50-135 / / 135
Oil 0.8 - 2
bar 0.8 / 2-5 7
pressure 5 - 7 (4)
Fuel psi 5.8
press. 2.2 0-2.1 2.2 – 5.8 or 7.2(5) /
7.2(3)- 8
Fuel Q.ty litres 0(6)-10 / 10-97 / /

12. OTHER INSTRUMENTS MARKINGS

RED WHITE GREEN LINE/ARC YELLOW ARC RED

LINE/ARC LINE/ARC Normal operating Caution LINE/ARC
INSTRUMENT
Minimum Advisory Maximum
limit limit
Voltmeter Volt 10-10,5 / 12 - 16 / 16-16.5
Ammeter Amp / / 0-40 / 41-50
Ammeter7 Amp / / 0-70 / 71-80

If MOD2006/212 is embodied, markings are unchanged so refer to the basic AFM for information.

1 Applicable for aircraft with MOD2012/280 embodied

2 Applicable for aircraft with MOD2012/280 embodied.
3 Applicable for Engines up to serial no. 4924543(included) and repaired engine which doesn’t change the cylinder head n°3 with new one (part no.
413195).
4 In event of cold starting operation, it is permitted a maximum oil pressure of 7 bar for a short period.
5 Only applicable for fuel pump part n. 893110 or 893114.
6 “0” indication shows the unusable fuel quantity (2,8 litres for each fuel tank).
7 Applicable for aircraft embodying MOD2012/202.

EASA Approved 4th Edition, Rev. 5

Section 2 – Limitations
WARNING/CAUTION ALERTS AND SAFE OPERATING ANNUNCIATIONS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 13

13. WARNINGS, CAUTIONS AND ADVISORIES LIGHTS

Following table addresses the warning and caution alerts and safe operating annunciations
shown (unless differently specified) on the Annunciation Window:

Warning alert (RED) Cause

L BUS VOLT HIGH LH electric system overvoltage
R BUS VOLT HIGH RH electric system overvoltage
L COOLANT LOW Left engine - coolant liquid low level
L COOLANT LOW Right engine - coolant liquid low level
PILOT DR OPEN Main door open and/or unlocked
REAR DR OPEN Rear door open and/or unlocked
LH ENGINE FIRE Left engine compartment: fire detected
RH ENGINE FIRE Right engine compartment: fire detected
LG TRANSITION One or more legs are in transition phase and/or the
selected retracted/extended position is not yet
reached
Caution alert (AMBER) Cause
L ALT FAIL LH generator failure
R ALT FAIL RH generator failure
PITOT HEAT Pitot heating system failure/not activated
EXT POWER ON External electrical supply connected
GEAR PUMP ON LG pump electrically supplied
Safe operating annunciation (GREEN) Indication
L FUEL PUMP ON Left engine - electrical fuel pump ON
R FUEL PUMP ON Right engine - electrical fuel pump ON
PITOT HEAT ON Pitot heating system ON
LG Down & Locked Landing gear extended and locked

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
WARNING/CAUTION ALERTS AND SAFE OPERATING ANNUNCIATIONS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 14

Aural means are provided by Garmin G1000 NXi: a repeating tone is associated to
the warning alerts and a single chime is associated to the caution alerts. Safe operat-
ing annunciations do not have any aural chime generated.
Make reference to Garmin G1000 NXi Pilot’s Guide for P2006T (P/N 190-02286-
00), last issue.

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
WARNING/CAUTION ALERTS AND SAFE OPERATING ANNUNCIATIONS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 15

14 WEIGHTS

Condition Weight
Maximum takeoff weight 1230 kg 2712 lb
Maximum landing weight 1230 kg 2712 lb
Maximum zero wing fuel weight 1195 kg 2635 lb

Refer to Para. 21.4 of this AFM Section for baggage loading limitations.
NOTE

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
WEIGHTS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 21

21. LIMITATIONS PLACARDS

Hereinafter the placards, related to the operating limitations and installed on P2006T,
are reported.

21.1. SPEED LIMITATIONS

On the left side instrument panel, the following placards reporting the speed limita-
tions are placed:

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
LIMITATIONS PLACARDS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 22

21.2. OPERATING LIMITATIONS

On the instrument panel, it is placed the following placard reminding the observance
of aircraft operating limitations; make reference to Para. 22 for the list of equipment
required on board to allow flight operations in VFR Day, VFR Night, IFR Day and
IFR Night conditions.

This A/C can be operated only in normal category

DAY-NIGHT-VFR-IFR (with required equipment) in
non-icing conditions. All aerobatics manoeuvres in-
cluding spinning are prohibited. For operational lim-
itations refer to FLIGHT MANUAL

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
LIMITATIONS PLACARDS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 29

22. KINDS OF OPERATIONS EQUIPMENT LIST

This paragraph reports the KOEL table, concerning the equipment list required on
board under CS-23 regulations to allow flight operations in VFR Day, VFR Night,
IFR Day and IFR Night conditions.

Flight in VFR Day and Night, IFR Day and Night is permitted only if the prescribed
equipment is installed and operational.

Additional equipment, or a different equipment list, for the intended operation may
be required by national operational requirements and also depends on the route to be
flown.

EASA Approved 4th Edition, Rev. 0

Section 2 – Limitations
KOEL
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S2 - 30

Equipment VFR Day VFR Night IFR Day IFR Night

Magnetic compass ● ● ● ●
GDU 1050 - Display Unit (2) ● ● ● ●
GIA 63W/64W - Integrated Avionics Unit (2) ● ● ● ●
GDC 72 - Air Data Computer ● ● ● ●
GTP 59 - OAT sensor ● ● ● ●
GRS 79 - AHRS ● ● ● ●
GMU 44 - Magnetometer ● ● ● ●
GMA 1347/1360 - Audio panel / MKR Receiver ● ● ● ●
GTX 345R - Transponder ● ● ● ●
MD-302 - Standby Attitude Module ● ● ● ●
Pitot heating system ● ● ● ●
Breakers panels ● ● ● ●
First Aid kit ● ● ● ●
Fire extinguisher ● ● ● ●
Fire detectors (2) ● ● ● ●
Position lights ● ● ● ●
Landing light ● ● ● ●
Taxi light ● ● ● ●
Strobe lights ● ● ● ●
Torch ● ● ●
Cabin light ● ● ●
Panel lights ● ● ●
Map lights ● ● ●
Cockpit lights ● ● ●
Emergency light ● ● ● ●
Volt-Ammeter ● ● ● ●
ELT ● ● ● ●
Alternate static source ● ● ● ●
Stall warning system ● ● ● ●
KN63 - DME ● ●

VFR Day VFR Night IFR Day IFR Night

EASA Approved 4th Edition, Rev. 3

Section 2 – Limitations
KOEL
 Page G19-9

Supplement G19: pages replacement instructions

SECTION 3 - EMERGENCY PROCEDURES

Supplement G19 Section 3 – EMERGENCY PROCEDURES

replaces Basic AFM Section 3 as a whole

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-10

INTENTIONALLY LEFT IN BLANK

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 1

SECTION 3 – EMERGENCY PROCEDURES

INDEX
1. INTRODUCTION ............................................................................................. 3
1.1. Engine failure during takeoff run .................................................................. 3

2. AIRPLANE ALERTS ........................................................................................ 6

2.1 Single alternator failure / overvoltage .......................................................... 7
2.2 Both alternators failure ................................................................................. 8
2.3 Both alternators overvoltage ........................................................................ 9
2.4 Failed door closure ..................................................................................... 10
2.5 Pitot heating system failure ........................................................................ 11
2.6 Coolant liquid low level ............................................................................... 12
2.7 Gear Pump failure ....................................................................................... 13
2.8 Engine fire ................................................................................................... 14
2.9 Loss of information displayed ..................................................................... 15
2.10 Loss of airspeed information ...................................................................... 15
2.10 Loss of attitude information ....................................................................... 16
2.11 Loss of altitude information ........................................................................ 16
2.12 Loss of vertical speed information ............................................................. 17
2.13 Loss of heading information ....................................................................... 17
2.14 Display failure ............................................................................................. 19

3. ENGINE SECURING ..................................................................................... 21

4. POWERPLANT EMERGENCIES .................................................................... 23

4.1 Propeller overspeeding ............................................................................... 23
4.2 CHT limit exceedance ................................................................................. 24
4.3 Oil temperature limit exceedance .............................................................. 25
4.4 Oil pressure limits exceedance .................................................................. 26
4.5 Low fuel pressure ........................................................................................ 27

5. OTHER EMERGENCIES ................................................................................ 29

5.1 Emergency descent .................................................................................... 29
5.2 Total electrical failure ................................................................................ 29
5.3 Static ports failure ...................................................................................... 30
5.4 Unintentional flight into icing conditions ................................................... 31
5.5 Carburettor icing ......................................................................................... 32
5.6 Flaps control failure .................................................................................... 33
5.7 Electrical pitch trim control failure ............................................................ 33

6 ONE ENGINE INOPERATIVE PROCEDURES ................................................ 34

6.1 Characteristic airspeeds with one engine inoperative .............................. 35
6.2 Inflight engine restart ................................................................................. 36
6.3 Engine failure during takeoff run ................................................................ 37
6.4 Engine failure during climb ......................................................................... 39
6.5 Engine failure in flight ................................................................................. 40

4th Edition, Rev. 4

Section 3 – Emergency procedures
INDEX
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 2

6.6 One engine inoperative landing .................................................................. 41

7 LANDING GEAR SYSTEM FAILURES ........................................................... 42

7.1 Emergency landing gear extension ............................................................ 42
7.2 Complete Gear up or nose gear up landing ................................................ 43
7.3 Partial Main LG extension ........................................................................... 45
7.4 Failed retraction .......................................................................................... 47
7.5 Unintentional landing gear extension ......................................................... 47

8 SMOKE AND FIRE OCCURRENCE ................................................................ 49

8.1 Engine fire on the ground ............................................................................ 49
8.2 Engine fire during takeoff run ..................................................................... 50
8.3 Engine fire in flight ...................................................................................... 52
8.4 Electrical smoke in cabin on the ground .................................................... 52
8.5 Electrical smoke in cabin during flight ....................................................... 53

9 UNINTENTIONAL SPIN RECOVERY ............................................................. 55

10 LANDING EMERGENCIES ............................................................................ 56

10.1 Landing without engine power ................................................................... 56
10.2 Landing with Nose landing gear tire deflated ............................................ 58
10.3 Landing with a known main landing gear tire deflated .............................. 59
10.4 Landing without brakes .............................................................................. 60

11 AIRCRAFT EVACUATION ............................................................................. 61

12 DITCHING .................................................................................................... 62

4th Edition, Rev. 0

Section 3 – Emergency procedures
INDEX
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 3

1. INTRODUCTION

Section 3 includes checklists and detailed procedures for coping with various
types of emergency conditions that could arise after a system failure.

Before operating the aircraft, the pilot should become thoroughly familiar with
this manual and, in particular, with this Section. Further on a continued and ap-
propriate training and self study should be done.

Two types of emergency procedures are hereby given.

a. “BOLD FACES” which must be known by heart by the pilot and executed, in
the correct and complete sequence, immediately after the failure is detected and
confirmed.
These procedures characters are boxed and highlighted:

1.1. ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. --
4. --

b. “other procedures” which should be well theoretically known and mastered, but
that can be executed entering and following step by step the AFM current sec-
tion appropriate checklist.

Additionally operating the aircraft, the pilot should become thoroughly familiar
with the Garmin G1000 NXI Pilot’s Guide for Tecnam P2006T(P/N 190-02286-
00) – last issue - and, in particular, with the present AFM Section.

Garmin G1000 NXI Pilot’s Guide for Tecnam P2006T (P/N

190-02286-00) – last issue - must be carried onboard the air-
CAUTION plane at all times.

4th Edition, Rev. 0

Section 3 – Emergency procedures
INTRODUCTION
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 4

Garmin G1000 NXI has a very high degree of functional integrity. How-
ever, the pilot must recognize that providing monitoring and/or self-test
capability for all conceivable system failures is not practical. Although
WARNING
unlikely, it may be possible for erroneous operation to occur without a
fault indication shown by the G1000 NXI. It is thus the responsibility of
the pilot to detect such an occurrence by means of crosschecking with
all redundant or correlated information available in the cockpit.

In any case, as a failure or abnormal behaviour is detected pilots should act as

follows:

1. Keep self-control and maintain aircraft flight attitude and parameters

2. Analyse the situation identifying, if required, the area for a possible
emergency landing
3. Apply the pertinent procedure
4. Inform the Air Traffic Control as applicable

For the safe conduct of later flights, any anomaly and/or failure must
NOTE be communicated to the National Authorities in charge, in order to
put the aircraft in a fully operational and safe condition.

In this Chapter, following definitions apply:

NOTE Land as soon as possible: land without delay at the nearest suitable
area at which a safe approach and landing is assured.
Land as soon as practical: land at the nearest approved landing
area where suitable repairs can be made.

4th Edition, Rev. 0

Section 3 – Emergency procedures
INTRODUCTION
G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 5

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 3 – Emergency procedures
INTRODUCTION
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 6

2. AIRPLANE ALERTS
Annunciation Window, located to the right of the Altimeter and Vertical Speed
Indicator, supplies 16 alerts for warnings and cautions along with safe operating
annunciations. The colours are as follows:

GREEN: to indicate that pertinent device is turned ON

AMBER: to indicate no-hazard situations which have to be considered and
which require a proper crew action
RED: to indicate emergency conditions

Warning alert text is shown in red in the Annunciation Window and is accompa-
nied by a continuous chime and a flashing WARNING Softkey annunciation. Se-
lecting the WARNING Softkey acknowledges the presence of the warning alert
and stops the aural chime.
Caution alert text is shown in yellow in the Annunciation Window and is accom-
panied by a single chime and a flashing CAUTION Softkey annunciation. Select-
ing the CAUTION Softkey acknowledges the presence of the caution alert. Cau-
tion voice alerts repeat three times or until acknowledged by selecting the CAU-
TION Softkey.
All aircraft annunciations can be displayed simultaneously in the Annunciation
Window. A white horizontal line separates annunciations that are acknowledged
from annunciations that are not yet acknowledged. Higher priority annunciations
are displayed towards the top of the window.
In order to give a short description about the airplane alerts, text messages are
displayed on the Alerts Window: pressing the ALERTS Softkey displays the
Alerts Window, pressing the ALERTS Softkey a second time removes the Alerts
Window from the display. When the Alerts Window is displayed, the FMS knob
can be used to scroll through the alert message list.

4th Edition, Rev. 0

Section 3 – Emergency procedures
AIRPLANE ALERTS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 7

2.1 SINGLE ALTERNATOR FAILURE / OVERVOLTAGE

Annunciation window Alert window

L ALT FAIL Lh Alternator

OR
R ALT FAIL Rh Alternator

1. FIELD LH (or RH) OFF

2. FIELD LH (or RH) ON

If the LH (or RH) ALT caution stays displayed

3. FIELD LH (or RH) OFF
4. Avionic LH OFF
5. ADF (if installed) OFF

Switching OFF avionic LH and ADF (if installed) will permit to shed
non-essential electrical power.
NOTE
The battery and a single generator are able to supply the electrical
power necessary for flight, but redundancy is lost.

If conditions permit:
Switching CROSS BUS OFF will further reduce alternator load; the
NOTE decision mainly depends on weather conditions.
6. CROSS BUS LH (or RH) OFF
Equipment will be lost accordingly to the following table:
LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Taxi Light Trim A/P COM 2 Rudder Trim
Pitot Heat A/P M.F.D. Co-pilot seat
Voltage regulator XPDR A.D.F. (if installed) Voltage regulator RH
Cabin fan D.M.E. GPS/NAV 2 Nav Light
Turn coord Converter 12/28 Audio panel
TCAS (if installed) 12V socket Avionic Fan

7. Land as soon as practicable

4th Edition, Rev. 5

Section 3 – Emergency procedures
AIRPLANE ALERTS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 8

2.2 BOTH ALTERNATORS FAILURE

Annunciation window Alert window

L ALT FAIL Lh Alternator

R ALT FAIL Rh Alternator

In event of both L and R ALT FAIL caution alerts displayed:

1. FIELD LH and RH BOTH OFF

2. FIELD LH and RH BOTH ON

If the LH (or RH) ALT caution stays displayed

1. Verify good ammeter indications on restored alternator
2. Refer to Single alternator failure / overvoltage drill (Para 2.1)

If both LH and RH ALT cautions stay displayed

3. FIELD LH and RH BOTH OFF
4. CROSS BUS LH and RH BOTH OFF

If engine starting battery modification is applied

5. EMERG BATT switch ON
6. Land as soon as possible.

If engine starting battery modification is not applied

5. Land as soon as possible.

Equipment will be lost accordingly to the following table:

LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Taxi Light Trim A/P COM 2 Rudder Trim
Pitot Heat A/P M.F.D. Co-pilot seat
Voltage regulator XPDR A.D.F. (if installed) Voltage regulator RH
Cabin fan D.M.E. GPS/NAV 2 Nav Light
Turn coord Converter 12/28 Audio panel
TCAS (if installed) 12V socket Avionic Fan

NOTE The battery can supply electrical power for at least 30 minutes.

4th Edition, Rev. 5

Section 3 – Emergency procedures
AIRPLANE ALERTS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 9

2.3 BOTH ALTERNATORS OVERVOLTAGE

Annunciation window Alert window

L BUS VOLT HIGH Lh overvoltage

R BUS VOLT HIGH Rh overvoltage

In event of both L and R BUS VOLT HIGH warning alerts displayed:

1. FIELD LH and RH BOTH OFF
2. FIELD LH and RH BOTH ON (one at a time)

If the LH (or RH) BUS VOLT HIGH warning is still displayed

3. Verify good ammeter indications on restored alternator
4. Refer to Single alternator failure / overvoltage drill (Para 2.1)
If both LH and RH BUS VOLT HIGH warning are still displayed
3. CROSS BUS LH and RH BOTH OFF
4. FIELD LH and RH BOTH OFF
5. FIELD LH and RH BOTH ON (one at a time)

If LH (or RH) BUS VOLT HIGH warning is still displayed

6. Verify good ammeter indications on restored alternator
7. Switch CROSS BUS on the restored alternator side
8. Refer to Single alternator failure / overvoltage drill (Para 2.1)
If both LH and RH BUS VOLT HIGH warning are still displayed
6. FIELD LH and RH BOTH OFF
If engine starting battery modification is applied
7. EMERG BATT switch ON
8. Land as soon as possible.
If engine starting battery modification is not applied
7. Land as soon as possible
Equipment will be lost accordingly to the following table:

LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus

Taxi Light Trim A/P COM 2 Rudder Trim
Pitot Heat A/P M.F.D. Co-pilot seat
Voltage regulator XPDR A.D.F. (if installed) Voltage regulator RH
Cabin fan D.M.E. GPS/NAV 2 Nav Light
Turn coord Converter 12/28 Audio panel
TCAS (if installed) 12V socket Avionic Fan

The battery can supply electrical power for at least 30 minutes.

NOTE

4th Edition, Rev. 5

Section 3 – Emergency procedures
AIRPLANE ALERTS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 10

2.4 FAILED DOOR CLOSURE

Annunciation window Alert window

PILOT DR OPEN Main door open

OR
REAR DR OPEN Rear door open

In case of door opening / unlocking, related PILOT or REAR DR OPEN alert is displayed. In
this case, apply following procedure:

ON THE GROUND
1. Passengers and crew seat belts Fasten and tighten
2. Affected door Verify correctly closed
If door is open
3. Relevant engine Shut down
4. Affected door Close and check
If door is closed
3. Locking device Check
If down in unlocked position
4. Abort mission.

IN FLIGHT
1. Passengers and crew seat belts Fasten and tighten
2. Affected door and locked device Verify correctly closed

If door is open or locking device is unlocked

3. Land as soon as possible

4th Edition, Rev. 0

Section 3 – Emergency procedures
AIRPLANE ALERTS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S3 - 11

2.5 PITOT HEATING SYSTEM FAILURE

Annunciation window Alert window

PITOT HEAT ON Pitot heat

PITOT HEAT Pitot heat

When the Pitot Heating system is activated, the green PITOT HEAT advisory light is
turned ON.
If the amber PITOT HEAT caution light turns OFF, then the Pitot Heating system is
functioning properly. Anytime the amber PITOT HEAT caution light is ON at the same
time the green PITOT HEAT light is ON, then the Pitot Heating system is not function-
ing properly.

1. Pitot heat switch OFF

2. Verify Pitot Heating circuit breaker is IN
3. Pitot heat switch ON
4. Check PITOT HEAT caution light:
If the amber light stays ON, assume a failure in the pitot heating system.
Avoid visible moisture and OATs below 10 deg C.

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Section 3 – Emergency procedures
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2.6 COOLANT LIQUID LOW LEVEL

Annunciation window Alert window

L COOLANT LOW Lh Low Coolant

OR
R COOLANT LOW Rh Low Coolant

When the engine coolant liquid level goes under the lower limit, the related L or R
COOLANT LOW warning alert is displayed. Low coolant level condition may lead
to high CHT/CT. When the warning is displayed, apply following procedure:

1. Check affected engine CHT/CT

If CHT is above 135°C or CT is above 120°C

2. Affected engine Reduce power setting to reduce CHT/CT up to
the minimum practical
3. Land as soon as practical

If CH/CT continues to rise and engine shows roughness or power loss

4. Affected engine SECURE (securing procedure on Para. 4)
5. Land as soon as possible applying one engine inoperative landing proce-
dure. See Para. 6.6

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2.7 GEAR PUMP FAILURE

Annunciation window Alert window

GEAR PUMP ON Gear powered

The GEAR PUMP ON caution light turns ON when the landing gear hydraulic
pump is electrically supplied.

After the landing gear retraction, if the red TRANS light turns OFF and the GEAR
PUMP ON caution stays turned ON, this could indicate a gear pump relay failure
to ON.

If TRANS light is OFF

1. Continue the mission monitoring the caution light.

If TRANS light is ON
2. Landing gear is not locked in UP position

The electrical gear pump, continuously supplied, causes a current

absorption which does not affect the mission unless this failure is
NOTE coupled with the overall electrical failure. In this case, the residual
battery endurance may be consistently lower than 30 minutes.

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2.8 ENGINE FIRE

Annunciation window Alert window

LH ENGINE FIRE Left engine fire detected

RH ENGINE FIRE

OR Right engine fire detected

In event of engine fire, the LH or RH ENGINE FIRE warning alert is displayed.

Refer to following procedures:

FIRE ON THE GROUND: see Para. 8.1

FIRE DURING TAKEOFF RUN: see Para. 8.2
FIRE IN FLIGHT: see Para. 8.3

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2.9 LOSS OF INFORMATION DISPLAYED

When a LRU or a LRU function fails, a large red ‘X’ is typically displayed on the
display field associated with the failed data.

In most of cases, the red “X” annunciation is accompanied by a

message advisory alert issuing a flashing ADVISORY Softkey
annunciation which, once selected, acknowledges the presence
of the message advisory alert and displays the alert text message
NOTE in the Alerts Window. Refer to G1000 NXI Pilot’s Guide for Tec-
nam P2006T (P/N 190-02286-00), last issue, Appendix A, Mes-
sage Advisories list.

2.10 LOSS OF AIRSPEED INFORMATION

AIRSPEED FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving airspeed input

from the Air Data Computer.

INSTRUCTION: revert to standby airspeed indicator

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2.11 LOSS OF ATTITUDE INFORMATION

ATTITUDE FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving attitude information

from the AHRS.

INSTRUCTION: revert to standby attitude indicator

2.12 LOSS OF ALTITUDE INFORMATION

ALTITUDE FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving altitude input

from the Air Data Computer.

INSTRUCTION: revert to standby altitude indicator

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2.13 LOSS OF VERTICAL SPEED INFORMATION

VERT SPEED FAIL

(RED X ON DISPLAY FIELD)

Display system is not receiving vertical speed input

from the Air Data Computer.

INSTRUCTION: determine vertical speed on the basis of altitude information

2.14 LOSS OF HEADING INFORMATION

HDG
(RED X ON DISPLAY FIELD)

Display system is not receiving

valid heading input from AHRS.

INSTRUCTION: revert to magnetic compass

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2.15 DISPLAY FAILURE

In the event of a display failure, the G1000 NXi System automatically switches to
reversionary (backup) mode. In reversionary mode, all important flight infor-
mation is presented on the remaining display in the same format as in normal op-
erating mode. The change to backup paths is completely automated for all LRUs
and no pilot action is required.

if the system fails to detect a display problem

1. DISPLAY BACKUP button PUSH

If a display fails, the related Integrated Avionics Unit (IAU) is

cut off and can no longer communicate with the remaining dis-
play: consequently the NAV and COM functions provided to
CAUTION
the failed display by the Integrated Avionics Unit are flagged
as invalid on the remaining display.

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3. ENGINE SECURING
Following procedure is applicable to shut-down one engine in flight:

1. Throttle Lever IDLE

2. Ignition BOTH
3. Propeller Lever OFF
4. Fuel Selector FEATHER
5. Electrical fuel pump OFF

After securing engine(s), after analysing situation, refer immediately to following

procedures:

ENGINE FAILURE IN FLIGHT: see Para. 6.5

SINGLE GENERATOR FAILURE: see Para. 2.1

or BOTH GENERATOR FAILURE: see Para. 2.2

INFLIGHT ENGINE RESTART: see Para. 6.2

ONE ENGINE INOPERATIVE LANDING: see Para. 6.6

or LANDING WITHOUT ENGINE POWER: see Para. 10.1

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4. POWERPLANT EMERGENCIES

4.1 PROPELLER OVERSPEEDING

The aircraft is fitted with propeller/governor set by MT-Propeller such a way that
the maximum propeller rpm exceedance is prevented. In case of propeller over-
speeding in flight, apply following procedure:

1. Throttle Lever REDUCE power to minimum practical

2. Propeller Lever REDUCE as practical (not in feathering)
3. RPM indicator CHECK

If it is not possible to decrease propeller rpm, apply engine securing procedure (see
Para. 3) and land as soon as possible applying one engine inoperative landing pro-
cedure (See Para. 6.6).

Maximum propeller rpm exceedance may cause the engine compo-

nents damage. Propeller and engine shall be inspected in accord-
CAUTION
ance with related Operators Manuals.

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4.2 CHT LIMIT EXCEEDANCE

If CHT/CT exceeds its limit, apply following procedure:

1. Check affected engine CHT/CT

If CHT is above 135°C or CT is above 120°C
2. Affected engine Reduce power setting to reduce CHT/CT up to
the minimum practical
3. Land as soon as practical

If CHT/CT continues to rise and engine shows roughness or power loss

4. Affected engine SECURE (securing procedure on Para. 3)
5. Land as soon as possible applying one engine inoperative landing proce-
dure. See Para. 6.6

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4.3 OIL TEMPERATURE LIMIT EXCEEDANCE

If oil temperature exceeds maximum limit (130°C):

1. OIL PRESS CHECK

If oil pressure is within limits
2. Affected engine Reduce power setting to minimum applicable
3. Affected engine Keep propeller speed higher than 2000 RPM
If oil pressure does not decrease
4. Airspeed INCREASE

If oil temperature does not come back within limits, the

thermostatic valve, regulating the oil flow to the heat ex-
NOTE changers, could be damaged or an oil leakage can be
present in the oil supply line.

5. Land as soon as practical keeping the affected engine to the minimum

necessary power
6. Monitor OIL PRESS and CHT/CT

if engine roughness / vibrations or erratic behaviour is detected:

7. Affected engine SECURE (engine securing procedure on Para. 3)
8. Land as soon as possible applying one engine inoperative landing proce-
dure. See Para. 6.6

Excessive oil pressure drop leads to a high pitch propeller

configuration with consequent propeller feathering and
WARNING engine stopping.

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4.4 OIL PRESSURE LIMITS EXCEEDANCE

If oil pressure exceeds its lower or upper limit (0.8 – 7 bar), apply following proce-
dure:

Excessive oil pressure drop leads to a high pitch propeller con-

figuration with consequent propeller feathering and engine stop-
WARNING ping.

An excessive oil pressure value can be counteracted by decreas-

NOTE ing propeller rpm.

1. OIL PRESS CHECK

If oil pressure exceeds upper limit (7 bar)

2. Throttle Lever first REDUCE affected engine power by 10%
3. Propeller Lever Keep low rpm
4. OIL PRESS CHECK (verify if came back within the limits)
5. Land as soon as practical

If oil pressure is under the lower limit (0.8 bar)

2. Land as soon as practical

If oil pressure is continuously decreasing

3. Affected engine SECURE (see engine securing procedure on Para. 3)
4. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

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4.5 LOW FUEL PRESSURE

If fuel pressure decreases below the lower limit (2.2 psi), apply following proce-
dure:

1. Fuel press CHECK

2. Fuel quantity CHECK
3. Fuel consumption MONITOR

If a fuel leakage is deemed likely

5. Land as soon as possible.

If a fuel leakage can be excluded:

4. Electrical fuel pump ON

5. Feed the affected engine by means of opposite side fuel tank

If pressure does not come back within the limits

6. Land as soon as practical

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5. OTHER EMERGENCIES

5.1 EMERGENCY DESCENT

Descent with airspeed at VLE, idle power and gear down will
provide high descent rates and pitch attitudes up to -15°.
Anticipate altitude capture and return to level flight during
CAUTION emergency descent in order to assure a safe and smooth recov-
ery from maneuver.

1. Power levers IDLE

2. Flaps UP
3. IAS below VLO/VLE
4. Landing gear DOWN
5. Airspeed Up to VLE

5.2 TOTAL ELECTRICAL FAILURE

In case of electrical system overall failure, apply following procedure:

1. Emergency light ON if necessary

2. MASTER SWITCH OFF

3. FIELD LH and RH BOTH OFF
4. MASTER SWITCH ON
5. FIELD LH and RH BOTH ON

If failure persists
9. EMERG BATT switch ON (if engine starting battery
installed)
10. Land as soon as possible applying emergency landing gear extension pro-
cedure (see Para. 7.1)

An electrical system overall failure prevents flaps operation: land-

ing distance without flaps increases of about 25%.
WARNING

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

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5.3 MD 302 BATTERY FAILURE

The MD302 internal battery will recharge itself from aircraft power while
in normal mode. A battery capacity check occurs each time the unit is
WARNING
powered on. If the battery capacity is determined to be less than 80%,
there will be a battery pack warning. If the warning persists more than
once in a short time the battery must be replaced.

5.4 STATIC PORTS FAILURE

In case of static ports failure, the alternate static port in the cabin (shown below)
must be activated.

1. Cabin ventilation OFF (hot and cold air)

2. ALTERNATE STATIC PORT VALVE OPEN
3. Continue the mission

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5.4 UNINTENTIONAL FLIGHT INTO ICING CONDITIONS

1. Carburettor heat BOTH ON

2. Pitot heat ON
3. Fly as soon as practical toward a zone clear of visible moisture, precipitation
and with higher temperature, changing altitude and/or direction.
4. Control surfaces Move continuously to avoid locking
5. Propellers rpm INCREASE to prevent ice build-up on the blades

In event of ice build-up in correspondence of wing leading edges, stall

speed increases.
WARNING

Ice build-up on wing, tail fin or flight control surfaces unexpected sud-
den roll and/or pitch tendencies can be experienced and may lead to
WARNING unusual attitude and loss of aircraft control.

Do not use Autopilot when icing formation is suspected or detected.

WARNING

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5.5 CARBURETTOR ICING

DURING TAKEOFF

The carburettor icing in “full throttle” mode is unlikely.

Take off in known or suspected icing formation is forbidden; in order to dispose of
full engine take off power, take-off must be performed with carburettor heating
OFF.

IN FLIGHT

Carburettor icing is considered probable when external air temperature is below 15°
C and visible air moisture (clouds, mist, haze or fog) or atmospheric precipitation
are present.
Generally, an OAT-to-dew point temperature spread lower than 10°C and OAT less
than 15°C with visibility lower than 5 km is a positive indication of likely icing
formation condition.
Should an inadvertent flight into known or forecast icing condition happen carbu-
rettor heating should be selected “ON” as soon as possible: the greater the advance
carburettors are warmed the better the chances not to form ice and avoid engine
power loss or reduction.
Keep Carb Heating “ON” until engine power is restored and area of possible icing
condition is exited.

Carburettor Heating selected to “ON” will cause engine RPM re-

duction of about 100 RPM causing a sensible available engine
CAUTION power decrease.

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5.6 FLAPS CONTROL FAILURE

DURING TAKEOFF

Flap UP take off, requires a T/O distance (50 ft height obstacle

distance) increased by about 20%.
CAUTION

1. Airspeed Keep below 93 KIAS

2. Land as soon as practical

DURING APPROACH/LANDING

If the flaps control fails, consider the higher stall speed (see
Section 5, Para. 6, “Stall Speed”) and an increased landing dis-
CAUTION
tance of about 25%.

1. Airspeed Keep over 75 KIAS

2. Land as soon as practical on a runway of appropriate length

5.7 ELECTRICAL PITCH TRIM CONTROL FAILURE

a) Trim Runaway:
In the event of trim runaway:
1. AP DISC switch (if AP is installed) PRESS and HOLD
2. TRIM DISC switch OFF
3. AP DISC switch (if AP is installed) RELEASE
4. Trim aircraft using trim wheel

b) Trim Jamming:
Should trim control be jammed / inoperative:
1. Pitch trim breaker CHECK

If circuit breaker is OUT:

2. Trim aircraft using trim wheel

If circuit breaker is IN:

2. TRIM DISC switch OFF
3. Trim aircraft using trim wheel

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6 ONE ENGINE INOPERATIVE PROCEDURES

The ineffectiveness of one engine results in asymmetric traction which

tends to yaw and bank the aircraft towards the inoperative engine. In
this condition it is essential to maintain the direction of flight com-
pensating the lower traction and counteracting the yawing effects by
mean of rudder pedals. To improve directional control, it is advisable
to bank the aircraft of about 5° to the side of the operating engine.
In addition, reduced available overall power and extended control
CAUTION surfaces will lead to a performances drop: a quick pitch attitude re-
duction will allow to keep a minimum safety airspeed.
The higher is the airspeed the better will be lateral and directional
control efficiency: never allow airspeed to drop below VMCA.

Best residual climb performances in OEI (One Engine Inoperative)

condition have been recorded in Flap Up configuration and at VYSE,
which is marked as a Blue Line on the Airspeed indicator (calculated
for maximum Take Off Weight and Sea, Level ISA condition) For ac-
tual condition VYSE refer to Section 5 Para. 13, “One engine rate of
climb”.
CAUTION VXSE is actually very close to VYSE in any condition, thus best climb
performance will also be associated with best climb angle (gradient)
performance. Refer to Section 5 Para. 14, One-Engine Rate of Climb
at VxSE , for relevant data.

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6.1 CHARACTERISTIC AIRSPEEDS WITH ONE ENGINE INOPERATIVE

In case of one engine inoperative condition (OEI), pilot shall take into account the
airspeeds shown below:

Speed
Conditions
(KIAS)
Minimum aircraft control speed with one en-
gine inoperative and flaps set to T.O. (VMC) 62
MTOW 1180 kg MTOW 1230 kg
Best rate-of-climb speed OEI (VYSE)
80 84
Best gradient speed OEI (VXSE) 79 83

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6.2 INFLIGHT ENGINE RESTART

After:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.

1. Carburettor heat ON if required

2. Electrical fuel pump ON
3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. Ignition BOTH ON
7. Operating engine Throttle Lever SET as practical
8. Stopped engine Throttle Lever IDLE
9. Stopped engine Propeller Lever FULL FORWARD
10. Start push-button PUSH
11. Propeller Lever SET at desired rpm
12. FIELD ON (check for positive ammeter)
13. Engine throttle levers SET as required

If engine restart is unsuccessful

14. EMERG BATT switch ON (if starting battery installed)
15. Repeat engine restart procedure

After engine restart, if practical, moderate propeller rpm and throt-

tle increase to allow OIL and CHT/CT temperatures for stabilizing
CAUTION in the green arcs.

If the fuel quantity in the tank which feeds the stopped engine is low,
NOTE select the opposite side fuel tank by means of the fuel selector.

If engine restart is still unsuccessful:

16. Affected engine SECURE (see engine securing procedure Para. 3)
17. Land as soon as possible applying one engine inoperative landing procedure. See
Para. 6.6

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6.3 ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. Brakes As required

When safely stopped:

4. Failed Engine Ignition BOTH OFF

5. Failed Engine Field OFF
6. Failed Engine Electrical fuel pump OFF

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before command-
ing LG retraction.
WARNING
Take-off planning should take into account that high density altitude
and aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate
of climb after landing gear retraction and engine feathering.

1. Operating engine Throttle Lever FULL POWER

2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Inoperative engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°

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At safe altitude

9. Inoperative engine Confirm and SECURE

10. Operative engine Electrical fuel pump Check ON
11. Operating engine Check engine instruments
12. Operating engine Fuel Selector Check correct feeding (crossfeed
if needed)

If engine restart is recommended:

13. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

13. Land as soon as possible
14. One engine inoperative landing procedure. see Para. 6.6

Following:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.

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6.4 ENGINE FAILURE DURING CLIMB

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Reduce as appropriate to keep airspeed
over 62 KIAS

4. Operating engine Throttle Lever FULL THROTTLE

5. Operating engine Propeller Lever FULL FORWARD
6. Operative engine Electrical fuel pump Check ON
7. Inoperative engine Propeller Lever FEATHER
8. Inoperative engine Confirm and SECURE

If engine restart is possible:

9. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

9. Land as soon as possible
10. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to Sec-
WARNING tion 5 Para 1, “One-engine rate of climb”.

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6.5 ENGINE FAILURE IN FLIGHT

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Adjust as appropriate to keep airspeed over 62 KIAS

4. Operating engine Monitor engine instruments

5. Operative engine Electrical fuel pump Check ON
6. Operating engine Fuel Selector Check correct feeding
(crossfeed if needed)

If engine restart is possible:

7. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

8. Land as soon as possible
9. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to Sec-
WARNING tion 5 Para 12. Rate of climb with One Engine Inoperative.

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6.6 ONE ENGINE INOPERATIVE LANDING

Thoroughly evaluate residual Single Engine Go-Around capabilities

and expected climb gradient should a Missed Approach / balked landing
be executed.
WARNING Refer to Section 5, Para. Single engine go around/Balked landing/climb
and Para. 13 and 14- One-engine Rate of Climb at VYSE and VXSE

Autopilot must be kept OFF

WARNING

1. Seat belts Tightly fastened

2. Landing lights As required
3. Operating engine Fuel Selector Check correct feeding/crossfeed if needed
4. Inoperative engine Propeller Lever CHECK FEATHER
5. Inoperative engine CHECK SECURED
6. Operative engine Electrical fuel pump ON

When on final leg:

7. Flap T/O
8. Landing gear Select DOWN and check three
green lights on
9. Approach Airspeed VYSE
10. Touchdown speed 70 KIAS

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7 LANDING GEAR SYSTEM FAILURES

7.1 EMERGENCY LANDING GEAR EXTENSION

Landing gear extension failure is identified by means a warning

message “LANDING GEAR” illuminated: relevant gear leg may not
be fully extended and/or locked.
Additionally, the light inside the switch and the warning “LANDING
GEAR” will flash inverted red-white, when gear is unlocked in-
transit, or if one or more of the landing gears have lost signla and the
amber CAS message “GEAR PUMP ON” on the PDF indicates the
hydraulic gear pump is operating.

1. Airspeed below applicable VLO/VLE

2. Landing gear control lever DOWN
3. Emergency gear extension access door REMOVE
4. RH control lever ROTATE 90° counterclockwise
5. Wait at least 20 seconds

Main Landing Gear legs green lights may be turned on,

NOTE thus indicating effective main gear legs blocked in down
position by mere effect of gravity force.

6. LH control lever ROTATE 180° counterclockwise

7. Land as soon as practical

The emergency landing gear extension operation takes about

NOTE 20- sec.

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7.2 COMPLETE GEAR UP OR NOSE GEAR UP LANDING

The following procedure applies if Nose Landing Gear is not ex-

tended and locked even after emergency extension procedure.
CAUTION

A Nose Landing Gear up leg not down and locked might lead to a
hazardous situation, especially on uneven runways.
WARNING

If landing gear position is not known, perform a tower fly-by at safe

speed and altitude to have confirmation about its situation.
If possible coordinate fire brigade intervention along runway and re-
WARNING port number of persons on board and remaining fuel type and quan-
tity.

If a complete Landing Gear up or a Nose Landing Gear up position is reported:

Preparation
1. Reduce fuel load if time and conditions permit
2. Crew and passengers safety belts Tightly fastened
3. Landing gear control lever UP
4. Green lights and TRANS light CHECK OFF
5. Flap setting plan approach with Flap Land
Before ground contact:
6. LH and RH Fuel Selector BOTH OFF
7. LH and RH Electrical fuel pump BOTH OFF
8. Ignitions ALL OFF

On touch down:
9. Landing attitude slight nose-up and wings levelled,
10. Touchdown speed as low as 50 KIAS with flap
11. Aircraft nose gently lower as speed bleeds off

After aircraft stops:

12. FIELD LH and RH BOTH OFF
13. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

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Page S3 - 44

14. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts, fuel,
WARNING hydraulic fluid or oil spills. Leave aircraft in upwind direction.

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Page S3 - 45

7.3 PARTIAL MAIN LG EXTENSION

The following procedure applies if one or both Main Landing Gear

legs are not completely extended and locked even after emergency
CAUTION extension procedure.

A partial gear landing (RH and/or LH leg not down and locked)
might turn into a hazardous situation, especially on uneven runways.
If possible try to obtain a symmetric gear extension (e.g. by trying
WARNING further landing gear retraction) in order to avoid swerving after
touchdown. A gear up landing is generally considered safer.

If landing gear position is not known, perform a tower fly-by at safe

speed and altitude to have confirmation about its situation.
If possible coordinate fire brigade intervention along runway and re-
WARNING port number of persons on board and remaining fuel type and quan-
tity.

Preparation
1. Reduce fuel load if time and conditions permit
2. Crew and passengers safety belts Tightly fastened
3. Landing gear control lever UP
4. Green lights and TRANS light CHECK OFF
5. Flap setting plan approach with Flap Land

If partially extended landing gear is confirmed:

Before ground contact:

6. LH and RH Fuel Selector BOTH OFF
7. LH and RH Electrical fuel pump BOTH OFF
8. Ignitions ALL OFF

On touch down:
9. Align for approach on the runway centreline
10. Touchdown speed as low as 50 KIAS
11. Touchdown on the extended gear only
12. Heading and direction maintain applying appropriate aileron and
rudder/steering control
13. Retracted leg keep off the ground as long as possible

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After aircraft stops:

14. FIELD LH and RH BOTH OFF

15. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

16. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts, fuel,
WARNING hydraulic fluid or oil spills. Leave aircraft in upwind direction.

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Page S3 - 47

7.4 FAILED RETRACTION

1. Airspeed Keep below applicable VLO/VLE

2. Landing gear control lever DOWN

A Landing Gear lever recycle (further retraction attempt) may

result in a final partial Landing Gear Extension, which may then
WARNING compromise safe landing aircraft capability.

3. Landing Gear lights Check

If a safe landing configuration is obtained (3 greens)
4. Land normally
If a safe landing gear configuration is not obtained:
4. Emergency LG extension procedure Apply (See Para. 7.1)
5. Land as soon as practical

7.5 UNINTENTIONAL LANDING GEAR EXTENSION

An unwanted landing gear extension, with at least one leg mov-
ing downward, may be caused by hydraulic fluid loss and it is
signaled by
CAUTION
- significant aerodynamic noise increase;
- light and counteractable nose down pitch moment;
- red TRANS light turned on.

1. Airspeed Keep below applicable VLO/VLE

2. Landing gear control lever DOWN
3. Landing Gear lights Check
If a safe landing configuration is obtained (3 greens)
4. Land normally
If a safe landing gear configuration is not obtained:
4. Emergency LG extension procedure Apply (See Para. 7.1)
5. Land as soon as practical

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INTENTIONALLY LEFT BLANK

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8 SMOKE AND FIRE OCCURRENCE

8.1 ENGINE FIRE ON THE GROUND

1. Fuel Selectors BOTH OFF

2. Ignitions ALL OFF
3. Electrical fuel pumps BOTH OFF
4. Cabin heat and defrost OFF
5. MASTER SWITCH OFF
6. Parking Brake ENGAGED
7. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts, fuel,
WARNING hydraulic fluid or oil spills. Leave aircraft in upwind direction.

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Page S3 - 50

8.2 ENGINE FIRE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE
2. Rudder Keep heading control
3. Brakes As required
With aircraft under control
4. Fuel Selector BOTH OFF
5. Ignitions ALL OFF
6. Electrical fuel pump BOTH OFF
7. Cabin heat and defrost OFF
8. MASTER SWITCH OFF
9. Parking Brake ENGAGED
10. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic
WARNING fluid or oil spills. Leave aircraft in upwind direction.

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before commanding
LG retraction.
WARNING
Take-off planning should take into account that high density altitude and
aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate of
climb after landing gear retraction and engine feathering.
1. Operating engine Throttle Lever FULL POWER
2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Fire affected engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°

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At safe altitude

9. Cabin heat and defrost BOTH OFF

10. Fire affected engine Fuel Selector Confirm and OFF
11. Fire affected engine Ignitions Confirm and BOTH OFF
12. Fire affected engine Electrical fuel pump Confirm and OFF
13. Fire affected engine FIELD OFF
14. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

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8.3 ENGINE FIRE IN FLIGHT

1. Cabin heat and defrost BOTH OFF

2. Autopilot OFF
3. Fire affected engine Fuel Selector Confirm and OFF
4. Fire affected engine Ignition Confirm and BOTH OFF
5. Fire affected engine Throttle Lever Confirm and FULL FORWARD
6. Fire affected engine Propeller Lever Confirm and FEATHER
7. Fire affected engine Electrical fuel pump OFF
8. Heading Keep control using rudder and ailerons
9. Attitude Adjust as appropriate to keep airspeed
over 62 KIAS
10. Fire affected engine Field OFF
11. Cabin ventilation OPEN
12. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

8.4 ELECTRICAL SMOKE IN CABIN ON THE GROUND

1. MASTER SWITCH OFF
2. Cabin heat and defrost OFF
3. Throttle Lever BOTH IDLE
4. Ignitions ALL OFF
5. Fuel Selector BOTH OFF
6. Parking Brake ENGAGED
7. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or passen-

ger doors are blocked, watch for engine hot parts, fuel, hydraulic fluid or
WARNING oil spills. Leave aircraft in upwind direction.

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Page S3 - 53

8.5 ELECTRICAL SMOKE IN CABIN DURING FLIGHT

1. Cabin ventilation OPEN

2. Emergency light ON
3. Standby attitude indicator switch ON
4. Gain VMC conditions as soon as possible

In case of cockpit fire:

5. Fire extinguisher use toward base of flames

A tripped circuit breaker should not be reset.

CAUTION

If smoke persists, shed electrical supply in order to isolate faulty source by:
6. FIELD LH and RH OFF
7. AVIONICS LH and RH OFF
8. CROSS BUS LH and RH BOTH OFF

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

If faulty source is found:

9. It may be possible to restore non faulty power sources (one at a time)

If smoke persists:

Before total electrical system shutdown consider gaining VMC condi-

tion, at night set personal emergency light on.
Only emergency light and emergency ADI will be electrically powered.
WARNING All radio COM and NAV, Landing Gear lever (normal mode) and in-
dication lights, electrical trims and flaps will be unserviceable.

10. MASTER SWITCH OFF

11. Land as soon as possible

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Page S3 - 54

When on ground:

12. Aircraft Evacuation carry out as necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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Page S3 - 55

9 UNINTENTIONAL SPIN RECOVERY

Spin behaviour has not been demonstrated since certifica-

tion process does not required it for this aircraft category.
Intentional spin is forbidden.
Stall with one engine inoperative is forbidden.
WARNING Should an unintentional spin occur, the classic recovery
manoeuvre is deemed as being the best action to under-
take:

1. Both engines throttles idle

2. Flight Controls centralize
3. Rudder fully against rotation until it
stops

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Page S3 - 56

10 LANDING EMERGENCIES

10.1 LANDING WITHOUT ENGINE POWER

In case of double engine failure both propellers should be feathered

to achieve maximum efficiency. Best glide speed is attained with
flap UP and equals VY for current aircraft mass and air density al-
titude. Refer to Section 5, Para. “Enroute Rate of Climb”.
Normal landing gear extension requires MASTER switch ON, an
efficient battery and takes around 20 seconds.
CAUTION LG selection should be appropriately anticipated when sure on fi-
nal.
Flap can be set to T/O or LAND when sure on final to reduce land-
ing ground roll on short field.
Touchdown speed can be as low as 50 kt with flap down.

1. Airspeed MTOW 1180kg MTOW 1230 kg

VY = 83 KIAS VY = 84 KIAS

2. Flaps UP
3. Emergency landing field Select

Emergency landing strip should be chosen considering surface con-

dition, length and obstacles. Wind can be guessed by smoke plumes
direction and tree tops or grass bending. Select touchdown direction
WARNING according to the furrows of a plowed field, not across.

4. Safety belts FASTEN and tighten

5. Flaps Set when landing is assured
6. Landing gear control lever DOWN when landing is assured

To reduce landing gear extension time, evaluate use of emergency

control system which requires about 12 sec.
CAUTION

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Page S3 - 57

Before touch down

7. Fuel Selector BOTH OFF

8. Electrical fuel pump BOTH OFF
9. Ignitions ALL OFF
10. MASTER SWITCH OFF

When stopped

11. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts, fuel,
WARNING hydraulic fluid or oil spills. Leave aircraft in upwind direction.

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Page S3 - 58

10.2 LANDING WITH NOSE LANDING GEAR TIRE DEFLATED

If possible, as a nose landing gear flat tire condition is known,

coor- dinate fire brigade intervention along runway and report
WARNING number of persons on board and remaining fuel type and quantity.

If Nose Landing Gear flat tire is confirmed:

Preparation
1. Crew and passengers safety belts Tightly fastened
2. If time permits Burn fuel to lower landing weight
3. Flap setting plan approach with Flap Land

Before ground contact:

4. Fuel Selector BOTH OFF
5. Electrical fuel pump BOTH OFF
6. Ignitions ALL OFF

On touch down:
7. Landing attitude slight nose-up and wings levelled,
8. Touchdown speed as low as 50 KIAS with flap
9. Aircraft nose gently lower as speed bleeds off

After aircraft stops:

10. FIELD LH and RH BOTH OFF
11. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

12. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts, fuel,
WARNING hydraulic fluid or oil spills. Leave aircraft in upwind direction.

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Page S3 - 59

10.3 LANDING WITH A KNOWN MAIN LANDING GEAR TIRE

DEFLATED

An asymmetrical landing gear tire condition (RH and/or LH tires de-

flated) might turn into a hazardous situation, especially on uneven
WARNING runways.

If possible, as a landing gear tires condition is known, coordinate fire

brigade intervention along runway and report number of persons on
WARNING
board and remaining fuel type and quantity.

If a main Landing Gear flat tire is confirmed:

Preparation
1. Crew and passengers safety belts Tightly fastened
2. Flap setting plan approach with Flap Land

Before ground contact:

3. Ignitions ALL OFF
4. LH and RH Fuel Selector BOTH OFF
5. LH and RH Electrical fuel pump BOTH OFF

On touch down:
6. Align for approach on the runway centreline
7. Touchdown speed as low as 50 KIAS
8. Touchdown on the good tire gear only
9. Heading and direction maintain applying appropriate
aileron and rudder/steering control
10. Flattened tire keep off the ground as long
as possible

After aircraft stops (or if runway departure is imminent):

11. FIELD LH and RH BOTH OFF

12. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

13. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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Page S3 - 60

10.4 LANDING WITHOUT BRAKES

If possible, select an airport with suitable runway length.
Otherwise, evaluate the possibility to perform a gear up landing (re-
CAUTION fer to procedure reported on Para. 7.2). In the latter case consider
the increasing hazard of an uneven pavement.

1. Safety belts FASTEN

After touch down if runway is deemed insufficient to decelerate:

2. Fuel Selector BOTH OFF

3. Electrical fuel pumps BOTH OFF
4. Ignitions ALL OFF
5. FIELD LH and RH BOTH OFF
6. MASTER SWITCH OFF

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION

Before end of runway or if runway departure is imminent:

1. Landing gear control lever UP

After aircraft stops:

2. Aircraft Evacuation carry out if necessary

Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.

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Page S3 - 61

11 AIRCRAFT EVACUATION
.

Leave the aircraft when engines are fully stopped. Watch for engine
hot parts and fuel, hydraulic fluid or oil spills when using fuselage
doors. If fuselage doors are unserviceable escape through the ditch-
WARNING
ing emergency exit
In case of engine fire escape from opposite or upwind aircraft side.

Verify (if not yet performed):

1. Fuel Selectors BOTH
2. Ignitions OFF
3. Electrical fuel pumps ALL OFF
4. MASTER SWITCH BOTH
5. Parking Brake OFF OFF
6. Leave the aircraft using emergency exits

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Page S3 - 62

12 DITCHING

Contact with water shall happen with aircraft longitudinal axis and
direction of motion parallel to the wave at the minimum possible
speed. Keep the nose up as long as possible.
Once in the water, the aircraft shall be evacuated through the ditch-
ing emergency exit, if available put life vest on and set dinghy out
WARNING first. Inflate them only outside the aircraft.
If available, try to approach any existing ship in the vicinity in order
to be rapidly located and rescued right after ditching.

1. Landing gear UP
2. Safety belts Tighten and fastened
3. Flaps FULL

Before water impact

4. Fuel Selector BOTH OFF

5. Electrical fuel pump BOTH OFF
6. Ignitions ALL OFF
7. MASTER SWITCH OFF
8. FIELD LH and RH BOTH OFF
9. Impact speed 50 KIAS

Aircraft evacuation

10. Emergency exit handle rotate clockwise

11. Latch door push outward
12. Life vests don
13. Evacuate the aircraft

4th Edition, Rev. 0

Section 3 – Emergency procedures
DITCHING
 Page G19-11

Supplement G19: pages replacement instructions

SECTION 4 - NORMAL PROCEDURES

Supplement G19 Section 4 – NORMAL PROCEDURES

replaces Basic AFM Section 4 as a whole

4th Edition, Rev. 0

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AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-12

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S4 - 1

SECTION 4 – NORMAL PROCEDURES

INDEX

1. INTRODUCTION .................................................................................. 3
1.1. Normal ops general recommendations .............................................. 3

2. AIRSPEEDS .......................................................................................... 7
2.2. Normal operations .............................................................................. 7
2.3. Single engine training ......................................................................... 8

3. NORMAL PROCEDURES CHECKLIST .................................................. 9

3.1 Recommendations for cold weather operations ................................ 9
3.2 Pre-flight check – aircraft walk-around .............................................11
3.3 Cockpit inspections .......................................................................... 17
3.4 Engine starting .................................................................................. 18
3.5 Before taxiing.................................................................................... 20
3.6 Taxiing .............................................................................................. 20
3.7 Prior to takeoff .................................................................................. 21
3.8 Line-up............................................................................................... 22
3.9 Takeoff and climb ............................................................................. 23
3.10 Cruise ................................................................................................ 24
3.11 Turbulent air operation ..................................................................... 24
3.12 Descent and approach ...................................................................... 25
3.13 Before landing ................................................................................... 25
3.14 Balked landing/missed approach ...................................................... 26
3.15 After landing ..................................................................................... 26
3.16 Parking/shut down ............................................................................ 27
3.17 Postflight checks .............................................................................. 28

4. ADDITIONAL GUIDANCE FOR RNAV ................................................. 29

4.1. Approach Applications .................................................................... 351
4.2. PBN (RNAV & RNP) Operational Eligibility ..................................... 354

5. GROUND TOWING, PARKING AND MOORING................................... 35

5.1. Towing............................................................................................... 35
5.2. Parking .............................................................................................. 35
5.3. Mooring ............................................................................................. 36

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Page S4 - 2

INTENTIONALLY LEFT BLANK

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Section 4 – Normal procedures
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S4 - 3

1. INTRODUCTION
Section 4 describes checklists and recommended procedures for the conduct of
normal operations for P2006T aircraft.

1.1. NORMAL OPS GENERAL RECOMMENDATIONS

The following points should be always brought to attention to pilot/instructor/operator when
operating a Tecnam aircraft equipped with variable pitch propeller:

1. Propeller governor ground check.

As prescribed by the propeller/governor manufacturer, a drop of 400/500 propeller RPM should
be produced during this check. Its aim is to confirm the governor efficiency, not its complete
feathering function.
Especially during the first cycle of propeller lever pulling, the governor tendency is to respond
to the input with consistent delay, causing the pilot to continue moving back the propeller lever
until an abrupt RPM change is observed. This causes an excessive drop in propeller speed that
may reach up to 800 RPM in some cases and, consequently, a drop of up to 2000 engine shaft
RPM. The long term result is a major wear of engine gearbox, bushings and pistons. In some
cases, it may also result in detonation.
In order to avoid these long term adverse effects, the governor ground check should be per-
formed by slowly and gently pulling the propeller lever. The purging cycle should be repeated
3 times, making sure that the governor closely and firmly controls the rpm.

The following recommendations have to be followed during the test:

- propeller speed drops shall be of 400/500 propeller RPM

- the cycle shall be repeated 3 times
- the pilot shall be ready to push the propeller lever if a drop of >500 RPM is recorded

2. Power changes.
When power setting changes are required in any flight condition, remember the following cor-
rect procedure:

Power increase = FIRST Prop THEN Map

Power reduction = FIRST Map THEN Prop

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Section 4 – Normal procedures
INTRODUCTION
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Page S4 - 4

Useful guideline chart that could be used for best propeller/manifold combination is fol-
lowing reported:

3. Suitable Fuels.
Tecnam remember operators to fill the aircraft with approved and suitable fuels. Use of not
approved/unknown fuels may cause damages to the engine.

ONLY USE APPROVED FUELS

For details refer to Section 2 of this manual (or applicable Supplement) and latest issue
of Rotax SI-912-016

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INTRODUCTION
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Page S4 - 5

G1000 NXi system use

For safety reasons, G1000 NXi operational procedures must be learned on the
ground.
Document Garmin G1000 NXi Pilot’s Guide for Tecnam P2006T (P/N 190-
02286-00) – last issue, reports detailed instructions to operate the system in sub-
ject. Make always reference to the above mentioned document.

Garmin G1000 NXi Pilot’s Guide for Tecnam P2006T (P/N 190-02286-
00) – last issue - must be carried onboard the airplane at all times.
CAUTION

To reduce the risk of unsafe operation, carefully review and understand

all aspects of the G1000 NXi Pilot’s Guide (P/N 190-02286-00) documen-
WARNING tation at the last issue and the AFM for the aircraft. Thoroughly practice
basic operation prior to actual use. During flight operations, carefully
compare indications from the G1000 NXi to all available navigation
sources, including the information from other NAVAIDs, visual sightings,
charts, etc. For safety purposes, always resolve any discrepancies before
continuing navigation.

Do not use basemap (land and water data) information for primary navi-
gation. Basemap data is intended only to supplement other approved nav-
WARNING igation data sources and should be considered as an aid to enhance situ-
ational awareness. Do not use outdated database information. Databases
used in the G1000 NXi system must be updated regularly in order to en-
sure that the information remains current. Pilots using any outdated da-
tabase do so entirely at their own risk. Reference “Garmin G1000 NXi
Pilot’s Guide for the Tecnam P2006T (P/N 190-02286-00)”, last issue,
Appendix B concerning SD card use and databases.

For safety reasons, G1000 NXi operational procedures must be learned

on the ground.
WARNING

Because of variation in the earth’s magnetic field, operating the G1000

NXi within the following areas could result in loss of reliable attitude and
WARNING heading indications.

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Page S4 - 6

North of 72° North latitude at all longitudes; South of 70° South latitude
at all longitudes; North of 65° North latitude between longitude 75° W
and 120° W. (Northern Canada); North of 70° North latitude between lon-
gitude 70° W and 128° W. (Northern Canada); North of 70° North latitude
between longitude 85° E and 114° E. (Northern Russia); South of 55°
South latitude between longitude 120° E and 165° E. (Region south of
Australia and New Zealand).
The altitude calculated by G1000 NXi GPS receivers is geometric height
above Mean Sea Level and could vary significantly from the altitude dis-
WARNING played by pressure altimeters, such as the GDC 72 Air Data Computer,
or other altimeters in aircraft. GPS altitude should never be used for ver-
tical navigation. Always use pressure altitude displayed by the G1000 NXi
PFD or other pressure altimeters in aircraft.

If the pilot profile is changed during the flight, the HSI could not
NOTE indicate the correct LOC or VOR indication until the pilot manually
tunes the active frequency. Make sure that the displayed indication
on the HSI indicator is consistent with the selected frequency.
The data contained in the terrain and obstacle databases comes from
NOTE government agencies. Garmin accurately processes and cross-vali-
dates the data, but cannot guarantee the accuracy and completeness
of the data. Reference“Garmin G1000 NXi Pilot’s Guide for the Tec-
nam P2006T” (P/N 190-02286-00), last issue, Appendix B concern-
ing SD card use and databases.

Use of polarized eyewear may cause the flight displays to appear

NOTE dim or blank.

MD302 system use

“The detailed description, operation and functionalities of MD302 Stand
By Attitude Module are provided on MD302 Stand-By Attitude Module
WARNING Pilot’s Guide” document P/N 9017846 rev.D, which is to be considered
to be attached to this AFM and kept onboard the aircraft.

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Section 4 – Normal procedures
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Page S4 - 7

2. AIRSPEEDS

2.1. NORMAL OPERATIONS

The following airspeeds are those which are significant for normal operations,
with reference to both MTOW: 1180 kg and 1230 kg (if Supplement G10 - In-
creased MTOW @1230 KG - is applicable).

MTOW
FLAPS 1180kg 1230 kg
Rotation Speed (in takeoff, VR) T/O 64 KIAS 65 KIAS
Best Angle-of-Climb Speed (VX) 0° 73 KIAS 72 KIAS
Best Rate-of-Climb speed (VY) 0° 80 KIAS 84 KIAS
Approach speed T/O 90 KIAS 90 KIAS
Final Approach Speed FULL 70 KIAS 71 KIAS
Manoeuvring speed (VA) 0° 118 KIAS 122 KIAS

Never Exceed Speed (VNE) 0° 167 KIAS 171 KIAS

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Page S4 - 8

2.2. SINGLE ENGINE TRAINING

VSSE is a speed selected as training aid for pilots in the handling of multi-engine aircraft. It
is the minimum speed for intentionally rendering on engine inoperative in flight. This min-
imum speed provides the margin the manufacturer recommends for us when intentionally
performing engine inoperative maneuvers during training. Shutting down an engine for
training shall not become a habit; for safety purpose, and in order to optimise training,
engine shutdown to perform OEI shall be executed only when necessary and required by
regulations (e.g. during flight check, skill tests or demonstration as per 14CFR Part61 or
similar).
A simulated feather condition is obtained with propeller lever full forward and throt-
tle lever set at 13.5 in Hg MAP at 70-90 KIAS and 2000-4000 ft (density altitude).

Recommended safe simulated OEI speed (VSSE) 70 KIAS

NOTE Keep speed above VSSE for simulated OEI training operations.

In normal operations, shutting down an engine for training shall not become a habit, in
particular for safety reasons and in order to optimise training; engine shutdown to perform
OEI shall be executed only when required by regulations (e.g. during flight check, skill
tests or demonstration as per 14CFR Part61 or equivalent rule).
The continuous operation of engine securing for training may indeed cause long term dam-
ages to the engine itself due to the high load coming from propeller (which is in feathering
angle during the engine re-starting).

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Page S4 - 9

3. NORMAL PROCEDURES CHECKLIST

3.1 RECOMMENDATIONS FOR COLD WEATHER OPERATIONS

Engine cold weather operation
Refer to Rotax 912 Series Operators Manual, last issue, providing instructions for
operating media (lubricant and coolant specifications) to be used in cold weather
operation.

Parking
When the airplane is parked in cold weather conditions and it is expected to be
soaked at temperatures below freezing, some precautions need to be taken.
Clear snow, slush, and ice in the parking area, or at least clear the area around the
tires to prevent them from freezing to the ground. Apply plugs on Pitot and static
ports.
The exposed airframe parts should be protected, especially the engines, the wheels,
the blades and the gears against the snow or ice accumulation. Water and other
freezable liquids should be removed from the airplane.
Standing water that could freeze should be removed from critical parts, as flaps and
ailerons hinges, trim tabs hinges, drain points, LG doors, cabin doors etc.
With an ambient temperature of below -20°C, remove battery and store in a warm
dry place; additionally in order to prevent a heavy discharge and to increase the
battery life time, it is recommended to use an external power source for engine
starting at temperatures lower than –15°C.
When wheel brakes come in contact with ice, slush, or snow with freezing condi-
tions, the brake disk may freeze: park the aircraft with parking brake control knob
in OFF position and ensure the aircraft is properly chocked and moored.
In any case, when the probability of ice, snow, or heavy frost is forecast, the use of
a hangar is strongly recommended.
An external inspection of the aircraft is performed before each flight, as prescribed
on Section 3.1.

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Page S4 - 10

For cold weather operations, the crew must focus on the check of following parts
of airplane (free of snow/ice/standing water).

 control surfaces
 fuselage
 wings
 vertical and horizontal stabilator
 stall warning switch
 engine inlets
 engines draining points
 propeller blades
 LG doors
 Pitot, and static ports
 fuel tank vents

Tires show low pressure in cold weather: the required adjustments to inflation pres-
sure should be performed on tires cooled to ambient temperature.
If the crew detects ice, anti icing products are not allowed. To remove ice, tow the
aircraft in the hangar and operate with a soft brush or a humid cloth.

Removal of snow/ice accumulations is necessary prior to take-off

WARNING because they will seriously affect airplane performance. Aircraft
with ice/snow accumulation is not cleared for flight.

If the aircraft must be operated in cold weather conditions within the range -25ºC
to -5ºC, it is suggested to perform following procedure in order to speed up the
engine warm-up:
 Tow the airplane in a warm hangar (warmer than -5°C);
 Let airplane temperature stabilize;
 Check pressure in hydraulic system, recharge if necessary;
 Heat the cabin to a suitable value to avoid windshield frost in flight; an electri-
cal fan heater may be used inside the cabin;
 Tow airplane outside and perform engine starting as soon as possible.

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Page S4 - 11

3.2 PRE-FLIGHT CHECK – AIRCRAFT WALK-AROUND

To perform the aircraft walk-around, carry out the checklists according to the pattern
shown in Figure 4-1.

If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING
nearby.

Visual inspection is defined as follows: check for defects, cracks, de-

lamination, excessive play, unsafe or improper installation as well as
for general condition, presence of foreign objects, slippage markers
etc. For control surfaces, visual inspection also involves additional
check for freedom of movement. Always check the ground in the area
NOTE
of the aircraft for evidence of fuel, oil or operating fluids leakages.

Figure 4.1

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Page S4 - 12

1. Pilot door and cabin Check door for integrity. Turn ON the Master Switch
and check Stall Warning switch for operation and con-
dition; check lighting of Landing/Taxi/Nav/Strobe
lights, then turn OFF the Master Switch.

2. Left main landing gear Check fuselage skin status, tire status (cuts, bruises,
cracks and excessive wear), slippage markers integrity,
gear structure and shock absorber, hoses, gear door at-
tachments and gear micro-switches. There should be no
sign of hydraulic fluid leakage.

3. Wheel chock Remove if employed

4. Propeller and spinner The propeller blades and spinner should be free of
cracks, nicks, dents and other defects and should rotate
freely. Check fixing and lack of play between blades
and hub.

5. Left engine nacelle Perform following inspections:

a) Check the surface conditions.
b) Nacelle inlets and exhausts openings must be
free of obstructions. If inlet and outlet plugs are
installed, they should be removed.
c) Check radiators. There should be no indication
of leakage of fluid and they have to be free of
obstructions.
d) Only before the first flight of a day:
(1) Verify coolant level in the expansion tank, re-
plenish as required up to top (level must be at
least 2/3 of the expansion tank).
(2) Verify coolant level in the overflow bottle
through the slot under the nacelle: level must
be between min. and max. mark. Replenish if
required removing the upper cowling; after
that, install upper cowling checking for inter-
ferences with radiators
(3) Turn the propeller by hand to and fro, feeling
the free rotation of 15°or 30° before the
crankshaft starts to rotate. If the propeller
can be turned between the dogs with practi-
cally no friction at all further investigation is
necessary. Turn propeller by hand in direc-
tion of engine rotation several times and ob-
serve engine for odd noises or excessive re-
sistance and normal compression.

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Page S4 - 13

e) Check oil level and replenish as required. Prior

to oil check, switch off both ignitions circuits
and turn the propeller by hand in direction of
engine rotation several times to pump oil from
the engine into the oil tank. This process is
finished when air is returning back to the oil
tank and can be noticed by a murmur from the
open oil tank. Prior to long flights oil should be
added so that the oil level reaches the “max”
mark.
f) Drain off Gascolator for water and sediment
(drain until no water comes off). Then make sure
drain valve is closed.
g) Check drainage hoses clamps
h) Verify all parts are fixed or locked.
i) Verify all inspection doors are closed.

6. Air induction system Check engine air inlet for integrity and correct fixing.
The air intake filter must be free of obstructions.
7. Left fuel tank Check that the refuelling port cap is properly secured,
then perform the fuel tank sump drainage operating the
related valve which, after operation, must be checked
closed. Fuel must checked for water and sediment. Ver-
ify the tank vent outlet is clear.

8. Landing and taxi lights Visual inspection

9. Left wing leading edge Visual inspection. Check cabin ventilation inlet and
carburettor heating inlet for condition and free of ob-
struction. Check stall strip.

10. Left wing top and bottom panels Visual inspection

11. Left winglet, nav and strobe lights, Check for integrity and fixing
static discharge wick

12. Left aileron and balance mass Visual inspection, remove tie-down devices and control
locks if employed.

13. Left Flap and hinges Visual inspection

14. Left static port Remove protective cap – Visual inspection

15. Antennas Check for integrity

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Page S4 - 14

16. Gear pump, external power and bat- Check emergency landing gear extension system pres-
tery compartment sure (low pressure limit: 20 bar), external power and
battery compartments closure.

17. Horizontal and vertical empennage Check the actuating mechanism of control surfaces and
and tabs. Static discharge wicks. the connection with related tabs. Check wicks for integ-
rity. Remove tie-down device if employed.

18. Stabilator leading edge Check for integrity

19. Fuselage top and bottom skin Visual inspection

20. Right static port Remove protective cap – Visual inspection

21. Right Flap and hinges Visual inspection

22. Right aileron and balance weight Visual inspection, remove tie-down devices and control
locks if employed.

23. Right winglet, nav and strobe lights, Check for integrity and fixing and lighting
static discharge wick

24. Right wing top and bottom panels Visual inspection

25. Right wing leading edge Visual inspection. Check cabin ventilation inlet and
carburettor heating inlet for condition and free of ob-
struction. Check stall strip.

26. Right fuel tank Check that the refuelling port cap is properly secured,
then perform the fuel tank sump drainage operating the
related valve which, after operation, must be checked
closed. Fuel must checked for water and sediment. Ver-
ify the tank vent outlet is clear.

27. Propeller and spinner: The propeller blades and spinner should be free of
cracks, nicks, dents and other defects and should rotate
freely. Check fixing and lack of play between blades
and hub.

28. Right engine nacelle Apply check procedure reported in the walk-around sta-
tion 5 and 6.

29. Passenger door and cabin Check door for integrity. Check safety belts for integrity
and baggage for correct positioning and fastening.
Check ditching emergency exit safety lock. Check pas-
sengers ventilation ports for proper setting.

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Page S4 - 15

30. Right main landing gear Apply check procedure reported in the walk-around
Station 2

31. Wheel chock Remove if employed

32. Bottom fuselage antennas Check for integrity

33. Right cabin ram-air inlet Visual inspection

34. Right Pitot tube Remove protective cap and check for any obstruction

35. Nose landing gear Check tire status (cuts, bruises, cracks and excessive
wear),slippage markers integrity, gear structure and re-
traction mechanism, shock absorber and gear doors at-
tachments. There should be no sign of hydraulic fluid
leakage.

36. Radome Check for integrity

37. Radome access door Visual inspection

38. Left Pitot tube Remove protective cap and check for any obstruction

Avoid blowing inside Pitot-tube and inside airspeed indicator system's static
NOTE ports as this may damage instruments.

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Page S4 - 16

INTENTIONALLY LEFT BLANK

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Page S4 - 17

3.3 COCKPIT INSPECTIONS

Instruct passengers on how to use safety belts and normal / emergency
exits. Passenger embarkation should be done, avoiding contact with hot /
oily parts such as engine exhaust pipes, drainage tubes and wheel brakes,
CAUTION or sharp wing control surfaces edges. Do not smoke on board.
Clean the displays using a clean, lint-free cloth and an eyeglass lens
cleaner that is specified as safe for anti-reflective coatings. Cleaners con-
CAUTION
taining ammonia will harm the anti-reflective coating.

1. Parking brake CHECK ENGAGED

2. AFM and Garmin Pilot’s Guide CHECK on board
3. Weight and balance CHECK if within the limits
4. Flight controls Remove seat belt used as lock
5. PFD and MFD CHECK clean
6. Seat Adjust as required
7. Seat belt Fastened
8. Passenger briefing Completed
9. Doors CLOSED AND LOCKED
10. Landing gear control lever CHECK DOWN
11. Breakers All IN
12. MASTER SWITCH ON
13. Fuel quantity CHECK
14. RH fuel selector RIGHT
15. LH fuel selector LEFT
16. RH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
17. RH Electrical Fuel pump OFF, check pressure decreased at zero
LH Electrical Fuel Pump ON, check fuel pressure gauge correct
18.
operation.
19. LH Electrical Fuel pump OFF, check pressure decreased at zero
20. Strobe light ON
21. Landing gear lights TEST
22. ELT CHECK set to ARM
23. Fire detector TEST
24. Engine levers friction Adjust if required
25. Flight controls CHECK free

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Page S4 - 18

26. Alternate static port CHECK closed

27. Cabin heat CLOSED
28. Flaps Operate control to FULL position.
Verify extension. Retract flaps.
29. Pitch trim control Set to neutral position.
30. Rudder trim control Set to neutral position.
31. Eng. Starting Battery Voltmeter Check 12 to 14 Volt
(if installed)

3.4 ENGINE STARTING

Avionics switches must be set OFF during engine starting to prevent avi-
onic equipment damage.
CAUTION

1 Start clearance Obtain if needed

2 CHRONOMETER START

Right engine starting

1 RH Throttle lever IDLE
2 RH Carburetor heat OFF
3 RH Propeller Lever FULL FORWARD
4 RH Choke ON if required

Cold engine
NOTE Throttles idle (fully closed), chokes fully opened.
Soon after starting, advance the throttle to let the propeller reach 800 RPM
and slowly close the choke. Keep engine at 900 RPM for warm up period.
Hot engine
Park the aircraft with the nose pointing into wind in order to aid cooling.
Keep chokes closed and slowly open the throttles one inch while cranking.
Flooded Engine after engine start failure
Keep chokes closed, open throttle fully and start the engine, then quickly re-
duce throttles to idle

5 RH Electrical Fuel pump ON, check advisory light ON and posi-

tive fuel press build up
6 STROBES ON
7 RH engine propeller zone CHECK free
8 RH ignitions switches BOTH ON

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Page S4 - 19

Ensure that the area around engine propeller disc is clear from people
and obstacles. Call out for propeller free.
WARNING

9 RH start pushbutton PUSH

10 RH engine oil gauge CHECK if increasing within 10 sec.
(max 7 bar in cold operation)
11 RH Throttle lever Advance to reach 1200 RPM
12 RH Choke OFF
13 RH Field ON
14 RH Avionics ON
15 RH Cross bus ON
16 RH Ammeter CHECK Amps positive
17 RH Voltmeter CHECK 12 to 14 Volt
18 RH Electrical fuel pump OFF

Left engine starting

1 LH Throttle lever IDLE

2 LH Carburetor heat OFF
3 LH Propeller Lever FULL FORWARD
4 LH Choke ON if required
5 LH Electrical Fuel pump ON, check advisory light ON and posi-
tive fuel press build up
6 LH engine propeller zone CHECK free
7 LH ignitions switches BOTH ON

Ensure that the area around engine propeller disc is clear from people
and obstacles. Call out for propeller free.
WARNING

8 LH start pushbutton PUSH

9 LH engine oil gauge CHECK if increasing within 10 sec. (max
7 bar in cold operation)
10 LH Throttle lever ADVANCE to reach 1200 RPM

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Page S4 - 20

11 LH Choke OFF
12 LH Field ON
13 LH Avionics ON
14 LH Cross bus ON
15 LH Ammeter CHECK Amps positive
16 LH Voltmeter CHECK 12 to 14 Volt
17 LH Electrical fuel pump OFF

3.5 BEFORE TAXIING

1 Let the engines warm up to a minimum oil temperature of 50°C at 1200 RPM
2 Nav , Taxi and Landing lights ON
3 Transponder Stand-by
4 Passengers and crews seat belts Fastened
5 Passengers and crews headphones Set as required

3.6 TAXIING

NOTE Ensure that the main and passengers’ doors warning lights are turned off.

1 LH/RH Fuel Selector As required

2 LH and RH fuel pressure Monitor
3 Parking Brake RELEASE
4 Flight instruments CHECK
5 Engine instruments CHECK
6 Altimeter SET both and crosscheck
max difference 150 ft
7 Brakes TEST

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Page S4 - 21

3.7 PRIOR TO TAKEOFF

1 Parking Brake ENGAGED
2 RH Fuel Selector RIGHT
3 LH Fuel Selector LEFT
4 LH and RH fuel pressure CHECK
5 LH and RH Engine parameters checks:

 Oil temperature: 90°  110° C

(or 50° + 130 ° C, if MOD2006/002 is applied).
 CHT / CT: 50°  135° / 120° C

 Oil pressure: 2-5 bar (above 1400 RPM): 0.8 bar (below 1400 RPM)
 Fuel pressure: 2.2 – 5.8 psi (0.15 - 0.40 bar)
*2.2 – 7.26 psi (0.15 – 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114
6 LH and RH Generator lights CHECK BOTH OFF
7 LH and RH Propeller Lever FULL FORWARD
8 LH and RH Throttle Lever 1650 RPM
9 RH Ignitions switches Set L / R / BOTH (RPM drop with single
ignition circuit selected must not exceed
130 prop’s RPM; maximum RPM differ-
ence by use of either circuits LEFT or
RIGHT cannot overcome 50 RPM)
10 RH Propeller Lever GOVERNOR CHECK
a) Reduce prop speed to 1200 RPM;
b) move propeller lever back to full for-
ward position;
c) repeat a) and b) 3 times;
d) verify that the governor closely and
firmly controls the RPM;
e) verify that 1650 prop RPM are restored
with prop lever in full forward position.

NOTE Do not cause the propeller speed drop below 1150 RPM in any case.

11 RH Carburettor heat ON, verify propeller RPM decreasing

about 100 RPM
12 RH Carburettor heat OFF
13 RH engine instruments CHECK parameters if within green arcs
Set L / R / BOTH (RPM drop with single
14 LH Ignitions switches ignition circuit selected must not exceed
130 prop’s RPM; maximum RPM differ-
ence by use of either circuits LEFT or
RIGHT cannot overcome 50 RPM)

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Page S4 - 22

15 LH Propeller Lever GOVERNOR CHECK

a) Reduce prop speed to 1200 RPM;
b) move propeller lever back to full for-
ward position;
c) repeat a) and b) 3 times;
d) verify that the governor closely and
firmly controls the RPM;
e) verify that 1650 prop RPM are restored
with prop lever in full forward position.

NOTE Do not cause the propeller speed drop below 1150 RPM in any case.

16 LH Carburettor heat ON, verify propeller RPM decreasing

about 100 RPM
17 LH Carburettor heat OFF
18 LH engine instruments CHECK parameters if within green arcs
19 LH and RH Fuel quantity indicator CHECK consistent with fuel plan
20 Flaps T/O or as required (see Section 5, Take
OFF performances)
21 Pitch trim and rudder trim SET neutral position
22 Flight controls Check free
23 Seat belts fastened and doors closed CHECK
and locked

3.8 LINE-UP

1 Parking Brake RELEASE, check full in

2 Annunciator window CHECK cautions and warnings OFF
3 RH Fuel Selector RIGHT
4 LH Fuel Selector LEFT
5 Pitot heat as required
6 XPDR SET ALT
7 Magnetic compass CHECK
8 AHRS CROSS CHECK

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3.9 TAKEOFF AND CLIMB

1 Landing light ON
2 LH and RH Electrical Fuel pump BOTH ON
3 Carburettors heat CHECK OFF
4 LH and RH Propeller Lever FULL FORWARD
5 LH and RH Throttle Lever FULL POWER
6 Engines instruments Parameters within green arcs
7 Rotation speed MTOW 1180kg MTOW 1230 kg
Vr = 64 KIAS Vr = 65 KIAS
8 Apply brakes to stop wheel spinning
9 Landing gear control knob UP: check green lights and TRANS
light turned OFF within about 20”
10 Landing and taxi lights OFF above 10000 ft
11 LH and RH Propeller Lever Set max cont power at safe altitude

Max take off power must be limited to 5 minutes. Reduce Throttles MAP power
before retracting Propeller to 2200 RPM or below.
CAU-
TION

12 LH and RH Electrical Fuel pump BOTH OFF

It is recommended to retract landing gear when a positive climb rate

is ensured at the applicable best speed (VY or VX as necessary).
NOTE It has been demonstrated that best climb rate is always obtained with
flaps in UP position: refer to Section 5, “Take off rate of climb” and
“Enroute rate of climb” tables.
Noteworthily best climb gradient speed (VX )flaps UP is lower than
best climb speed (VX )flaps T/O up to 6000 ft (density altitude).Refer
to Section 5, “Best climb gradient speed” table.

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Page S4 - 24

3.10 CRUISE

1 LH and RH Propeller Lever SET to 1900-2250 RPM

Throttles MAP decrease should be made before propeller speed reduction be-
low 2200 RPM, as, contrariwise, Propeller Lever increase RPM should be set
CAUTION before engine Throttle Levers are advanced.

2 Engine parameters check (LH and RH)

 Oil temperature: 90°  110° C
(or 50° - 130 ° C, if MOD2006/002 is applied).
 CHT/CT: 50° 135° / 50° - 120° C
 Oil pressure: 2 - 5 bar.
 Fuel pressure: 2.2 – 5.8 psi
*2.2 – 7.26 psi (0.15 – 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114

3 Carburettor heat as needed (see also instructions addressed on Section 3.

Deselect and do not use Auto Pilot if possible icing condition area is inadvert-
WARNING
ently entered.

4 Fuel balance and crossfeed check as necessary

To evaporate possibly accumulated condensation water, once per

NOTE flight day (for approximately 5 minutes) 100° C (212° F) oil tem-
perature must be reached.

3.11 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is recommended that when
turbulent air is encountered or expected, the airspeed be reduced to maneuvering speed to
reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups,
which may occur as a result of the turbulence or of distractions caused by the conditions.

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Page S4 - 25

3.12 DESCENT AND APPROACH

1 Propellers As required
In order to control engine cooling and life, it is preferable to descend with
NOTE power above idle and RPM lower than full continuous.
2 Carburettors heat As required
3 Altimeter setting QNH set and crosscheck
4 Rear passengers seats Set at full aft position

3.13 BEFORE LANDING

1 Rear passengers seats Seats set at full aft and lower position
2 LH and RH Electrical Fuel pump BOTH ON
3 On downwind leg:
MTOW 1180kg MTOW 1230 kg Flaps T/O
VFE= 119KIAS VFE=122KIAS
4 Speed below applicable VLO/VLE Landing gear control knob - DOWN –
Check green lights ON
5 Carburettors heat CHECK OFF
6 LH and RH Propeller Lever FULL FORWARD
7 On final leg: speed below 93 KIAS Flaps FULL
8 Final Approach Speed MTOW 1180kg MTOW 1230 kg
VAPP= 70KIAS VAPP=71KIAS
9 Landing and taxi light ON
10 Touchdown speed 65 KIAS

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3.14 BALKED LANDING/MISSED APPROACH

1 LH and RH Propeller Lever FULL FORWARD
2 LH and RH Throttle Lever FULL POWER

Propeller Lever increase to max RPM should be attained before engine Throt-
tle Levers are advanced to max take off power. Max take off power must be
CAUTION limited to 5 minutes.

3 Flaps T/O
4 Speed Keep over 62 KIAS, climb to VY or VX
as applicable
5 Landing gear UP as positive climb is achieved
6 Flaps UP

It is recommended to retract landing gear when a positive climb rate

NOTE is ensured at the applicable best speed (VY or VX as necessary).
It has been demonstrated that best climb rate is always obtained with
flaps in UP position: refer to Section 5, “Take off rate of climb” and
“Enroute rate of climb” tables.
Noteworthily best climb gradient speed (VX )flaps UP is lower than
best climb speed (VX )flaps T/O up to 6000 ft (density altitude).Refer
to Section 5, “Best climb gradient speed” table.

3.15 AFTER LANDING

1 LH and RH Electrical Fuel pump BOTH OFF

2 Flaps 0°
3 Pitot Heat OFF
4 Landing light OFF when required

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3.16 PARKING/SHUT DOWN

It is always suggested to park the aircraft with the nose pointing into wind
NOTE to improve cooling after shut down.

1 Parking brake Engage

2 Taxi light OFF
3 Engines Allow for cooling down 1 minute at idle power
4 Flaps Check UP
5 Trims Check neutral

Ensure the engine is at its lowest possible idle speed before selecting ig-
NOTE nitions off.

6 Ignitions switches Turn OFF one at time

7 LH and RH AVIONIC BUS OFF
8 LH and RH CROSS BUS OFF
9 LH/RH Field OFF
10 All external lights switches OFF
11 Master Switch OFF
12 Emg Batt / Emg cockpit light /
Emg ADI Switches Check OFF

Before disembarkation verify propellers are fully stopped.

WARNING

Instruct passengers to fully open pax door (against nacelle stop) and depart
alongside aircraft fuselage, avoiding contact with hot / oily parts such as engine
exhaust pipes, drainage tubes and wheel brakes, or sharp wing control surfaces
CAUTION
edges.

Crew should avoid propeller disc area crossing while proceeding alongside a
fully opened pilot’s door (up to 110°).
CAUTION

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3.17 POSTFLIGHT CHECKS

1 Protective cover for Pitot tubes, stall warning and static Install
port plugs.
2 Lock one control wheel with safety belt.
3 Wheel chocks Place under MLG
4 Aileron lock Place and tighten
5 Pilot and passengers doors. Close and latch

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4. ADDITIONAL GUIDANCE FOR RNAV

Experience of RNAV systems, and Flight FMS in general, has identified the pitfalls of way-
point entry error at the receiver as well as inaccuracies and errors in the database itself.
Research and experience have both shown that human error, often the result of a lack of
familiarity with the airborne equipment, represents the major hazard in operations using RNAV
systems. Therefore, it is imperative that pilots understand their system thoroughly and are
able to determine whether it is safe to proceed.
This requires robust procedures, which check for possible errors in the computer database,
monitor continued performance of the RNAV systems and enable pilots to identify and avoid
not only their own mistakes but also errors in the information presented to them.
Flight planning on RNAV routes should include the following recommendation.

- During the pre-flight planning phase, given a GPS constellation of 23 satellites

or less (22 or less for GPS stand-alone equipment that incorporate pressure
altitude aiding), the availability of GPS integrity (RAIM) should be confirmed for
the intended flight (route and time). This should be obtained from a prediction
program either ground-based, or provided as an equipment function, or from an
alternative method acceptable to the Authority;
- Where a navigation data base is installed, the data base validity (current AIRAC
cycle) should be checked before flight;
- Traditional navigation equipment (e.g. VOR, DME and ADF) should be selected
to available aids so as to allow immediate cross-checking or reversion in the event
of loss of GPS navigation capability.

1) Pre-flight Planning
During the pre-flight planning phase, the availability of the navigation infrastructure, required
for the intended operation, including any non-RNAV contingencies, must be confirmed for the
period of intended operation. Availability of the onboard navigation equipment necessary for
the route to be flown must be confirmed. The onboard navigation database must be appropriate
for the region of intended operation and must include the navigation aids, waypoints, and
coded terminal airspace procedures for the departure, arrival and alternate airfields.

Where the responsible airspace authority has specified in the AIP that dual PRNAV systems
are required for specific terminal P-RNAV procedure, the availability of dual P-RNAV sys-
tems must be confirmed. This typically will apply where procedures are effective below the
applicable minimum obstacle clearance altitude or where radar coverage is inadequate for
the purposes of supporting P-RNAV. This will also take into account the particular hazards
of a terminal area and the feasibility of contingency procedures following loss of P-RNAV
capability.
RAIM availability must be confirmed with account taken of the latest information

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2) Departure
At system initialisation, the flight crew must confirm that the navigation database is current
and verify that the aircraft position has been entered correctly. The active flight plan should
be checked by comparing the charts, SID or other applicable documents, with the map display.
This includes confirmation of the waypoint sequence, reasonableness of track angles and dis-
tances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and
which are fly-over. If required by a procedure, a check will need to be made to confirm that
updating will use a specific navigation aid(s), or to confirm exclusion of a specific navigation
aid. A procedure shall not be used if doubt exists as to the validity of the procedure in the
navigation database

The creation of new waypoints by manual entry into the RNAV system by the flight crew
is not permitted as it would invalidate the affected P-RNAV procedure.

Route modifications in the terminal area may take the form of radar headings or ‘direct to’
clearances and the flight crew must be capable of reacting in a timely fashion. This may
include the insertion in the flight plan of waypoints loaded from the database.
During the procedure and where feasible, flight progress should be monitored for navigational
reasonableness, by cross-checks, with conventional navigation aids using the primary display

3) Arrival
Prior to the arrival phase, the flight crew should verify that the correct terminal procedure
has been loaded. The active flight plan should be checked by comparing the charts with the
map display. This includes confirmation of the waypoint sequence, reasonableness of track
angles and distances, any altitude or speed constraints, and, where possible, which waypoints
are fly-by and which are fly-over. If required by a procedure, a check will need to be made to
confirm that updating will exclude a particular navigation aid. A procedure shall not be used if
doubt exists as to the validity of the procedure in the navigation database.
Note: as a minimum, the arrival checks could be a simple inspection of a suitable map display
that achieves the objectives of this paragraph.
The creation of new waypoints by manual entry into the RNAV system by the flight crew
would invalidate the P-RNAV procedure and is not permitted.
Where the contingency to revert to a conventional arrival procedure is required, the flight
crew must make the necessary preparation.
During the procedure and where feasible, flight progress should be monitored for navigational
reasonableness by cross-checks with conventional navigation aids using the primary display
Route modifications in the terminal area may take the form of radar headings or ‘direct to’
clearances and the flight crew must be capable of reacting in a timely fashion.
Although a particular method is not mandated, any published altitude and speed constraints
must be observed.

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In the event that either the GPS or the EGNOS signal is not available at the destination, by the
nature of the system, and its susceptibility to interference, there exists the possibility that it
will also be unavailable over a wide area. Therefore, it is probable that the signal will also be
unavailable at a nearby diversion aerodrome.
Notwithstanding any normal operational requirements for the identification of an alternate
aerodrome, where a RNAV approach is to be flown in conditions where a visual approach will
not be possible; pilots should always ensure that either:
1) A different type of approach system is available at the destination, not de-
pendent on GPS data and for which the weather is forecast to be suitable to
enable a landing to be made from that approach, or;
2) There is at least one alternate destination within range, where a different type of
approach system is available, which is not dependent on GPS data and for which
the weather is forecast to be suitable to enable a landing to be made from that
approach.

4.1 APPROACH APPLICATIONS

When GPS is not approved for the selected final approach course, the
message “NOT APPROVED FOR GPS” is displayed. GPS provides
guidance for the approach, but the HIS must be switched to a NAV re-
ceiver to fly the final course of the approach
If certain GPS parameters (SBAS, RAIM, etc.) are not available, some pub-
lished approach procedures for the desired airport may not be displayed in
the list of available approaches.

An Approach Procedure (APPR) can be loaded at any airport that has one available, and pro-
vides guidance for non-precision and precision approaches to airports with published instru-
ment approach procedures.

Only one approach can be loaded at a time in a flight plan. If an ap-

proach is loaded when another approach is already in the active flight
plan, the new approach replaces the previous approach. The route is de-
fined by selection of an approach and the transition waypoints.

Whenever an approach is selected, the choice to either “load” or “activate” is given. “Loading”
adds the approach to the end of the flight plan without immediately using it for navigation
guidance. This allows continued navigation via the intermediate waypoints in the original
flight plan, but keeps the procedure available on the Active Flight Plan Page for quick acti-
vation when needed. “Activating” also adds the procedure to the end of the flight plan but
immediately begins to provide guidance to the first waypoint in the approach.
When selecting an approach, a “GPS” designation to the right of the procedure name
indicates the procedure can be flown using the GPS receiver. Some procedures do not have

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this designation, meaning the GPS receiver can be used for supplemental navigation guid-
ance only.
If the GPS receiver cannot be used for primary guidance, the appropri-
ate navigation receiver must be used for the selected approach (e.g.,
VOR or ILS). The final course segment of ILS approaches, for example,
must be flown by tuning the NAV receiver to the proper frequency and
selecting that NAV receiver on the CDI

The G1000 SBAS GPS allows for flying LNAV and LPV approach service levels according
to the published chart.

A sample of how the active approach service level is annunciated on the HSI is shown in
the following table:

HSI Annunciation Description Example on HSI

RNAV GPS approach using
LNAV
published LNAV minima
LPV RNAV GPS approach using
(available only if SBAS published LPV minima
available)

Approach Service Level

Before reaching the IAF, the flight crew should verify that the correct procedure
has been loaded into the receiver’s route or flight plan. A comparison with the ap-
proach chart should be made including the following:
• The waypoint sequence.
• Reasonableness of the tracks and distances of the approach legs, accuracy of
the inbound course and mileage of the FAS.
• Verify from the charts, map display or CDU, which waypoints are fly-by and
which are fly-over.
• Check any map display to ensure the track lines actually ‘fly-over’ or ‘fly-by’
the respective waypoints in the procedure.
By the time the aircraft reaches the IAF the pilot should have completed the above and been
cleared for the approach. Also, the approach must have been activated in the receiver at least
by this time.
Approach Applications which are classified as RNP Approach (APCH) in accordance with
ICAO Doc 9613 Performance Based Navigation (PBN) Manual (and ICAO state Letter
SP65/4-10/53) give access to minima (on an instrument approach procedure) designated as:

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LNAV (Lateral Navigation)

This is a Non-Precision or 2D Approach with Lateral only navigation guidance provided
by GNSS and an Aircraft Based Augmentation System (ABAS). Receiver Autonomous
Integrity Monitoring (RAIM) is a form of ABAS. Lateral guidance is linear with accuracy
to within +/- 0.3 NM parallel to either side of the final approach track.
LPV (Localiser Performance with Vertical Guidance)
This is an Approach Procedure with Vertical Guidance. The Lateral and Vertical guidance is
provided by GPS and SBAS. Lateral and vertical guidance are angular with increasing sensi-
tivity as the aircraft progresses down the final approach track; much like an ILS indication.
LPV approach and annunciation on HSI is available only is SBAS available.

Before selecting a LPV approach, make sure SBAS is indicated ACTIVE in the
GPS status box on AUX-GPS STATUS page on MFD.
If DISABLED highlight the appropriate SBAS SELECTION Box under SBAS
softkey under AUX-GPS Status Page on MFD

Should SBAS signal be lost, augmentation is lost. It may be possible to continue with
LNAV only but this is reliant on the availability of RAIM.

NOTE: The instrument approach procedures associated with RNP APCH are entitled RNAV
(GNSS) to reflect that GNSS is the primary navigation system. With the inherent onboard
performance monitoring and alerting provided by GNSS, the navigation specification qualifies
as RNP, however these procedures pre-date PBN, so the chart name has remained as RNAV.
Missed approach procedures
Before commencing an RNAV (GNSS) missed approach, a MAP should be possible without
reference to GPS derived navigation so that, in the event of a loss of GPS accuracy or loss of
integrity during the approach, a safe return to above Minimum Sector Altitude can be made.
This may be possible by dead reckoning (DR) navigation but where this is not possible and
the MAP requires reference to terrestrial navigation aids, these must be available, tuned and
correctly identified before passing the IAF and remain available throughout the approach.
Reasons for a missed approach are many and if GPS information remains available for the
MAP, the pilot must be able to sequence the system correctly past the MAP, in order to follow
the published MAP correctly.
Pilots should be fully competent in the necessary selection routines required by their own
equipment, in order to transition to the MAP and preserve accurate navigation throughout.
When GPS navigation is NOT available for the MAP, it may be necessary to reset the display
function of the HSI/CDI to disengage GPS information and regain VOR/LOC display. Pilots
must be fully conversant with navigation display selections in order safely to follow the MAP.

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Abnormal procedures for approaches

As the aircraft approaches the FAF (LNAV Only, without SBAS), the receiver automatically
perform a final RAIM prediction for the approach. The receiver will not enter the approach
mode if this RAIM prediction is negative. In this case, the approach should be discontinued.
However, this RAIM check assumes availability of the full constellation and will not take
account of scheduled interruptions or failures. This can lead to a successful RAIM prediction
at this point when the RAIM function itself is not available.
If RAIM is lost after passing the FAF the equipment should continue to provide navigation,
where possible for five minutes, before giving a RAIM loss indication and this should be
enough to complete the approach.
Should RAIM detect an out of tolerance situation, a warning will be given and a missed
approach should be initiated immediately
The approach should always be discontinued:
(a) If the receiver fails to engage the correct approach mode or;
(b) In case of Loss Of Integrity (LOI) monitoring or;
(c) Whenever the HSI/CDI indication (or GP indication where applicable) exceeds
half scale displacement or;
(d) If a RAIM (or equivalent) warning is activated or;
(e) If RAIM (or equivalent) function is not available and annunciated before passing
the FAF.

4.2 PBN (RNAV & RNP) OPERATIONAL ELIGIBILITY

The Garmin GNSS navigation system as installed in this airplane is approved for navigation
using GPS and SBAS (within the coverage of a Satellite Based Augmentation System com-
plying with ICAO Annex 10) for IFR en- route, terminal area, precision and non-precision
approach operations.
Both GNSS receivers are required to be operating and receiving usable signals except for
routes requiring only one Long Range Navigation sensor.
The G1000 System has been shown to be eligible for:
- B-RNAV (RNAV-5)
- RNAV1 / P-RNAV (RNP-1) Enroute and Terminal navigation
- RNP APCH LNAV ( d oes not include APV BARO-VNAV operation which is not
cleared)
- LPV with SBAS
provided that the G1000 is receiving usable navigation information from at least one GPS
receiver.

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5. GROUND TOWING, PARKING AND MOORING

5.1 TOWING

When the a/c is moved on the ground, the Master Switch must
be turned ON until the a/c is parked.
CAUTION

To tow the aircraft it is necessary to use a metal stiff bar connected to the nose gear.

Do not turn nose wheel above 20° either side of center:

greater steering angles can damage the wheel stop. The tow
WARNING
bar must be removed before engines starting.

5.2 PARKING
General
Under normal weather conditions, the airplane may be parked and headed in a di-
rection that will facilitate servicing without regard to prevailing winds. Ensure that
it is sufficiently protected against adverse weather conditions and present no danger
to other aircraft.

Procedure
1. Position airplane on levelled surface, headed into the prevailing wind, if practical.
2. Engage parking brake and install control locks
3. Secure pilot control wheel by wrapping the seat belt around it.

Do not engage the parking brakes at low ambient

temperature; accumulation of moisture may
cause
the brakes to freeze. In this case use wheel chocks.

In case of long time parking or overnight parking, it is recommended to moor the

a/c as shown on Para. 4.3.

Mooring is strongly recommended when the wind is more than 15

knots and the a/c is completely refuelled.

CAUTION

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5.3 MOORING
The aircraft is moored to insure its immovability, protection, and security under
various weather conditions.

Mooring is strongly recommended when the wind is more than

15 knots and the a/c is completely refuelled.

CAUTION

Procedure
1. Position airplane on levelled surface and headed into the prevailing wind.
2. Center nose wheel, engage parking brake and/or use the wheel chocks.

Do not engage the parking brakes at low ambient

temperature; accumulation of moisture may
cause the brakes to freeze. In this case use wheel chocks.

3. Secure pilot control wheel by wrapping the seat belt around it

4. Assure flaps are retracted
5. Electrically ground airplane, by connecting ground cable to the engine muffle
6. Install control locks and protective plugs.
7. Close and lock cabin doors.
8. Secure tie-down cables to the nose gear leg (in correspondence of the wheel fork)
and to the wings and tail cone tie-down rings at approximately 45 degree with
respect to the ground. (Refer to following figures)

Additional preparation for high winds includes tie-down ropes from the
main landing gear forks employment.

Mooring – front view

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Mooring – side view

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INTENTIONALLY LEFT BLANK

Section 4 – Normal procedures 4th Edition, Rev. 0

CHECKLIST
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Supplement G19: pages replacement instructions

SECTION 5 - PERFORMANCES

Apply following instruction:

Supplement G19 – PERFORMANCES pages replace

basic AFM Section 5 as a whole.

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INTENTIONALLY LEFT BLANK

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SECTION 5 - PERFORMANCES

INDEX

1. Introduction ....................................................................................... 1
2. Use of performances charts ............................................................. 2
3. Airspeed indicator system calibration .............................................. 3
4. ICAO Standard Atmosphere .............................................................. 4
5. Stall speed......................................................................................... 5
6. Crosswind .......................................................................................... 6
7. Takeoff performances ....................................................................... 7
8. Take-off Rate of Climb at Vy .................................................................................................... 10
9. Take-off Rate of Climb at Vx .................................................................................................... 11
10. Enroute Rate of Climb at Vy ..................................................................................................... 12
11. Enroute Rate of Climb at Vx ..................................................................................................... 13
12. One-Engine Rate of Climb at VySE ....................................................................................... 14
13. One-Engine Rate of Climb at VxSE ....................................................................................... 15
14. Cruise performances ....................................................................... 16
15. Landing performances .................................................................... 19
16. Balked landing climb gradient ........................................................ 22
17. Noise data ....................................................................................... 22

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1. INTRODUCTION
This section provides all necessary data for an accurate and comprehensive plan-
ning of flight activity from takeoff to landing.
Data reported in graphs and/or in tables were determined using:
 “Flight Test Data” under conditions prescribed by EASA CS-23 regulation
 aircraft and engine in good condition
 average piloting techniques

Each graph or table was determined according to ICAO Standard Atmosphere (ISA
- s.l.); evaluations of the impact on performances were carried out by theoretical
means for:
airspeed
external temperature
altitude
weight
runway type and condition

2. USE OF PERFORMANCES CHARTS

Performances data are presented in tabular or graphical form to illustrate the effect
of different variables such as altitude, temperature and weight. Given information
is sufficient to plan the mission with required precision and safety.
Additional information is provided for each table or graph.

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3. AIRSPEED INDICATOR SYSTEM CALIBRATION

Graph shows calibrated airspeed VCAS as a function of indicated airspeed VIAS.

Figure 1 - IAS/CAS chart

Example:
Given Find
KIAS 75 KCAS 74

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4. ICAO STANDARD ATMOSPHERE

c. δA=2250 ft

A. δA=1600 ft

Figure 2 – ICAO chart

Examples: B. °C

G iven Find
a. Temperature = 20°C
c. Corresponding Density Altitude = 2250’
b. Pressure altitude = 1600’

Given Find
A. Pressure altitude = 1600’
B. ISA Air Temperature = 12°C
ISA condition

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5. STALL SPEED

Weight: 1230 kg (2712 lb)

Throttle Levers: IDLE
Landing Gear: Down
CG: Most Forward (16.5%)
ard (16
No ground effect
ct

BANK STALL SPEED

WEIGHT
ANGLE FLAPS 0° FLAPS T/O FLAPS FULL
[kg] [deg] KIAS KCAS KIAS KCAS KIAS KCAS
0 66 65 59 57 54 55
15 67 66 58 58 55 56
1230 30 71 70 61 61 59 59
(FWD C.G.)
45 79 78 68 68 65 65
60 95 93 83 81 79 78

Altitude loss during conventional stall recovery, as demonstrated

NOTE during flight tests is approximately 250 ft with banking below 30°.

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6. CROSSWIND
Maximum demonstrated crosswind is 17 Kts
 Example:
Given Find
Wind direction (with respect to aircraft Headwind = 17.5 Kts
longitudinal axis) = 30°

Wind speed = 20 Kts Crosswind = 10 Kts

Figure 3 – Crosswind diagram

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7. TAKEOFF PERFORMANCES
Weight = 1230 kg (2712 lb)
Corrections
Flaps: T/O Headwind: - 2.5m for each kt (8 ft/kt)
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward Runway slope: + 5% to Ground Roll for each
Runway: Grass +1%
Pressure Distance [m]
Altitude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 207 263 328 401 301
S.L.
At 50 ft AGL 271 345 429 525 394
Ground Roll 231 294 366 447 330
1000
At 50 ft AGL 303 385 479 586 432
Ground Roll 258 328 409 500 362
2000
At 50 ft AGL 338 430 535 654 474
Ground Roll 289 367 457 559 398
3000
At 50 ft AGL 378 480 598 731 521
Ground Roll 323 411 511 625 438
4000
At 50 ft AGL 423 537 669 818 573
Ground Roll 362 460 572 700 481
5000
At 50 ft AGL 473 602 749 916 630
Ground Roll 405 515 642 785 530
6000
At 50 ft AGL 531 675 840 1027 694
Ground Roll 455 578 720 880 584
7000
At 50 ft AGL 595 757 942 1152 765
Ground Roll 511 650 809 989 645
8000
At 50 ft AGL 669 850 1059 1295 844
Ground Roll 575 730 909 1112 712
9000
At 50 ft AGL 752 956 1190 1456 932
Ground Roll 647 822 1023 1252 786
10000
At 50 ft AGL 847 1076 1340 1638 1029

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Weight = 1080 kg (2381 lb)

Corrections
Flaps: T/O Headwind: - 2.5m for each kt (8 ft/kt)
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward Runway slope: + 5% to Ground Roll for
Runway: Grass each +1%
Pressure Distance [m]
Altitude Temperature [°C]
ISA
[ft] -25 0 25 50
Ground Roll 148 188 234 286 215
S.L.
At 50 ft AGL 193 246 306 374 281
Ground Roll 165 210 261 319 235
1000
At 50 ft AGL 216 274 341 418 308
Ground Roll 184 234 291 356 258
2000
At 50 ft AGL 241 306 381 466 338
Ground Roll 206 262 326 398 284
3000
At 50 ft AGL 269 342 426 521 372
Ground Roll 230 293 364 446 312
4000
At 50 ft AGL 301 383 477 583 409
Ground Roll 258 328 408 499 343
5000
At 50 ft AGL 338 429 534 653 449
Ground Roll 289 368 457 559 378
6000
At 50 ft AGL 378 481 599 732 495
Ground Roll 324 412 513 628 417
7000
At 50 ft AGL 425 540 672 822 545
Ground Roll 364 463 577 705 460
8000
At 50 ft AGL 477 606 755 923 602
Ground Roll 410 521 648 793 508
9000
At 50 ft AGL 536 682 849 1038 664
Ground Roll 461 586 730 893 561
10000
At 50 ft AGL 604 767 955 1168 734

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Weight = 930 kg (2051 lb)

Corrections
Headwind: - 2.5m for each kt (8 ft/kt)
Flaps: T/O
Speed at Lift-Off = 65 KIAS Tailwind: + 10m for each kt (33ft/kt)
Speed Over 50ft Obstacle = 70 KIAS Paved Runway: - 6% to Ground Roll
Throttle Levers: Full Forward Runway slope: + 5% to Ground Roll for each
Runway: Grass +1%
Pressure Distance [m]
Altitude Temperature [°C]
C]
[ft] -25 0 25 50 ISA
Ground Roll 100 127 158 194 146
S.L.
At 50 ft AGL 131 167 207 254 190
Ground Roll 112 142 177 216 160
1000
At 50 ft AGL 146 186 231 283 209
Ground Roll 125 159 197 242 175
2000
At 50 ft AGL 163 208 258 316 229
Ground Roll 140 177 221 270 192
3000
At 50 ft AGL 183 232 289 353 252
Ground Roll 156 198 247 302 212
4000
At 50 ft AGL 204 260 323 395 277
Ground Roll 175 222 277 338 233
5000
At 50 ft AGL 229 291 362 443 305
Ground Roll 196 249 310 379 256
6000
At 50 ft AGL 257 326 406 496 335
Ground Roll 220 280 348 426 282
7000
At 50 ft AGL 288 366 455 557 370
Ground Roll 247 314 391 478 312
8000
At 50 ft AGL 323 411 512 626 408
Ground Roll 278 353 440 538 344
9000
At 50 ft AGL 364 462 575 704 450
Ground Roll 313 397 495 605 380
10000
At 50 ft AGL 409 520 648 792 498

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8. TAKE-OFF RATE OF CLIMB AT VY

Power Setting: Maximum Continuous Power
Flaps: Take-Off
Landing Gear: Up
p

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
Altitude
Vy Temperature [°C]
ISA
A
[kg] [ft] [KIAS] -25 0 25 50
S.L. 86 1276 1088 920 768 985
2000 83 1133 948 783 634 873
4000 79 990 809 646 500 761
6000 76 848 670 510 366 649
1230
8000 73 707 531 374 233 537
10000 70 565 393 239 100 425
12000 67 425 256 104 -32 313
14000 64 285 118 -30 -164 201
S.L. 85 1507 1302 1119 954 1190
2000 82 1351 1150 970 808 1068
4000 79 1196 998 822 662 946
6000 76 1041 847 674 517 825
1080
8000 73 887 696 526 372 703
10000 69 734 546 379 228 581
12000 66 581 397 232 84 459
14000 63 428 248 86 -59 338
S.L. 85 1803 1575 1372 1189 1451
2000 82 1630 1406 1206 1026 1315
4000 79 1457 1238 1041 864 1180
6000 75 1286 1070 877 703 1045
930
8000 72 1114 902 713 542 909
10000 69 944 735 549 382 774
12000 65 774 569 387 222 639
14000 62 604 404 224 63 503

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9. TAKE-OFF RATE OF CLIMB AT VX

Power Setting: Maximum Continuous Power
Flaps: Take-Off
Landing Gear: Up
p

Climb Rate of Climb at Vx [ft/min]

Pressure
Weight Speed
Altitude
Vx Temperature [°C]
ISA
A
[kg] [ft] [KIAS] -25 0 25 50
S.L. 78 1214 1037 880 738 941
1000 76 1147 972 816 675 888
2000 75 1080 906 751 612 836
3000 74 1013 841 687 549 783
1230
4000 73 946 776 623 486 731
5000 72 879 710 560 424 678
6000 71 813 645 496 361 626
7000 70 746 580 432 299 574
S.L. 78 1283 1102 940 794 1002
1000 76 1214 1034 874 729 949
2000 75 1145 967 808 664 895
3000 74 1076 900 742 600 841
1080
4000 73 1008 833 676 535 787
5000 72 939 766 611 471 733
6000 71 871 699 545 407 679
7000 70 803 632 480 342 625
S.L. 78 1435 1243 1072 918 1138
1000 76 1362 1172 1002 849 1081
2000 75 1289 1101 932 780 1024
3000 74 1216 1030 863 712 967
930
4000 73 1144 958 793 644 910
5000 72 1071 888 724 576 853
6000 71 999 817 654 508 796
7000 69 927 746 585 440 739

4th Edition, Rev. 0

Section 5 - Performances
TAKE-OFF RATE OF CLIMB AT VX
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 12

10. ENROUTE RATE OF CLIMB AT VY

Power Setting: Maximum Continuous Power
Flaps: Up
Landing Gear: Up
p

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
Altitude
Vy Temperature [°C]
ISA
A
[kg] [ft] [KIAS] -25 0 25 50
S.L. 84 1317 1135 973 827 1036
2000 83 1179 1000 841 697 928
4000 81 1041 865 709 568 819
6000 80 904 731 577 439 711
1230
8000 78 767 598 446 310 603
10000 77 631 464 316 182 495
12000 75 495 332 186 54 387
14000 73 360 199 56 -73 279
S.L. 83 1560 1360 1182 1022 1251
2000 82 1408 1212 1037 879 1132
4000 80 1257 1064 892 737 1014
6000 78 1106 917 748 595 895
1080
8000 76 956 770 604 454 776
10000 74 807 624 461 314 658
12000 72 657 478 318 173 539
14000 70 509 333 175 34 420
S.L. 82 1873 1649 1449 1269 1527
2000 81 1703 1483 1286 1109 1393
4000 79 1533 1317 1124 950 1260
6000 77 1364 1151 962 791 1127
930
8000 75 1196 987 800 632 994
10000 73 1028 823 639 474 861
12000 71 860 659 479 317 727
14000 69 693 496 319 160 594

4th Edition, Rev. 0

Section 5 - Performances
ENROUTE RATE OF CLIMB AT VY
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 13

11. ENROUTE RATE OF CLIMB AT VX

Power Setting: Maximum Continuous Power
Flaps: Up
Landing Gear: Up
p

Climb Rate of Climb at Vx [ft/min]

Pressure
Weight Speed
Altitude
Vx Temperature [°C]
ISA
A
[kg] [ft] [KIAS] -25 0 25 50
S.L. 72 1241 1073 924 789 982
1000 72 1177 1011 863 729 932
2000 72 1114 949 802 669 882
3000 72 1050 887 741 609 832
1230
4000 72 986 825 680 550 782
5000 72 923 763 619 490 732
6000 71 860 701 559 431 682
7000 71 797 639 498 371 632
S.L. 72 1480 1295 1130 981 1194
1000 72 1410 1226 1062 915 1139
2000 72 1340 1158 995 848 1084
3000 72 1269 1089 928 782 1029
1080
4000 71 1199 1020 861 717 973
5000 71 1129 952 794 651 918
6000 71 1059 884 727 585 863
7000 71 990 815 660 520 808
S.L. 72 1787 1578 1391 1223 1463
1000 72 1707 1500 1315 1148 1401
2000 71 1628 1422 1239 1074 1339
3000 71 1549 1345 1163 999 1277
930
4000 71 1470 1268 1087 925 1215
5000 71 1391 1190 1012 851 1153
6000 71 1312 1113 936 777 1090
7000 70 1233 1036 861 703 1028

4th Edition, Rev. 0

Section 5 - Performances
ENROUTE RATE OF CLIMB AT VX
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 14

12. ONE-ENGINE RATE OF CLIMB AT VYSE

Power Setting: Maximum Continuous Power (operative engine)
propeller feathered (inoperative engine)
Flaps: Up
Landing Gear: Up

Climb Rate of Climb [ft/min]

Pressure
Weight Speed
Altitude
VySE Temperature [°C]
ISA
A
[kg] [ft] [KIAS] -25 0 25 50
S.L. 84 330 230 142 62 176
1000 83 292 193 106 26 147
2000 82 254 157 69 -9 117
3000 81 216 120 33 -44 87
1230
4000 80 179 83 -3 -80 58
5000 79 141 46 -38 -115 28
6000 79 104 10 -74 -150 -1
7000 78 67 -27 -110 -185 -31
S.L. 80 436 330 235 149 271
1000 80 396 290 196 111 240
2000 79 355 251 157 73 208
3000 79 315 211 118 35 176
1080
4000 79 275 172 80 -3 145
5000 79 234 132 41 -41 113
6000 78 194 93 3 -78 81
7000 78 154 54 -35 -116 50
S.L. 79 574 455 349 253 390
1000 79 529 411 305 211 355
2000 79 483 367 262 168 319
3000 78 438 322 219 126 284
930
4000 78 393 278 176 83 248
5000 78 348 235 133 41 213
6000 78 304 191 90 -1 178
7000 77 259 147 47 -43 142

4th Edition, Rev. 0

Section 5 - Performances
ONE-ENGINE RATE OF CLIMB AT VYSE
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 15

13. ONE-ENGINE RATE OF CLIMB AT VXSE

Power Setting: Maximum Continuous Power (operative engine)
propeller feathered (inoperative engine)
Flaps: Up
Landing Gear: Up

Climb Rate of Climb at VxSE [ft/min]

Pressure
Weight Speed
Altitude
VxSE Temperature [°C]
ISA
A
[kg] [ft] [KIAS] -25 0 25 50
S.L. 83 325 227 140 61 174
1000 82 288 191 104 26 145
2000 81 251 155 69 -9 116
3000 81 214 118 33 -44 86
1230 4000 80 177 82 -2 -78 57
5000 79 140 46 -38 -113 28
6000 78 103 10 -73 -148 -1
7000 77 66 -26 -108 -183 -30
S.L. 79 424 321 229 147 265
1000 79 385 283 192 110 234
2000 79 346 245 155 73 204
3000 79 307 207 117 37 173
1080 4000 79 268 169 80 0 143
5000 78 229 131 43 -36 112
6000 78 190 93 6 -73 81
7000 78 152 55 -31 -109 51
S.L. 78 556 442 341 249 380
1000 78 513 400 299 209 346
2000 78 469 358 258 168 312
3000 78 426 316 217 128 279
930
4000 78 383 274 176 87 245
5000 78 340 232 134 47 211
6000 77 298 190 93 7 177
7000 77 255 148 52 -34 143

4th Edition, Rev. 0

Section 5 - Performances
ONE-ENGINE RATE OF CLIMB AT VXSE
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 16

14. CRUISE PERFORMANCES

Weight: 1150 kg (2535 lb)

Pressure Altitude: 0 ft
ISA – 30°C (-15°C) ISA (15°C) ISA + 30°C (45°C)
RPM *
MAP PWR KTAS F.C.** F.C.** PWR KTAS F.C.
**
PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2250 29.5 103% 143 28.6 97% 145 27.1 92% 146 25.8
2250 28 88% 134 24.5 83% 136 23.2 79% 138 22
2250 26 69% 122 19.2 65% 124 18.2 62% 125 17.3
2250 24 59% 115 16.6 56% 116 15.7 53% 117 14.9
2250 22 46% 103 12.8 43% 103 12.1 41% 103 11.5
2250 20 39% 96 11 37% 95 10.4 35% 94 9.9
2100 28 84% 132 23.5 80% 134 22.2 76% 135 21.1
2100 26 66% 121 18.5 63% 122 17.5 60% 123 16.7
2100 24 57% 114 16 54% 114 15.1 52% 115 14.4
2100 22 43% 100 12.1 41% 100 11.5 39% 100 10.9
2100 20 37% 92 10.2 35% 91 9.7 33% 89 9.2
1900 26 61% 117 17.1 58% 118 16.2 55% 119 15.4
1900 24 53% 110 14.9 50% 111 14.1 48% 111 13.4
1900 22 41% 97 11.4 39% 97 10.8 37% 96 10.2
1900 20 35% 89 9.6 33% 88 9.1 31% 85 8.7
* Propeller RPM
** Fuel Consumption for each Engine

4th Edition, Rev. 0

Section 5 - Performances
CRUISE PERFORMANCES
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 17

Weight: 1150 kg (2535 lb)

Pressure Altitude: 3000 ft
ISA – 30°C (-21°C) ISA (9°C) ISA + 30°C (39°C)
RPM* MAP F.C.** F.C.** F.C.**
PWR KTAS PWR TCAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 26.4 92% 141 25.7 87% 143 24.3 83% 144 23.1
2250 26.4 89% 139 25 85% 141 23.6 80% 143 22.4
2250 26 85% 137 23.9 81% 138 22.6 77% 140 21.5
2250 24 72% 128 20 68% 129 18.9 64% 130 18
2250 22 57% 116 16 54% 117 15.1 51% 118 14.3
2250 20 48% 108 13.4 45% 108 12.7 43% 108 12.1
2100 26.4 85% 137 23.9 81% 138 22.6 77% 140 21.4
2100 26 82% 134 22.8 77% 136 21.6 73% 137 20.5
2100 24 69% 125 19.2 65% 127 18.1 62% 128 17.2
2100 22 54% 114 15.2 51% 114 14.3 49% 115 13.6
2100 20 45% 104 12.6 43% 104 11.9 41% 104 11.3
1900 26.4 78% 132 21.9 74% 134 20.7 70% 135 19.6
1900 26 75% 130 20.9 71% 131 19.8 67% 132 18.8
1900 24 63% 121 17.7 60% 122 16.7 57% 123 15.9
1900 22 50% 110 14.1 48% 110 13.3 45% 110 12.6
1900 20 42% 101 11.7 40% 101 11.1 38% 100 10.6
*
Propeller RPM
**
Fuel Consumption for each Engine

Weight: 1150 kg (2535 lb)

Pressure Altitude: 6000 ft
ISA – 30°C (-27°C) ISA (3°C) ISA + 30°C (33°C)
RPM *
MAP PWR KTAS F.C.** F.C. PWR KTAS F.C.
** **
PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 23.6 83% 139 23.3 79% 141 22 75% 142 20.9
2250 23.6 81% 138 22.6 76% 139 21.4 73% 141 20.3
2250 22 68% 129 19.1 65% 130 18.1 61% 131 17.2
2250 20 57% 119 15.8 54% 120 14.9 51% 120 14.2
2250 18 46% 108 12.9 44% 108 12.2 41% 107 11.6
2100 23.6 77% 135 21.6 73% 137 20.4 69% 138 19.4
2100 22 65% 126 18.2 62% 127 17.2 59% 128 16.4
2100 20 54% 116 15 51% 116 14.1 48% 117 13.4
2100 18 44% 106 12.4 42% 106 11.7 40% 105 11.1
1900 23.6 71% 130 19.8 67% 132 18.7 64% 133 17.8
1900 22 60% 122 16.8 57% 123 15.8 54% 123 15
1900 20 50% 112 13.9 47% 112 13.1 44% 112 12.4
1900 18 41% 102 11.6 39% 102 10.9 37% 100 10.4
*
Propeller RPM

4th Edition, Rev. 0

Section 5 - Performances
CRUISE PERFORMANCES
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 18

**
Fuel Consumption for each Engine

Weight: 1150 kg (2535 lb)

Pressure Altitude: 9000 ft
ISA – 30°C (-33°C) ISA (-3°C) ISA + 30°C (27°C)
RPM* MAP F.C.** F.C.** F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 21.1 75% 137 20.9 71% 139 19.7 67% 140 18.7
2250 21.1 73% 136 20.3 69% 137 19.2 65% 138 18.2
2250 20 65% 130 18.3 62% 131 17.2 58% 131 16.3
2250 18 53% 118 14.9 50% 119 14 48% 118 13.3
2100 21.1 69% 133 19.4 65% 134 18.3 62% 135 17.4
2100 20 62% 127 17.4 59% 128 16.4 56% 128 15.6
2100 18 51% 116 14.2 48% 116 13.4 46% 116 12.7
1900 21.1 64% 128 17.8 60% 129 16.8 57% 130 15.9
1900 20 57% 122 16 54% 123 15.1 51% 123 14.3
1900 18 47% 112 13.2 44% 112 12.4 42% 111 11.8
* Propeller RPM
** Fuel Consumption for each Engine

Weight: 1150 kg (2535 lb)

Pressure Altitude: 12000 ft
ISA – 30°C (-39°C) ISA (-9°C) ISA + 30°C (21°C)
RPM* MAP F.C.** F.C.** F.C.**
PWR KTAS PWR KTAS PWR KTAS
[inHg] [lt/hr] [lt/hr] [lt/hr]
2388 18.8 67% 135 18.8 63% 136 17.7 60% 136 16.7
2250 18.8 65% 133 18.2 61% 134 17.2 58% 134 16.3
2250 18 60% 129 16.8 57% 129 15.9 54% 129 15
2100 18.8 62% 130 17.4 59% 131 16.4 56% 132 15.5
2100 18 58% 126 16.1 54% 126 15.2 51% 126 14.4
1900 18.8 57% 125 15.9 54% 126 15 51% 126 14.2
1900 18 53% 121 14.8 50% 121 13.9 47% 121 13.2
* Propeller RPM
** Fuel Consumption for each Engine
15.

4th Edition, Rev. 0

Section 5 - Performances
CRUISE PERFORMANCES
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 19

15. LANDING PERFORMANCES

Weight = 1230 kg (2712 lb)

Corrections

Flaps: LAND Headwind: - 5m for each kt (16 ft/kt)

Short Final Approach Speed = 70 KIAS Tailwind: + 11m for each kt (36ft/kt)
Throttle Levers: Idle Paved Runway: - 2% to Ground Roll
Runway: Grass Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

Altitude Temperature [°C]
[ft] -25 0 25 50 ISA
Ground Roll 199 219 239 259 231
S.L.
At 50 ft AGL 308 334 359 384 349
Ground Roll 206 227 248 269 238
1000
At 50 ft AGL 318 344 370 396 358
Ground Roll 214 236 257 279 245
2000
At 50 ft AGL 328 355 382 408 367
Ground Roll 222 244 267 289 252
3000
At 50 ft AGL 348 377 406 434 385
Ground Roll 230 254 277 300 260
4000
At 50 ft AGL 348 377 406 434 385
Ground Roll 239 263 287 311 268
5000
At 50 ft AGL 359 389 419 448 395
Ground Roll 248 273 298 323 276
6000
At 50 ft AGL 371 402 432 463 405
Ground Roll 258 284 310 336 285
7000
At 50 ft AGL 382 415 446 478 416
Ground Roll 268 295 322 349 294
8000
At 50 ft AGL 395 428 461 494 427
Ground Roll 278 306 334 362 303
9000
At 50 ft AGL 408 442 476 510 438
Ground Roll 289 318 348 377 313
10000
At 50 ft AGL 421 457 492 527 450

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 20

Weight = 1080 kg (2381 lb)

Corrections

Flaps: LAND Headwind: - 5m for each kt (16 ft/kt)

Short Final Approach Speed = 70 KIAS Tailwind: + 11m for each kt (36ft/kt)
Throttle Levers: Idle Paved Runway: - 2% to Ground Roll
Runway: Grass Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

Altitude Temperature [°C]
[ft] -25 0 25 50
ISA
Ground Roll 175 192 210 227 203
S.L.
At 50 ft AGL 271 293 315 337 306
Ground Roll 181 199 218 236 209
1000
At 50 ft AGL 279 302 325 348 314
Ground Roll 188 207 226 245 215
2000
At 50 ft AGL 288 311 335 358 322
Ground Roll 195 215 234 254 222
3000
At 50 ft AGL 306 331 356 381 338
Ground Roll 202 223 243 263 228
4000
At 50 ft AGL 306 331 356 381 338
Ground Roll 210 231 252 273 235
5000
At 50 ft AGL 315 342 368 394 347
Ground Roll 218 240 262 284 243
6000
At 50 ft AGL 325 353 380 406 356
Ground Roll 226 249 272 295 250
7000
At 50 ft AGL 336 364 392 420 365
Ground Roll 235 259 283 306 258
8000
At 50 ft AGL 347 376 405 434 375
Ground Roll 244 269 294 318 266
9000
At 50 ft AGL 358 388 418 448 385
Ground Roll 254 280 305 331 275
10000
At 50 ft AGL 370 401 432 463 395

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 21

Weight = 930 kg (2051 lb)

Flaps: LAND Corrections
Short Final Approach Speed = 70 KIAS Headwind: - 5m for each kt (16 ft/kt)
Throttle Levers: Idle Tailwind: + 11m for each kt (36ft/kt)
Runway: Grass Paved Runway: - 2% to Ground Roll
Runway slope: - 2.5% to Ground Roll for
each +1%

Pressure Distance [m]

Altitude Temperature [°C]
[ft]
ISA
-25 0 25 50
Ground Roll 150 166 181 196 175
S.L.
At 50 ft AGL 233 252 271 290 264
Ground Roll 156 172 187 203 180
1000
At 50 ft AGL 240 260 280 299 270
Ground Roll 162 178 194 211 185
2000
At 50 ft AGL 248 268 288 309 277
Ground Roll 168 185 202 219 191
3000
At 50 ft AGL 263 285 307 328 291
Ground Roll 174 192 209 227 197
4000
At 50 ft AGL 263 285 307 328 291
Ground Roll 181 199 217 235 203
5000
At 50 ft AGL 272 294 317 339 299
Ground Roll 188 207 226 244 209
6000
At 50 ft AGL 280 304 327 350 307
Ground Roll 195 215 234 254 215
7000
At 50 ft AGL 289 313 338 361 315
Ground Roll 203 223 243 264 222
8000
At 50 ft AGL 299 324 349 373 323
Ground Roll 210 232 253 274 229
9000
At 50 ft AGL 308 334 360 386 331
Ground Roll 219 241 263 285 237
10000
At 50 ft AGL 319 346 372 399 340

4th Edition, Rev. 0

Section 5 - Performances
LANDING PERFORMANCES
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S5 - 22

16. BALKED LANDING CLIMB GRADIENT

Flight conditions (ISA and SL):

Weight: 1230 kg (2712 lb)

Throttle levers Both FULL FORWARD
Flaps T/O
Landing gear DOWN
Weight MTOW 1230kg (2712 lb)
Speed 72 KIAS
Climb gradient 9.4% (5.4°)

17. NOISE DATA

Noise level, determined in accordance with ICAO/Annex 16 4th Ed., July 2005,
Vol. I°, Chapter 10, is 72.82 dB(A).

4th Edition, Rev. 0

Section 5 - Performances
BALKED LANDING CLIMB GRADIENT
 Page G19 - 15

Supplement G19: page replacement instructions

SECTION 6 - WEIGHT AND BALANCE

See Basic AFM – Section 6

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19 - 16

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-17

Supplement G19: page replacement instructions

SECTION 7 - AIRFRAME and

SYSTEMS DESCRIPTION

Apply following page replacement procedure:

Supplement G19 – AIRFRAME and Basic AFM Section 7

SYSTEMS DESCRIPTION page page
S7-1 thru S7-2 REPLACE 7-1 thru 7-2
S7-16 REPLACE 7-16
S7-29 thru S7-42 REPLACE 7-29 thru 42

4th Edition, Rev. 5

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-18

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 1

SECTION 7 – AIRFRAME and SYSTEMS DESCRIPTION

INDEX

1. INTRODUCTION ........................................................................ 3
2. AIRFRAME ................................................................................. 3
3. POWERPLANT ........................................................................... 9
4. PEDESTAL CONTROLS ........................................................... 12
5. CABIN OVER-HEAD PANEL CONTROLS. ................................ 15
6. INTERNAL LIGHTS .................................................................. 16
7. EXTERNAL LIGHTS ................................................................. 17
8. FUEL SYSTEM ......................................................................... 19
9. LANDING GEAR SYSTEM ........................................................ 21
10. BRAKES. .................................................................................. 25
11. VENTILATION ......................................................................... 26
12. CABIN HEAT ............................................................................ 26
13. SEATS AND SAFETY BELTS ................................................... 26
14. DOORS ..................................................................................... 27
15. BAGGAGE COMPARTMENT. ................................................... 28
16. MD302 ALTERNATIVE STANDBY INSTRUMENT ................... 29
17. PLACARDS............................................................................... 31
18. INSTRUMENTS PANEL............................................................ 37
19. ELECTRICAL SYSTEM ............................................................ 39

4th Edition, Rev. 0

Section 7 – Airframe and Systems Description
INDEX
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 2

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 7 – Airframe and Systems Description
INDEX
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 16

6. INTERNAL LIGHTS
Internal lights systrem is composed by following equipment:

 Map lights, providing lighting for crew and passengers compartment

 Switches lights
 Panel lights
 Cabin ambient lights
 Emergency light

The map lights is two lights located on the overhead panel in correspondence of the crew seats in
the ceiling, fitted with control switches.

The Switches lights are the lights located inside the switches of the instrument panel, their
intensity of light is controlled by a dimmer.

The Panel lights are three lights located on the overhead instrument panel, their intensity of lights
is controlled by a dimmer.

The Cabin ambient are three lights, located below the instrument panel, in particular one light on
the left side of the pilot, one on the right side of the co-pilot, and the third light below the
throttles.

The three dimmers are located on the RH side of instrument panels, below the MFD.

All above mentioned lights are supplied by the battery bus apart from the Emergency light which
is directly connected to the battery. It is a five leds light located in the overhead panel controlled
by a red switch installed on lower LH side of instrument panel, near “BCK BATTERY” switch.

4th Edition, Rev. 5

Section 7 – Airframe and Systems Description
INDEX
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 29

16. MD302 ALTERNATIVE STAND-BY INSTRUMENT

In order to improve the digital version cockpit layout of the P2006T in terms of
human-machine interface, weight saving and reliability this backup instrument
V.1.0.5 is installed.
For more details refer to MOD2006/212.

All MD302 Stand-by Attitude Module settings, set up during the aircraft
delivery or after a maintenance activity, must not be modified.
WARNING

In case of replacement of MD302 Stand-by Attitude Module, verify proper

software load and confirm that its software version number is compliance
WARNING with that one showed above, before install it.

4th Edition, Rev 0

Section 7 – Airframe and Systems description
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 30

INTENTIONALLY LEFT BLANK

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Section 7 – Airframe and Systems description
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 31

17. PLACARDS
In addition to the limitation placards reported on Section 2, following placards are
installed on the aircraft.

Additionally, nearby the placards listed below (English

NOTE language), directly-translated placards in the language of
the country in which the airplane is registered can be in-
stalled, when required by the specific NAA.

Descrip-
Placard Place
tion
ELT equipment Baggage compartment,
location right side

First Aid Kit Baggage compartment,

location aft cover panel

Fire extin- Cockpit floor, pilot

guisher loca- side
tion

Emergency Removable cap

gear extension
compartment
location

4th Edition, Rev. 0

Section 7 – Airframe and Systems Description
PLACARDS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 32

Descrip-
Placard Place
tion
Emergency Emergency distribu-
gear extension tors compartment
instructions

Alternate static Central pedestal, left

port location side

Alternate static Central pedestal, right

port operating side
instructions

Static ports lo- STATIC PORT Static ports: fuselage -

cation both sides
KEEP CLEAN

Battery com- Fuselage tail, left side

partment loca-
tion

EXT power Fuselage tail, left side

connection:
socket sche-
matic and in-
structions

4th Edition, Rev. 0

Section 7 – Airframe and Systems Description
PLACARDS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 33

Descrip-
Placard Place
tion
Landing gear LG hydraulic compart-
hydraulic accu- ment cap (fuselage tail,
mulator: low left side)
pressure limit

LG hydraulic Fuselage tail, left side,

compartment in correspondence of
location LG hydraulic compart-
ment cap

Towing limita- Nose LG forward door

tions

Stabilator ex- Fuselage tail, left side,

cursion range in correspondence of
the stabilator leading
edge

Aircraft Close to the fuel filler

grounding cap

Engine coolant Engine nacelle top side

expansion tank
location

4th Edition, Rev. 0

Section 7 – Airframe and Systems Description
PLACARDS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 34

Descrip-
Placard Place
tion
Steel boards: Fuselage tail, left side
a/c identifica-
tion marks

(Sample)
Main LG tires MLG leg, LH and RH
inflation pres-
sure values

Nose LG tire Nose LG fork

inflation pres-
sure values

4th Edition, Rev. 0

Section 7 – Airframe and Systems Description
PLACARDS
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 35

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4th Edition, Rev. 0

Section 7 – Airframe and Systems Description
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 37

18. INSTRUMENTS PANEL

GARMIN G1000 NXi - Instruments panel (typical layout)

Item Description

1 GDU 1050 (PFD)

2 Audio Panel
3 A/P Programmer/Computer
4 GDU 1050 (MFD)
5 Main bus breaker panel
6 Ess bus breaker panel (RH)
7 Ess bus breaker panel (LH)
8 Avionic bus breaker panel (LH & RH)
9 Battery and Alternators (LH & RH) breakers
10 Cabin ventilation (RH)
11 Instrument light switch (if installed)
12 Strobe light switch

4th Edition, Rev. 5

Section 7 – Airframe and Systems Description
INSTRUMENTS PANEL
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 38

Item Description

13 Navigation light switch

14 Taxi light switch

15 Landing light switch

16 Cabin/Instruments/Panel lights dimmers
17 Flaps switch
18 MD-302 Standby Attitude Module
19 Cross bus 2 switch
20 RH battery switch
21 Cross bus 1 switch
22 Master switch
23 Avionics master switch 2
24 Avionics master switch 1
25 LH Battery Switch
26 Landing gear lever

27 Windshield defrost
28 Cabin heat
29 Cabin ventilation
30 Emergency Locator Transmitter switch
31 A/P master switch
32 Pitot heating switch
33 Rudder trim disconnect switch
34 Pitch trim disconnect switch
35 Electric fan switch
36 Fire detection system test switch

4th Edition, Rev. 0

Section 7 – Airframe and Systems Description
INSTRUMENTS PANEL
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 39

19. ELECTRICAL SYSTEM

Primary DC power is provided by two engine-driven generators which, during nor-
mal operations, operate in parallel.
Each generator is rated of 40 Amps and 14 VDC, as the two voltage regulators. An
automatic overvoltage device protects the circuits and the electric components from
an excessive voltage caused by generator failures.
The power rating of each generator is such that if one generator fails the other one
can still supply the airplane equipment to maintain flight safety.
Secondary DC power is provided by a main battery (lead type - 12 V, 23-Ah) and
a secondary battery (lead type - 12V, 13 Ah).
An external DC power source can be connected to the aircraft distribution system
in order to have it fed without starting the engine.
The ammeter section of the G1000 EIS can indicate the current supplied by either
left or right generator switching a dedicated selector.
There are five different buses:
• Battery bus,
• LH Generator bus,
• RH Generator bus,
• LH Avionics bus,
• RH Avionics bus.

The distribution system operates as a single bus with power being supplied by the
battery and both generators but it is possible to separate the left busses from the
right busses when required by means of the Cross Bus switches.

The switches to enable and disable the alternators and battery are grouped in the
master switches group and are located in the centre side of the instrument panel.
Only the emergency switch, that allow to put in parallel both batteries is located in
left side of the instrument panel.

All electrical loads are divided among the five busses on the basis of their im-
portance and required power: equipment with duplicate functions is connected to
separate busses.

The Battery bus, which supplies the most important loads, is energized from three
sources: the battery and both generators. This allows the bus for remaining active
also in case of two independent faults in the supply paths.

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 40

The following loads are connected to the battery bus:

Breaker ID
Start LH
Start RH
Fan TAS (if installed)
Fuel Pump LH
Fuel Pump RH
Instrum.
E.I.S. 1
E.I.S. 2
P.F.D.
GPS/NAV 1
COM 1
AHRS
Stall warning
A.D.I.
ADC
Flaps actuator
Door
Cabin Light
Landing light
Strobe Light
Instr. Light
Cross LH
Cross RH
Pilot seat
Backup Battery
Landing Gear
Relay Landing Gear
Light Landing Gear

• In addition, Emergency Light is connected directly on the battery.

4th Edition, Rev. 5

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 41

Cross Bus LH Cross Bus RH Avionic Bus LH Avionic Bus RH

Field LH Field RH Avionic bus LH Avionic bus RH

Taxi Light Rudder Trim Trim A/P COM 2

Pitot Heat Co-pilot seat A/P M.F.D.

Voltage regulator LH Voltage regulator RH XPDR A.D.F. (if installed)

Cabin fan Nav Light D.M.E. GPS/NAV 2

- Audio panel Turn coord Converter 12/28
- Landing Light TCAS (if installed) 12V socket

On the central pedestal (see Figure below) there are seven switches disposed on two
rows: on the first row there is the MASTER SWITCH which allows for connecting,
through the battery relay, the battery to the battery bus.

LH and RH FIELD switches control the pertinent generator: setting the switch to
OFF puts the pertinent generator off-line.

In correspondence of the second row there are 4 switches LH/RH AVIONIC and
LH/ RH CROSS BUS.

Central pedestal switches console

The first two switches allow, through a relay, to cut off the power supply to the
pertinent avionic bus.

The second ones allow, through a relay, for realizing the parallel connection be-
tween the pertinent generator bus and the battery bus. Setting these ones to OFF,
the pertinent generator bus (and related avionic bus supplied) is separated from the
battery bus and from opposite generator bus.

4th Edition, Rev. 5

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302

Page S7 - 42

When both generators are correctly operating and all above mentioned switches are
in ON position, all the busses are connected to the generators.

The ignition switches, two for each engine and grouped on the over head panel, are
instead independent from the airplane electrical system (generation and distribu-
tion); they only control and open the engine electrical circuit.

If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.

4th Edition, Rev. 0

Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 Page G19-19

Supplement G19: page replacement instructions

SECTION 8 – AIRCRAFT CARE

AND MAINTENANCE

See Basic AFM – Section 8

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G19-20

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
AFMS G19 – G1000 NXI, Increased MTOW, Increased VLE/VLO and MD302
 Page G20-1

SUPPLEMENT NO. G20 - GARMIN GTX345R TRANSPONDER

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev or Under DOA
page Revision DO OoA HDO Privileges
Approved under DOA
0 - First issue A. Sabino M. Oliva L. Pascale No. EASA.21J.335
privileges.
Approved under the
Typo errors
authority of DOA, ref.
1 G20-1, 2, 3 Specification of optional G. Valentino D. Ronca M. Oliva
EASA.21J.335
characteristics (MOD2006/298).
(MOD2006/382.200129)

List of Effective Pages

Page Revision Page Revision

G20-1 Rev 1 G20-3 Rev 1
G20-2 Rev 1 G20-4 Rev 0

4th Edition, Rev. 1

Section 9 - Supplements
Supplement no. G20 – GARMIN GTX345R Transponder
 Page G20-2

INTRODUCTION
This section contains supplemental information to operate the aircraft in a safe and
efficient manner when equipped with Garmin GTX345R device.

GENERAL
Garmin GTX345R is a transponder operating with A, C and S mode. Its user inter-
face is part of GARMIN G950 NXi software

LIMITATIONS
Garmin GTX345R manuals do not address operating limitations more severe than
those usually applicable to the P2006T.

EMERGENCY PROCEDURES
In case of emergency conditions, transponder is able to send codified messages
to the Air Traffic Control; messages are classified as follows:

Code Condition
7500 Aircraft subjected to illegal interference
7600 Loss of radio communications
7700 Emergencies

NORMAL OPERATIONS
DETAILED OPERATING PROCEDURES
Normal operating procedures are described on GARMIN G950 NXi Pilot’s guide (P/N
190-02286-00) rev. 00 or later versions.

GARMIN G950 NXi Pilot’s guide (P/N 190-02286-00) - rev.

NOTE 00 or later versions - must be carried onboard the airplane at
all times.

4th Edition, Rev. 1

Section 9 - Supplements
Supplement no. G20 – GARMIN GTX345R Transponder
 Page G20-3

PERFORMANCES
Garmin GTX345R employment does not affect the aircraft performances

WEIGHT AND BALANCE

See Section 6 of this Manual.

SYSTEMS
GTX 345R is a Mode S transponder with ADS-B extended squitter capability and
also includes UAT and 1090 receivers for ADS-B IN (optional)/OUT capabilities.
It is mounted on a rack, located behind the PFD.
It delivers up to 250 watts of nominal power. The PFD displays the code, reply
symbol and mode of operation; in the event of PFD failure the system switches to
reversionary mode and the transponder interface can be operated from MFD.
The GTX 345R is connected to both GIA63W and to XPDR antenna.

Figure 1 – Garmin GTX 345R

4th Edition, Rev. 1

Section 9 - Supplements
Supplement no. G20 – GARMIN GTX345R Transponder
 Page G20-4

INTENTIONALLY LEFT BLANK

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G20 – GARMIN GTX345R Transponder
 Page G21-1

SUPPLEMENT NO. G21

BECKER 3500 ADF FOR GARMIN NXI

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev or Under DOA
page Revision DO OoA HDO Privileges
Approved under DOA
0 - First issue A. Sabino C. Caruso M. Oliva
privileges.

List of Effective Pages

Page Revision
G21-1 Rev 0
G21-2 Rev 0

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G21 – Becker 3500 ADF for GARMIN NXi
 Page G21-2

GENERAL
Refer to basic AFM.

LIMITATIONS
Refer to basic AFM.

EMERGENCY PROCEDURES
Refer to basic AFM.

NORMAL PROCEDURES
The user interface of Becker 3500 ADF system is part of the GARMIN NXi Suite
software.
Normal operating procedures are described on GARMIN NXi Pilot’s guide.

GARMIN NXi Pilot’s guide (P/N 190-02286-00) - rev. 00 or later

NOTE versions - must be carried onboard the airplane at all times.

PERFORMANCE
Refer to basic AFM.

WEIGHT AND BALANCE

Refer to basic AFM.

AIRFRAME AND SYSTEMS DESCRIPTION

Refer to basic AFM.

AIRCRAFT CARE AND MAINTENANCE

Refer to basic AFM.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G21 – Becker 3500 ADF for GARMIN NXi
 Page G22-1

SUPPLEMENT NO. G22

GARMIN GTS800 TAS FOR GARMIN NXI

Record of Revisions

Tecnam Approval EASA Approval

Revised Description of
Rev or Under DOA
page Revision DO OoA HDO Privileges
Approved under DOA
0 - First issue A. Sabino C. Caruso M. Oliva
privileges.

List of Effective Pages

Page Revision
G22-1 Rev 0
G22-2 Rev 0

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G22 – GARMIN GTS800 TAS for GARMIN NXi
 Page G22-2

GENERAL
Refer to basic AFM.

LIMITATIONS
Refer to basic AFM.

EMERGENCY PROCEDURES
Refer to basic AFM.

NORMAL PROCEDURES
The user interface of GARMIN GTS800 TAS system is part of the GARMIN Suite
software.
Normal operating procedures are described on GARMIN NXi Pilot’s guide .

GARMIN G950 Pilot’s guide (P/N 190-02286-00) - rev. 00 or later

NOTE versions - must be carried onboard the airplane at all times.

PERFORMANCE
Refer to basic AFM.

WEIGHT AND BALANCE

Refer to basic AFM.

AIRFRAME AND SYSTEMS DESCRIPTION

Refer to basic AFM.

AIRCRAFT CARE AND MAINTENANCE

Refer to basic AFM.

4th Edition, Rev. 0

Section 9 - Supplements
Supplement no. G22 – GARMIN GTS800 TAS for GARMIN NXi
 Page G23-1

SUPPLEMENT NO. G23

SMP CONFIGURATION FOR

GARMIN NXI AVIONICS SUITE

RECORD OF REVISIONS

Tecnam Approval EASA Approval Or

Description
Rev Revised page Under DOA
of Revision DO OoA HDO Privileges
Approved under the
authority of DOA
0 - First issue A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
MOD2006/345.181120
Amended title,
references to
Garmin Avion- Approved under the
ics Suite. authority of DOA
1 G23-1 to 3 A. Sabino D. Ronca M. Oliva
Typo on cross- ref. EASA.21J.335
reference to MOD2006/357.190226
Supplement
G06 corrected.
Approved under the
Correction of authority of DOA
2 G23-10, 13, 19 A. Glorioso D. Ronca M. Oliva
typo errors ref. EASA.21J.335
MOD2006/380.191111
G23-1,
2,7,8,9,10,11,12,13,14,1
5,16,17,18,19,20
SMP2-3
SMP3-3 thru 5 Approved under the
SSMP3 – 7 thru 9 Correction of authority of DOA
3 G. Valentino D. Ronca M. Oliva
SSMP3 – 21, 29 typo errors ref. EASA.21J.335
SSMP3 – 36 thru 40 MOD2006/389.200303
SSMP3 – 49 thru 53
SSMP4 – 3, 24 thru 25
SSMP7 – 39
SSMP7 – 42 thru 46
The information herein contained have been previously published in Supplement G14, which remains applicable
for the aircraft equipped with Garmin G950 avionics.

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-2

LOEP

Pages Revision
Cover pages G23 – 4,5,6 Rev. 0
G23-1,
Rev. 3
2,3,7,8,9,10,11,12,13,14,15,16,17,18,19,20
Section 2 SMP2 – 3 Rev. 3
Section 3 SSMP3 – 3 thru 5 Rev. 3
SSMP3 – 7 thru 9 Rev. 3
SSMP3 – 21 Rev. 3
SSMP3 – 29 Rev. 3
SSMP3 – 36 thru 40 Rev. 3
SSMP3 – 49 thru 53 Rev. 3
Section 4 SSMP4 – 3 Rev. 3
SSMP4 – 24 thru 25 Rev. 3
Section 7 SSMP7 – 39 Rev. 3
SSMP7 – 42 thru 46 Rev. 3

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-3

INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with Garmin NXi Integrated Flight Deck Sys-
tem (Design Change MOD 2006/271) and with Special Mission Platform. The Spe-
cial Mission Platform refers to the following design changes:
 MOD2006/046 - Power supply from built-in generators
 MOD2006/202 - Replacement of existing 40A alternators with 70A
 MOD2006/204 - Installation of converter box
For the two first design changes the supplements (n° G06 and G13) are already ap-
proved by EASA and in this supplement we report the same information for refer-
ence.
The Rotax engine built-in generators, one for each engine, feed two bus bars made
available for end user equipment, when the design change 2006/046 is installed.
When 70A alternators are installed replacing the standard, 40A ones, the electrical
system logic is not affected by any substantial change. Primary DC power is pro-
vided by two engine-driven alternators which, during normal operations, operate in
parallel.
Each alternator is rated at 14,2 - 14,8 Vdc (through two external, first fuselage
frame installed voltage regulators), 70 Amp and is provided with an automatic
overvoltage device protecting the circuits and the electric components from an ex-
cessive voltage caused by alternator's failures.
The power rating of each generator is such that if one generator fails the other one
can still supply the airplane equipment to maintain flight safety.

The information contained herein supplements or supersedes the basic Aircraft

Flight Manual or the Supplement G19, as applicable: detailed instructions are pro-
vided to allow the owner for replacing the Basic AFM/Supplement G19 pages con-
taining information amended as per the Design Changes in subject.

Usually, the Special Mission Platform P2006T is also equipped

NOTE
with holes in the cabin and/or tailcone, ready for third parties
sensor's integration. While the Tecnam intent is to offer a plat-
form ready for sensors' integration, it is end-user responsibility
to receive the approval from authority for each equipment instal-
lation.

It is the owner’s/operator's responsibility to replace the mentioned pages in the

AFM in accordance with the instructions herein addressed section by section.

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-4

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-5

Supplement G23: pages replacement instructions

SECTION 1 – GENERAL

Apply following instruction:

See Basic AFM - Section 1

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-6

INTENTIONALLY LEFT BLANK

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-7

Supplement G23: pages replacement instructions

SECTION 2 – LIMITATIONS

Apply following instruction:

See Basic AFM - Section 2

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-8

INTENTIONALLY LEFT BLANK

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-9

Supplement G23: pages replacement instructions

SECTION 3 – EMERGENCY PROCEDURES

Apply following pages replacement procedure:

Supplement G23 -
Supplement G19
EMERGENCY
Section 3 page
PROCEDURES page
SSMP3 – 3 thru 5 REPLACE Page S3 – 3 thru 5 of Supplement G19, Section 3
SSMP3 – 7 thru 9 REPLACE Page S3 – 8 thru 11 of Supplement G19, Section 3
SSMP3 – 21 REPLACES Page S3 – 21 of Supplement G19, Section 3
SSMP3 – 29 REPLACES Page S3 – 29 of Supplement G19, Section 3
SSMP3 – 36 thru 37 REPLACE Page S3 – 36 thru 37 of Supplement G19, Section 3
SSMP3 – 39 thru 40 REPLACE Page S3 – 39 thru 40 of Supplement G19, Section 3
SSMP3 – 49 thru 53 REPLACE Page S3 – 49 thru 53 of Supplement G19, Section 3

Ed.4, Rev.3

Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-10

INTENTIONALLY LEFT BLANK

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-3

1. INTRODUCTION
Section 3 includes checklists and detailed procedures for coping with various
types of emergency conditions that could arise after a system failure.
The procedures affected from installation of the Special Mission Platform are the
following:
 Single alternator failure / overvoltage
 Both alternators failure
 Both alternators overvoltage
 Engine securing
 Total electrical failure
 Inflight engine restart
 Engine failure during takeoff run
 Engine failure during climb
 Engine failure in flight
 Engine fire on the ground
 Engine fire during takeoff run
 Engine fire in flight
 Electrical smoke in cabin on the ground
 Electrical smoke in cabin during flight

The main difference regarding aircraft systems, compared with the basic AFM, is
the presence of the Power supply from built-in generators, Alternators with 70A
and Converter Box. The powering and disconnection of converter box is very
simple and, in most of abnormal cases, is automatically managed by relays and
safety provisions.
The converter box (following described in Section 7) is managed by the pilot only
via two switches, located in the bottom LH side of pilot seat on a single panel
provided by: two switches, two breakers and two indicating lamps.
Only when pilot selects BOTH switches ON (right and left AUX) and both alter-
nators are operative the system allows a surplus of power generated by the en-
gines and alternators to flow into 4x converters and, then, into mission equipment,
when installed.
The health status of converters inside the box (located into the baggage compart-
ment) is monitored by mission operator, via 4x failure indicating lamps. Follow-
ing the key concepts when managing converter boxes:

1. Mission Power Switches: they enable the converter box ONLY when
BOTH are set to ON;
2. Converter box power: enabled only if both LH and RH main alternators
are generating power;
3. Converter box: automatically switches OFF in case LH or RH main/aux
alternators is faulty / not generating;
4. Converter box: automatically switches OFF in case LH or RH mission
switch is set to OFF;

Ed.4, Rev.3

Section 3 – Emergency procedures

INTRODUCTION
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-4

5. Failure lamp: when illuminated, indicates that the correspondent converter

is not working properly and needs to be replaced if the maximum available
power from converter box is needed. When all converters are working
properly, the system is capable to output 40A@28V. If one converter fails,
12A@28V are lost. For this reason, the end-user mission can continue if
the equipment demand is less than 25/28A. On the contrary, the converter
needs to be replaced.
Before operating the aircraft, the pilot/operator should become thoroughly famil-
iar with this manual and, in particular, with this Section. Further on a continued
and appropriate training and self study should be done.
Two types of emergency procedures are hereby given.
a. “BOLD FACES” which must be known by heart by the pilot and executed, in
the correct and complete sequence, immediately after the failure is detected
and confirmed.
These procedures characters are boxed and highlighted:

1.1 ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF
1. Throttle Lever BOTH IDLE
2. Rudder Keep heading control
3. --
4. --
b. “other procedures” which should be well theoretically known and mastered,
but that can be executed entering and following step by step the AFM current
section appropriate checklist.

Additionally operating the aircraft, the pilot should become thoroughly familiar
with the Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-01146-XX) –
last issue - and, in particular, with the present AFM Section.

Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-

01146-XX) – last issue - must be carried onboard the airplane
CAUTION at all times.

Garmin G950 has a very high degree of functional integrity. However,

the pilot must recognize that providing monitoring and/or self-test ca-
pability for all conceivable system failures is not practical. Although
WARNING
unlikely, it may be possible for erroneous operation to occur without a
fault indication shown by the G950. It is thus the responsibility of the
pilot to detect such an occurrence by means of crosschecking with all
redundant or correlated information available in the cockpit.

Ed.4, Rev.3

Section 3 – Emergency procedures

INTRODUCTION
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-5

In any case, as a failure or abnormal behaviour is detected pilots should act as

follows:
1. Keep self-control and maintain aircraft flight attitude and parameters
2. Analyse the situation identifying, if required, the area for a possible
emergency landing
3. Apply the pertinent procedure
4. Inform the Air Traffic Control as applicable

For the safe conduct of later flights, any anomaly and/or failure must
NOTE be communicated to the National Authorities in charge, in order to
put the aircraft in a fully operational and safe condition.

In this Chapter, following definitions apply:

NOTE Land as soon as possible: land without delay at the nearest suitable
area at which a safe approach and landing is assured.

Land as soon as practical: land at the nearest approved landing ar-

ea where suitable repairs can be made.

Ed.4, Rev.3

Section 3 – Emergency procedures

INTRODUCTION
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-7

2.1. SINGLE ALTERNATOR FAILURE / OVERVOLTAGE

Annunciation window Alert window

L ALT FAIL Lh Alternator

OR
R ALT FAIL Rh Alternator

1. FIELD LH (or RH) OFF

2. LH and RH AUX FIELD switch BOTH OFF
3. FIELD LH (or RH) ON

If the LH (or RH) ALT caution stays displayed

1. FIELD LH (or RH) OFF

If the LH (or RH) GENERATOR caution persists displayed

1. CROSS BUS LH (or RH) OFF

2. Land as soon as practical.

NOTE The battery and a single generator are able to supply the electrical
power necessary for the entire mission, but redundancy is lost.

Ed.4, Rev.3
Section 3 – Emergency procedures
AIRPLANE ALERTS
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-8

2.2 BOTH ALTERNATORS FAILURE

Annunciation window Alert window

L ALT FAIL Lh Alternator

R ALT FAIL Rh Alternator

In event of both L and R ALT FAIL caution alerts displayed:

1. FIELD LH and RH BOTH OFF

2. LH and RH AUX FIELD switch BOTH OFF
3. FIELD LH and RH BOTH ON

If both LH and RH ALT cautions stay displayed

1. FIELD LH and RH BOTH OFF
2. CROSS BUS LH and RH BOTH OFF
If engine starting battery modification is applied
1. EMERG BATT switch ON
2. Land as soon as possible.

If engine starting battery modification is not applied

1. Land as soon as possible.

NOTE The battery can supply electrical power for at least 30 minutes.

Ed.4, Rev.3
Section 3 – Emergency procedures
AIRPLANE ALERTS
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-9

2.3 BOTH ALTERNATORS OVERVOLTAGE

Annunciation window Alert window

L BUS VOLT HIGH Lh overvoltage

R BUS VOLT HIGH Rh overvoltage

In event of both L and R BUS VOLT HIGH warning alerts displayed:

1. FIELD LH and RH BOTH OFF
2. LH and RH AUX FIELD switch BOTH OFF
3. FIELD LH and RH BOTH ON (one at a time)

if LH (or RH) OVERVOLT warning stays displayed

1. FIELD LH (or RH) OFF

if both LH and RH OVERVOLT warning stay displayed

1. CROSS BUS LH and RH BOTH OFF
2. FIELD LH and RH BOTH OFF
3. FIELD LH and RH BOTH ON (one at a time)
If LH (or RH) OVERVOLT warningt stays displayed
1. FIELD LH (or RH) OFF
2. CROSS BUS LH (or RH) ON
If both LH and RH OVERVOLT warning stay displayed
1. FIELD LH and RH BOTH OFF
2. CROSS BUS LH and RH BOTH OFF
If engine starting battery modification is applied
1. EMERG BATT switch ON
2. Land as soon as possible.
If engine starting battery modification is not applied
1. Land as soon as possible.

NOTE The battery can supply electrical power for at least 30 minutes.

Ed.4, Rev.3
Section 3 – Emergency procedures
AIRPLANE ALERTS
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
Page SSMP3-21

3. ENGINE SECURING
Following procedure is applicable to shut-down one engine in flight:

1. Throttle Lever IDLE

2. Ignition BOTH OFF
3. Propeller Lever FEATHER
4. Fuel Selector OFF
5. Electrical fuel pump OFF
6. LH and RH AUX FIELD switch BOTH OFF

If necessary, this procedure is applicable to both engines. When both

NOTE engines are secured, both CROSS BUS switches must be set to OFF.

After securing engine(s), after analysing situation, refer immediately to following

procedures:

ENGINE FAILURE IN FLIGHT: see Para. 6.5

SINGLE GENERATOR FAILURE: see Para. 2.1

or BOTH GENERATOR FAILURE: see Para. 2.2

INFLIGHT ENGINE RESTART: see Para. 6.2

ONE ENGINE INOPERATIVE LANDING: see Para. 6.6

or LANDING WITHOUT ENGINE POWER: see Para. 10.1

Ed.4, Rev.3

Section 3 – Emergency procedures

ENGINE SECURING
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-29

5. OTHER EMERGENCIES

5.1 EMERGENCY DESCENT

Descent with airspeed at VLE, idle power and gear down will
provide high descent rates and pitch attitudes up to -15°.
Anticipate altitude capture and return to level flight during
CAUTION emergency descent in order to assure a safe and smooth recov-
ery from maneuver.

1. Power levers IDLE

2. Flaps UP
3. IAS below VLO/VLE
4. Landing gear DOWN
5. Airspeed Up to VLE

5.2 TOTAL ELECTRICAL FAILURE

In case of electrical system overall failure, apply following procedure:

1. Emergency light ON
2. Standby attitude indicator switch ON
3. MASTER SWITCH OFF
4. FIELD LH and RH BOTH OFF
5. LH and RH AUX FIELD switch BOTH OFF
6. MASTER SWITCH ON
7. FIELD LH and RH BOTH ON

If failure persists
9. EMERG BATT switch ON (if engine starting battery
installed)
10. Land as soon as possible applying emergency landing gear extension
procedure (see Para. 7.1)

An electrical system overall failure prevents flaps operation:

landing distance without flaps increases of about 25%.
WARNING

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

Ed.4, Rev.3
Section 3 – Emergency procedures
OTHER EMERGENCIES
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-36

6.2 INFLIGHT ENGINE RESTART

After:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.

1. Carburettor heat ON if required

2. Electrical fuel pump ON
3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. LH and RH AUX FIELD switch BOTH OFF
7. Ignition BOTH ON
8. Operating engine Throttle Lever SET as practical
9. Stopped engine Throttle Lever IDLE
10. Stopped engine Propeller Lever FULL FORWARD
11. Start push-button PUSH
12. Propeller Lever SET at desired rpm
13. FIELD ON (check for positive ammeter)
14. Engine throttle levers SET as required

If engine restart is unsuccessful

15. EMERG BATT switch ON (if starting battery installed)
16. Repeat engine restart procedure

After engine restart, if practical, moderate propeller rpm and throttle

increase to allow OIL and CHT/CT temperatures for stabilizing in
CAUTION the green arcs.

If the fuel quantity in the tank which feeds the stopped engine is low,
NOTE select the opposite side fuel tank by means of the fuel selector.

If engine restart is still unsuccessful:

17. Affected engine SECURE (see engine securing procedure Para. 3)
18. Land as soon as possible applying one engine inoperative landing procedure. See
Para. 6.6

Ed.4, Rev.3
Section 3 – Emergency procedures
ONE ENGINE INOPERTIVE PROCEDURES
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-37

6.3 ENGINE FAILURE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF

1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. Brakes As required

When safely stopped:

4. Failed Engine Ignition BOTH OFF

5. Failed Engine Field OFF
6. LH and RH AUX FIELD switch BOTH OFF
7. Failed Engine Electrical fuel pump OFF

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before command-
ing LG retraction.
WARNING
Take-off planning should take into account that high density altitude
and aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate
of climb after landing gear retraction and engine feathering.

1. Operating engine Throttle Lever FULL POWER

2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Inoperative engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°
9. LH and RH AUX FIELD switch BOTH OFF

Ed.4, Rev.3
Section 3 – Emergency procedures
ONE ENGINE INOPERTIVE PROCEDURES
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-39

6.4 ENGINE FAILURE DURING CLIMB

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Reduce as appropriate to keep airspeed
over 62 KIAS

4. Operating engine Throttle Lever FULL THROTTLE

5. Operating engine Propeller Lever FULL FORWARD
6. Operative engine Electrical fuel pump Check ON
7. LH and RH AUX FIELD switch BOTH OFF
8. Inoperative engine Propeller Lever FEATHER
9. Inoperative engine Confirm and SECURE

If engine restart is possible:

10. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

11. Land as soon as possible
12. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to
WARNING Section 5 Para 1, “One-engine rate of climb”.

Ed.4, Rev.3
Section 3 – Emergency procedures
ONE ENGINE INOPERTIVE PROCEDURES
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-40

6.5 ENGINE FAILURE IN FLIGHT

1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Adjust as appropriate to keep airspeed over 62 KIAS

4. LH and RH AUX FIELD switch BOTH OFF

5. Operating engine Monitor engine instruments
6. Operative engine Electrical fuel pump Check ON
7. Operating engine Fuel Selector Check correct feeding
(crossfeed if needed)

If engine restart is possible:

8. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2

If engine restart is unsuccessful or it is not recommended:

9. Land as soon as possible
10. One engine inoperative landing procedure. see Para. 6.6

Following a mechanical engine seizure, fire or a major propeller dam-

age engine restart is not recommended.
WARNING

Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to
WARNING Section 5 Para 12. Rate of climb with One Engine Inoperative.

Ed.4, Rev.3
Section 3 – Emergency procedures
ONE ENGINE INOPERTIVE PROCEDURES
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-49

8 SMOKE AND FIRE OCCURRENCE

8.1 ENGINE FIRE ON THE GROUND

1. Fuel Selectors BOTH OFF

2. Ignitions ALL OFF
3. LH and RH AUX FIELD switch BOTH OFF
4. Electrical fuel pumps BOTH OFF
5. Cabin heat and defrost OFF
6. MASTER SWITCH OFF
7. Parking Brake ENGAGED
8. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts,
WARNING
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind di-
rection.

Ed.4, Rev.3

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-50

8.2 ENGINE FIRE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF
1. Throttle Lever BOTH IDLE
2. Rudder Keep heading control
3. Brakes As required
With aircraft under control
4. Fuel Selector BOTH OFF
5. Ignitions ALL OFF
6. LH and RH AUX FIELD switch BOTH OFF
7. Electrical fuel pump BOTH OFF
8. Cabin heat and defrost OFF
9. MASTER SWITCH OFF
10. Parking Brake ENGAGED
11. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic
WARNING fluid or oil spills. Leave aircraft in upwind direction.

IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:

A take-off abort should always be preferred if a safe stop can be per-

formed on ground.
A suggested “GO-NO-GO” criteria is: abort take-off until LG is still
down and locked.
Once airborne accelerate to Blue Line Speed (VYSE) before commanding
LG retraction.
WARNING
Take-off planning should take into account that high density altitude and
aircraft mass may result in OEI negative climb rate.
VYSE with flap up shall be flown in order to achieve best possible rate of
climb after landing gear retraction and engine feathering.
1. Operating engine Throttle Lever FULL POWER
2. Operating engine Propeller Lever FULL FORWARD
3. Heading Keep control using rudder and
ailerons
4. Attitude Reduce as appropriate to keep
airspeed over 62 KIAS
5. Fire affected engine Propeller Lever FEATHER
6. Landing gear control lever UP
7. Airspeed VXSE/VYSE as required
8. Flaps 0°

Ed.4, Rev.3

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-51

At safe altitude

9. LH and RH AUX FIELD switch BOTH OFF

10. Cabin heat and defrost BOTH OFF
11. Fire affected engine Fuel Selector Confirm and OFF
12. Fire affected engine Ignitions Confirm and BOTH OFF
13. Fire affected engine Electrical fuel pump Confirm and OFF
14. Fire affected engine FIELD OFF
15. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

Ed.4, Rev.3

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-52

8.3 ENGINE FIRE IN FLIGHT

1. Cabin heat and defrost BOTH OFF

2. LH and RH AUX FIELD switch BOTH OFF
3. Autopilot OFF
4. Fire affected engine Fuel Selector Confirm and OFF
5. Fire affected engine Ignition Confirm and BOTH OFF
6. Fire affected engine Throttle Lever Confirm and FULL FORWARD
7. Fire affected engine Propeller Lever Confirm and FEATHER
8. Fire affected engine Electrical fuel pumpOFF
9. Heading Keep control using rudder and ailerons
10. Attitude Adjust as appropriate to keep airspeed
over 62 KIAS
11. Fire affected engine Field OFF
12. Cabin ventilation OPEN
13. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6

8.4 ELECTRICAL SMOKE IN CABIN ON THE GROUND

1. MASTER SWITCH OFF
2. Cabin heat and defrost OFF
3. LH and RH AUX FIELD switch BOTH OFF
4. Throttle Lever BOTH IDLE
5. Ignitions ALL OFF
6. Fuel Selector BOTH OFF
7. Parking Brake ENGAGED
8. Aircraft Evacuation carry out immediately

Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic flu-
WARNING id or oil spills. Leave aircraft in upwind direction.

Ed.4, Rev.3

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP3-53

8.5 ELECTRICAL SMOKE IN CABIN DURING FLIGHT

1. Cabin ventilation OPEN

2. Emergency light ON
3. Standby attitude indicator switch ON
4. Gain VMC conditions as soon as possible

In case of cockpit fire:

5. Fire extinguisher use toward base of flames

A tripped circuit breaker should not be reset.

CAUTION

If smoke persists, shed electrical supply in order to isolate faulty source by:
6. FIELD LH and RH OFF
7. LH and RH AUX FIELD switch BOTH OFF
8. AVIONICS LH and RH OFF
9. CROSS BUS LH and RH BOTH OFF

A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION

If faulty source is found:

10. It may be possible to restore non faulty power sources (one at a time)

If smoke persists:

Before total electrical system shutdown consider gaining VMC condi-

tion, at night set personal emergency light on.
Only emergency light and emergency ADI will be electrically pow-
ered.
WARNING
All radio COM and NAV, Landing Gear lever (normal mode) and in-
dication lights, electrical trims and flaps will be unserviceable.

11. MASTER SWITCH OFF

12. Land as soon as possible

Ed.4, Rev.3

Section 3 – Emergency procedures

SMOKE AND FIRE OCCURRENCE
 Page G23-11

Supplement G23: pages replacement instructions

SECTION 4 – NORMAL PROCEDURES

Apply following pages replacement procedure:

Supplement G23 -
Supplement G19
NORMAL
Section 4 page
PROCEDURES page
SSMP4 – 3 REPLACE Page S4 – 3 of Supplement G19, Section 4
SSMP4 – 24 thru 25 REPLACE Page S4 – 24 thru 25 of Supplement G19, Section 4

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-12

INTENTIONALLY LEFT BLANK

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP4-3

1. INTRODUCTION
Section 4 describes checklists and recommended procedures for the conduct of nor-
mal operations for P2006T aircraft.
LH and RH AUX FIELDS, enabling the converter box operations for Special Mission
purposes, should be kept OFF during take-off, climb, landing and any abnormal proce-
dure that affects electrical generating system (including single engine operation):

Safety provisions, as following described, automatically disengage the LH

NOTE and RH AUX FIELDS in case of one main field malfunction (i.e. for OEI).
Also, if only one AUX FIELD switch is ON, the converter box is not pow-
ered.
1.1. NORMAL OPS GENERAL RECOMMENDATIONS
The following points should be always brought to attention to pilot/instructor/operator when
operating a Tecnam aircraft equipped with variable pitch propeller:

1. Propeller governor ground check.

As prescribed by the propeller/governor manufacturer, a drop of 400/500 propeller RPM should
be produced during this check. Its aim is to confirm the governor efficiency, not its complete
feathering function.
Especially during the first cycle of propeller lever pulling, the governor tendency is to respond
to the input with consistent delay, causing the pilot to continue moving back the propeller lever
until an abrupt RPM change is observed. This causes an excessive drop in propeller speed that
may reach up to 800 RPM in some cases and, consequently, a drop of up to 2000 engine shaft
RPM. The long term result is a major wear of engine gearbox, bushings and pistons. In some
cases, it may also result in detonation.
In order to avoid these long term adverse effects, the governor ground check should be per-
formed by slowly and gently pulling the propeller lever. The purging cycle should be repeated
3 times, making sure that the governor closely and firmly controls the rpm.
The following recommendations have to be followed during the test:
- propeller speed drops shall be of 400/500 propeller RPM
- the cycle shall be repeated 3 times
- the pilot shall be ready to push the propeller lever if a drop of >500 RPM is recorded

2. Power changes.
When power setting changes are required in any flight condition, remember the following cor-
rect procedure:

Power increase = FIRST Prop THEN Map

Power reduction = FIRST Map THEN Prop

4 Edition, Rev. 3
Section 4 – Normal procedures
INTRODUCTION
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP4-24

3.10 CRUISE
1 LH and RH Propeller Lever SET to 1900-2250 RPM

Throttles MAP decrease should be made before propeller speed reduction below
2200 RPM, as, contrariwise, Propeller Lever increase RPM should be set be-
CAUTION fore engine Throttle Levers are advanced.

2 Engine parameters check (LH and RH)

 Oil temperature: 90° - 110 ° C
(or 50° - 130° C, if MOD2006/002 is applied)
 CHT / CT: 50° - 135° / 50° - 120 °C
 Oil pressure: 2 - 5 bar.
 Fuel pressure: 2.2 – 5.8 psi
*2.2 – 7.26 psi (0.15 – 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114

3 Carburettor heat as needed (see also instructions addressed on Section 3

Deselect and do not use Auto Pilot if possible icing condition area is inadvert-
ently entered.
WARNING

4 Fuel balance and crossfeed check as necessary

To evaporate possibly accumulated condensation water, once per flight day

(for approximately 5 minutes) 100° C (212° F) oil temperature must be
NOTE
reached.

3.10.1 CONVERTER BOX TURN ON

1 LH and RH AUX FIELD ON

2 Converter Box Check enabled (no fail lamps)
3 Mission systems Use as required

3.10.2 CONVERTER BOX TURN OFF

1 Mission systems Shut down as necessary

2 LH and RH AUX FIELD OFF
3 Green lamps on switch panel Check OFF

4 Edition, Rev. 3
Section 4 – Normal procedures
INTRODUCTION
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP4-25

3.11 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is recommended that when
turbulent air is encountered or expected, the airspeed be reduced to maneuvering speed to
reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups,
which may occur as a result of the turbulence or of distractions caused by the conditions.

3.12 DESCENT AND APPROACH

1 Propellers As required
In order to control engine cooling and life, it is preferable to descend with
NOTE power above idle and RPM lower than full continuous.
2 Carburettors heat As required
3 Altimeter setting QNH set and crosscheck
4 Rear passengers seats Set at full aft position

3.13 BEFORE LANDING

1 Rear passengers seats Seats set at full aft and lower position
2 LH and RH Electrical Fuel pump BOTH ON
3 On downwind leg:
MTOW 1180kg MTOW 1230 kg Flaps T/O
VFE= 119KIAS VFE=122KIAS

4 Speed below applicable VLO/VLE Landing gear control knob - DOWN –

Check green lights ON
5 Carburettors heat CHECK OFF
6 LH and RH Propeller Lever FULL FORWARD
7 On final leg: speed below 93 KIAS Flaps FULL
8 Final Approach Speed MTOW 1180kg MTOW 1230 kg
VAPP= 70KIAS VAPP=71KIAS
9 Landing and taxi light ON
10 Touchdown speed 65 KIAS

Ed.4, Rev.3
Section 4 – Normal Procedures
 Page G23-13

Supplement G23: pages replacement instructions

SECTION 5 – PERFORMANCE

Apply following instruction:

See Basic AFM - Section 5

Usually, the Special Mission Platform P2006T is also equipped

NOTE
with holes in the cabin and/or tailcone, ready for third parties
sensor's integration. While the Tecnam intent is to offer a plat-
form ready for sensors' integration, it is end-user responsibility
to receive the approval from authority for each equipment instal-
lation, including the supplement of Section 5, should the equip-
ment affect it (i.e. protruding cameras).

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-14

INTENTIONALLY LEFT BLANK

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-15

Supplement G23: pages replacement instructions

SECTION 6 – WEIGHT AND BALANCE

Apply following instruction:

See Basic AFM - Section 6

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-16

INTENTIONALLY LEFT BLANK

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-17

Supplement G23: pages replacement instructions

SECTION 7 – AIRFRAME AND SYSTEMS DESCRIPTION

Apply following pages replacement procedure:

Supplement G23 -
AIRFRAME AND Supplement G19
SYSTEMS Section 7 page
DESCRIPTION page
SSMP7 – 39 REPLACE Page S7 – 39 of Supplement G19, Section 7
SSMP7 – 42 thru 46 REPLACE Page S7 – 42 thru 46 of Supplement G19, Section 7

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-18

INTENTIONALLY LEFT BLANK

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP7-39

19. ELECTRICAL SYSTEMS

Primary DC power is provided by two engine-driven alternators which, during
normal operations, operate in parallel.
Each alternator is rated at 14,2-14,8 VDC, 70 Amp, and it is fitted with an exter-
nal voltage regulator, which acts to maintain a constant output voltage, and with
an automatic overvoltage device protecting the circuits and the electric compo-
nents from an excessive voltage caused by alternator failures.
The power rating of the each alternator is such that if one alternator fails the other
one can still supply the airplane equipment to maintain flight safety.
Secondary DC power is provided by a battery (lead type - Gill Teledyne G35, 12
V, 23-Ah in 1h run time) and an external DC power source can be connected to
the aircraft DC distribution system.
On the instruments panel, right side, it is installed a voltmeter/ammeter. The am-
meter section can indicate the current supplied by either left or right alternator
switching a dedicated selector.
There are five different busses (make reference to Figure 11):

• Battery bus
• LH Alternator bus
• RH Alternator bus
• LH Avionic bus
• RH Avionic bus

The distribution system operates as a single bus with power being supplied by the
battery and both alternator but it is possible to separate the left busses from the
right busses when required by means of the Cross Bus switches.

All electrical loads are divided among the five busses on the basis of their im-
portance and required power: equipment with duplicate functions are connected to
separate busses.

The Battery bus, which supplies the most important loads, is energized from three
sources: the battery and both alternator. This allows the bus for remaining active
also in case of two independent faults in the supply paths.

Ed.4, Rev.3
Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP7-42

When both generators are correctly operating and all above mentioned switches
are in ON position, all the busses are connected to the generators.

The ignition switches, two for each engine and grouped on the over head panel,
are instead independent from the airplane electrical system (generation and distri-
bution); they only control and open the engine electrical circuit.

If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.

19.1 MISSION POWER CONTROL

When the airplane embodies the design change “Power supply from built-in gen-
erators”, the Rotax engine built-in generators are enabled in order to supply power
to two available bus bars.
Each built-in generator is activated by means of a switch (LH and RH AUX
FIELD) located on the LH breakers rack where are located also the breakers relat-
ed to the auxiliary power generation system.
The light (switch built-in light) indicates that the electrical power is being gener-
ated.
The below figure presents the control panel for the built-in generators which in
turn activate the converter box:

Switches panels

Next paragraph describes the converter and connector box installed in the P2006T
baggage compartment floor. This box allows the operator to have a source of
28Volt/40Amp electrical power for different mission equipment.

Ed.4, Rev.3
Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP7-43

19.1.1 CONVERTER BOX

The following points illustrate how the converter box works:
1. A closed, light alloy made box incorporates 4x converters Ameri-King AK-
550-12, each one capable of 12Amp/28VDC output using a 14VDC input;
2. Each converter is fed by one different power generation:
 20Amp coming directly from the LH aux generator bus;
 20Amp coming directly from the RH aux generator bus;
 30Amp coming from the LH external alternator bus;
 30Amp coming from the RH external alternator bus;
3. Each converter is protected with circuit breakers on the INPUT and OUT-
PUT sides;
4. The 30Amp current coming from the LH and RH external alternators is the
amount of power surplus available due to the 2006/202 design change;
5. The same switches shown in the MOD2006/046 and reported in the figure
above enable the relays that feed the converters;
6. Four relays enable the external power to feed also the converter box for
ground test purposes, when external socket is connected;
7. A connector box allows the end user to have a maximum current of 40Amp
at 28VDC available (1120W).

When using the ground power unit to test on-ground the mis-
sion equipment, remember that:
NOTE
- 14VDC GPU only can be used, as done on standard
P2006T.
- the minimum GPU capacity to properly feed mission
equipment should be at least 150Amp @14VDC
- The FIELD AUX switches needs to be "ON" to test
converter box connected equipment, "OFF" to test the
aircraft avionics

When connecting mission equipment to the system please note

tha the amount of current provided depends on engine rpm
NOTE
setting. The maximum electrical power is available from
1.900rpm on.

Ed.4, Rev.3
Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP7-44

In the following figures the new Electrical system schematic is reported.

Electrical system schematic (Page 1)

Ed.4, Rev.3
Section 7 – Airframe and Systems description
ELECTRICAL SYSTEM
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP7-45

Figure 25 – Electrical system schematic (Page 2)

Electrical system schematic (Page 3)

Ed.4, Rev.3
Section 7 – Airframe and Systems description
 SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE

Page SSMP7-46

INTENTIONALLY LEFT BLANK

Ed.4, Rev.3
Section 7 – Airframe and Systems description
 Page G23-19

Supplement G23: pages replacement instructions

SECTION 8 – GROUND HANDLING & SERVICE

Apply following instruction:

See Basic AFM - Section 8

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G23-20

INTENTIONALLY LEFT BLANK

Ed.4, Rev.3
Section 9 - Supplements
Supplement no. G23 – SMP CONFIGURATION FOR GARMIN NXI AVIONICS SUITE
 Page G24-1

SUPPLEMENT NO. G24

TABI-1800 SENSOR

RECORD OF REVISIONS

Tecnam Approval EASA Approval Or

Revised Description
Rev Under DOA
page of Revision DO OoA HDO Privileges
Approved under the
authority of DOA
0 - First issue A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
MOD2006/363.190620
Approved under the
G24-1, 2 Updated RoR and LOEP authority of DOA
1 A. Glorioso D. Ronca M. Oliva
G24-58 Relocation of informations ref. EASA.21J.335
MOD2006/380.191111
- - - - - - -

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-2

LOEP

Pages Revision
G24 – 3, 4, 6 thru 10 Rev. 0
G24-1, 2, 5 Rev. 1

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-3

INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient manner, the
aircraft when equipped with TABI-1800 sensor.
The information contained herein supplements or supersedes the basic Aircraft Flight Manual.

It is the owner’s/operator's responsibility to replace the mentioned pages in the AFM in

accordance with the instructions herein addressed section by section.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-4

SECTION 1 GENERAL

This modification allows to connect the mission system (TABI-1800 sensor suite and related
LRUs) to the dedicated mission power system, when MOD2006/204 modification is imple-
mented. This design change MOD2006/204 must be implemented in the aircraft prior to carry
out the TABI-1800 installation.

MOD2006/204 is explained in further detail in the following pages to show the main differences
between a P2006T aircraft without and with this MOD2006/204 modification implemented.

The standard P2006T (without MOD2006/204) and all its systems operate with 14V tension,
which is made available via 2 x 40A alternators. The internal Rotax 912S (engines equipping the
aircraft) are normally not activated or they only feed the engine starting battery re-charge.
P2006T, when incorporating MOD2006/204, includes the following main differences:
a) External alternators are 2 x 70A instead of 2 x 40A, still operating with 14 VDC tension
output.
b) Internal generators, 2 x 20A at 14V DC are enabled.
c) Given that the aircraft systems and avionics still needs 2 x 40 A, there is an overall power
surplus of 2 x 30A + 2 x 20A at 14V or 100A at 14V DC in total.
d) The surplus power is directed to a converter box, shown in the next picture and installed
inside the baggage compartment, whose role is to convert the 4 separate inputs from 14V
DC to 28V DC, regulate it and make it available for mission purposes.
e) The converter box also converts power coming from 14V DC Ground power unit for
mission system ground check.
f) The converter box features 4x KGS RH28 converters having up to 90% conversion effi-
ciency.
g) Even considering 80% of conversion efficiency, the total power available for mission
equipment is:

40Amp @ 28VDC
h) Peak power can be sustained by converters as well as by all protection CB, and the entire
system is capable to work with TABI-1800.
i) Converter box also features 4 lamps, each one dedicated to a converter and indicating its
failure.

NOTE: one or more lamp illuminating could also indicate that the corresponding con-
verter is delivering a power of less than 4Amp, thus in case of very low power consump-
tion, one or more lamp could remain illuminated

j) Internal relays are excited by the mission system switches, which is the only control for
the pilot to start the mission power. If one or both MAIN FIELD (alternators) does not
work, or it is in OFF position, the mission power is automatically cut off as safety provi-
sion (i.e. in case of OEI conditions).

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-5

SECTION 2 LIMITATIONS

Refer to the basic AFM

SECTION 3 EMERGENCY PROCEDURES

OPERATION DURING SINGLE ENGINE

During single engine operations:
 TABI-1800 sensor must be deactivated;
 LH and RH AUX FIELD (mission power) switches must be kept BOTH OFF.

TABI-1800 sensor must be used in accordance to the applicable operation

manual, PN 360036-02

SECTION 4 NORMAL PROCEDURES

Failure indicating lamps

If main alternators are properly generating, and AUX FIELD (mission power) switches are
BOTH ON, the power flows inside the converters and then, on a common bus, a 28V power is
made available via multiple connectors. Each output of converters is connected to four coils (one
for each converter) internally provided by reed (magnetic normally open switch). The reed are
therefore normally closed when the converter works properly, while in case of failure of con-
verter, the reed change its state and the lamp connected to it turns on. The lamps (one for each
converter), give information about the state of the converters.

In case there is a very low power consumption from the mission system (i.e. 10Amp), every
converter manages only 2,5Amp and this low current could not be able to generate a magnetic
field sufficient to turn the failure lamp OFF. Therefore, in case of very low power consumption,
one or more failure indicating lamp could remain illuminated.

The malfunction of one or more converters does not involve the mission abort, if the remaining
converters can sustain the request of the load. Each of the 4 converters can autonomously sustain
10A/28VDC maximum load. As an example, if the mission system demand is for 20 A, only 2
converters can feed it properly. In case of engine or alternator failure, the converter box power is
automatically cut off, overvoltage protections are provided.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-6

ON GROUND OPERATIONS WITH 12-14 VDC GPU CONNECTED

In order to check mission system works properly follow the next steps:
1) Verify Master is OFF
2) Verify BOTH FIELD (LH and RH) are OFF
3) Verify BOTH CROSS BUS (LH and RH) are OFF
4) Verify BOTH AVIONIC (LH and RH) are OFF
5) Verify BOTH AUX FIELD (LH and RH) are OFF
6) Verify that GPU is, at least, able to provide 100A at 14 VDC or an adequate power once
it is converted to the sensor needs

Never use a 28 VDC GPU on P2006T airplane

CAUTION

7) Plug in the 14V GPU to the external power socket

8) The aircraft avionics should start (NOTE: In this condition, aircraft battery is not re-
charged by GPU)
9) Switch AUX FIELD RH ON
10) Switch AUX FIELD LH ON
11) Aircraft avionics should power OFF and the converter box is now ready to feed mission
system for ground checks (NOTE: In this condition, the converter failure indicating lamps
are not powered)
12) Perform additional verification according to the following table:

NOTE1: To avoid converter box relays tripping, the following sequence is needed to test the
converter failure indicating lamps:
1) AUX RH switch ON
2) AUX LH switch ON
3) BOTH CROSS BUS ON
4) MASTER ON
The reverse procedure can be used to stop the ground check.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-7

OPERATIONS DURING FLIGHT (WITH ENGINES RUNNING)

With engines running (in flight or ground) the mission power system works only if the MASTER
is ON, BOTH FIELD LH and RH are ON and both main alternators are correctly generating
power. If these conditions are satisfied, the mission power is activated through the “AUX LH
and AUX RH” switches.

Start mission power in flight

1) Verify that MASTER is ON
2) Verify that FIELD LH is ON and left alternator is generating power (no LH ALT FAIL
on MFD)
3) Verify that FIELD RH is ON and left alternator is generating power (no RH ALT FAIL
on MFD)
4) Recommended minimum RPM before mission power switches ON = 1500
5) AUX FIELD LH – switch ON
6) AUX FIELD RH – switch ON
7) Power start to flow into converter box. If the overall mission needed power is more than
25 A, all converter box lamps should de-illuminate.

NOTE
When operating mission equipment with a low power demand, it is likely that
only one failure indicating lamp will de-illuminate or flashes. This happens be-
cause the current flow in the remaining failure lamps circuits is not sufficient to
power the coils around the reed switches that open the line to the lamps.

To switch off mission power in flight (or with engines running)

1) Make sure the mission suite is switched OFF by the mission operator
2) AUX FIELD RH – switch OFF
3) AUX FIELD LH – switch OFF

Next figure shows the mission power control panel layout.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-8

POST FLIGHT OPERATIONS

No change to procedures set forth in aircraft flight manual.

NOTE
It is suggested to power OFF mission power system (AUX LH and AUX RH BOTH
OFF) when engines are still above 1500 RPM. Mission equipment should be
switched OFF before the engine shut down. Keeping mission suite ON with engines
at low rpm or in idle could cause drop of tension, mid-term damages to the convert-
ers and mission system shutdown

SECTION 5 PERFORMANCE

Refer to the basic AFM for loading procedures.

SECTION 6 WEIGHT AND BALANCE

Refer to the basic AFM.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-9

SECTION 7 AIRFRAME AND SYSTEMS DESCRIPTION

Refer to the basic AFM, plus the following information. For a detailed description of the equip-
ment operation, see the applicable operation manual, PN 360036-02.

ELECTRIC SYSTEM
TABI-1800 system’s core components are shown in the picture below.

TABI-1800 POS AV Monitor & Keyboard

Sensor Head Unit Position & Attitude Sensor (Monitor may differ)
SHU features an integrated in- GPS receiver, integrated within For operator’s management of
strument control unit. All data its rack-mountable computer. Its mission system. They must be
recording, management, opera- GPS antenna is mounted on the properly stowed and secured
tor input and control functions, roof of the aircraft. during Take-Off and Landing
and power distribution occur in
this enclosure.

Items in the aircraft that are not permanently secured (e.g. the keyboard) should
NOTE have a secure location to hold them during take-off and landing.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G24-10

The system’s connection to the aircraft dedicated 28 VDC power supply and its architecture are
shown in the figure below:

The maximum required power supply is:

 11A for the TABI-1800 alone;
 16A for the TABI-1800, POS AV and navigation system together.

A laptop controller is often used with the integrated GPS/IMU system. This
NOTE typically operates using 110 Volts AC. To obtain this from an aircraft which
supplies +12 or +28 Volts DC entails additional equipment. One practical pos-
sibility is to provide a VDC to VAC Adaptor. Note that 28-110VDC converter
is not part of the approved configuration and should be managed with separate
approval process

SECTION 8 GROUND HANDLING & SERVICE

Refer to the basic AFM.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G24 – TABI-1800 SENSOR
 Page G25-1

SUPPLEMENT NO. G25

PHASE ONE 190MP AERIAL SYSTEM

RECORD OF REVISIONS

Tecnam Approval EASA Approval Or

Revised Description
Rev Under DOA
page of Revision DO OoA HDO Privileges
Approved under the
L. De Martino (OJT) authority of DOA
0 1-11 First issue D. Ronca M. Oliva
Fabio Russo ref. EASA.21J.335
MOD2006/373.191023
Typo errors.
Approved under the
G25- Normal procedures
authority of DOA
1 1,2,3,6,7,8, optimization. L. De Martino D. Ronca M. Oliva
ref. EASA.21J.335
12,13 Update of system
MOD2006/389.200303
description.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-2

LOEP

Pages Revision
G25 – 4,5,10,11 Rev. 0
G25 –
Rev. 1
1,2,3,6,7,8,9,11,12,13

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-3

INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient manner, the
aircraft when equipped with Phase One 190MP Aerial System.
The information contained herein supplements or supersedes the basic Aircraft Flight Manual.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-4

SECTION 1 GENERAL

This modification allows to connect the mission system (Phase One 190MP Aerial System and
related LRUs) to the dedicated mission power system, when MOD2006/204 modification is im-
plemented. This design change MOD2006/204 must be implemented in the aircraft prior to carry
out the Phase One 190MP Aerial System installation.

The standard P2006T (without MOD2006/204) and all its systems operate with 14V tension,
which is made available via 2 x 40A alternators. The internal Rotax 912S (engines equipping the
aircraft) are normally not activated or they only feed the engine starting battery re-charge.
P2006T, when incorporating MOD2006/204, includes the following main differences:
a) External alternators are 2 x 70A instead of 2 x 40A, still operating with 14 VDC tension
output.
b) Internal generators, 2 x 20A at 14V DC are enabled.
c) Given that the aircraft systems and avionics still needs 2 x 40 A, there is an overall power
surplus of 2 x 30A + 2 x 20A at 14V or 100A at 14V DC in total.
d) The surplus power is directed to a converter box, shown in the next picture and installed
inside the baggage compartment, whose role is to convert the 4 separate inputs from 14V
DC to 28V DC, regulate it and make it available for mission purposes.
e) The converter box also converts power coming from 14V DC Ground power unit for
mission system ground check.
f) The converter box features 4x KGS RH28 converters having up to 90% conversion effi-
ciency.
g) Even considering 80% of conversion efficiency, the total power available for mission
equipment is: 40Amp @ 28VDC

h) Peak power can be sustained by converters as well as by all protection CB, and the entire
system is capable to work with Phase One 190MP Aerial System.
i) Converter box also features 4 lamps, each one dedicated to a converter and indicating its
failure.

NOTE: one or more lamp illuminating could also indicate that the corresponding con-
verter is delivering a power of less than 4Amp, thus in case of very low power consump-
tion, one or more lamp could remain illuminated

j) Internal relays are excited by the mission system switches, which is the only control for
the pilot to start the mission power. If one or both MAIN FIELD (alternators) does not
work, or it is in OFF position, the mission power is automatically cut off as safety provi-
sion (i.e. in case of OEI conditions).

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-5

SECTION 2 LIMITATIONS

Refer to the basic AFM.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-6

SECTION 3 EMERGENCY PROCEDURES

During single engine operations:

 Phase One 190MP Aerial System must be deactivated;
 LH and RH AUX FIELD (mission power) switches must be kept BOTH OFF.

Phase One 190MP Aerial System must be used in accordance to the applica-
NOTE ble operation manual

No additional emergency procedure is imposed by this installation since mission system power
is automatically cut off as safety provision in case of at least one alternator (both main or aux)
failure.

Failure indicating lamps status

Each output of converters is connected to four coils (one for each converter) internally provided
by reed (magnetic normally open switch). The reed are therefore normally closed when the con-
verter works properly, while in case of failure of converter, the reed change its state and the lamp
connected to it turns on. The lamps (one for each converter), give information about the state of
the converters. Failure indicating lamps could be on for one the following causes:

 malfunction of one or more converters;

 low power consumption:

in case of a very low power consumption from the mission system (i.e. 10Amp), every
converter manages only 2,5Amp and this low current could not be able to generate a
magnetic field sufficient to turn the failure lamp OFF.

The malfunction of one or more converters does not involve the mission abort, if the remaining
converters can sustain the request of the load. Each of the 4 converters can autonomously sustain
10A/28VDC maximum load. As an example, if the mission system demand is for 20 A, only 2
converters can feed it properly. In case of engine or alternator failure, the converter box power is
automatically cut off, overvoltage protections are provided.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-7

SECTION 4 NORMAL PROCEDURES

If main alternators are properly generating, and AUX FIELD (mission power) switches are
BOTH ON, the power flows inside the converters and then, on a common bus, a 28V power is
made available via multiple connectors.

ON GROUND OPERATIONS WITH 12-14 VDC GPU CONNECTED

In order to check mission system works properly follow the next steps:
1) Verify Master is OFF
2) Verify BOTH FIELD (LH and RH) are OFF
3) Verify BOTH CROSS BUS (LH and RH) are OFF
4) Verify BOTH AVIONIC (LH and RH) are OFF
5) Verify BOTH AUX FIELD (LH and RH) are OFF
6) Verify that GPU is, at least, able to provide 100A at 14 VDC or an adequate power once
it is converted to the sensor needs

Never use a 28 VDC GPU on P2006T airplane

CAUTION

7) Switch AUX FIELD RH ON

8) Switch AUX FIELD LH ON
9) Plug in the 14V GPU to the external power socket
10) The converter box is now ready to feed mission system for ground checks (NOTE: In this
condition, the converter failure indicating lamps are not powered)
11) Perform additional verification according to the following table:

NOTE1: To avoid converter box relays tripping, the following sequence is needed to test the
converter failure indicating lamps:
1) AUX RH switch ON
2) AUX LH switch ON
3) Plug in the 14V GPU to the external power socket
4) BOTH CROSS BUS ON
5) MASTER ON
The reverse procedure can be used to stop the ground check.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-8

OPERATIONS DURING FLIGHT (WITH ENGINES RUNNING)

With engines running (in flight or ground) the mission power system works only if the MASTER
is ON, BOTH FIELD LH and RH are ON and both main alternators are correctly generating
power. If these conditions are satisfied, the mission power is activated through the “AUX LH
and AUX RH” switches.

Start mission power in flight

1) Verify that MASTER is ON
2) Verify that FIELD LH is ON and left alternator is generating power (no LH ALT FAIL
on MFD)
3) Verify that FIELD RH is ON and left alternator is generating power (no RH ALT FAIL
on MFD)
4) Recommended minimum RPM before mission power switches ON = 1500
5) AUX FIELD LH – switch ON
6) AUX FIELD RH – switch ON
7) Power start to flow into converter box. If the overall mission needed power is more than
25 A, all converter box lamps should de-illuminate.

NOTE
When operating mission equipment with a low power demand, it is likely that
only one failure indicating lamp will de-illuminate or flashes. This happens be-
cause the current flow in the remaining failure lamps circuits is not sufficient to
power the coils around the reed switches that open the line to the lamps.

To switch off mission power in flight (or with engines running)

1) Make sure the mission suite is switched OFF by the mission operator
2) AUX FIELD RH – switch OFF
3) AUX FIELD LH – switch OFF

The figure in the next page shows the mission power control panel layout.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-9

POST FLIGHT OPERATIONS

No change to procedures set forth in aircraft flight manual.

NOTE
It is suggested to power OFF mission power system (AUX LH and AUX RH BOTH
OFF) when engines are still above 1500 RPM. Mission equipment should be
switched OFF before the engine shut down. Keeping mission suite ON with engines
at low rpm or in idle could cause drop of tension, mid-term damages to the convert-
ers and mission system shutdown

SECTION 5 PERFORMANCE

Refer to the basic AFM.

SECTION 6 WEIGHT AND BALANCE

The following table contains the details about the mass position of the system in respect to the
aircraft datum as in AFM (leading edge vertical).

Description Weight Arm

[kg] [m]
Phase One 190MP aerial system & Support plate 35.9 0.01

Refer to the basic AFM for weight and balance procedures.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-10

SECTION 7 AIRFRAME AND SYSTEMS DESCRIPTION

Refer to the basic AFM for the aircraft systems description.

ELECTRIC SYSTEM
In addition to basic equipment, the following unit is installed:

 Phase One 190MP Aerial System is shown in the picture below.

Phase One 190MP Aerial System

Sensor Head Unit

SHU features an integrated instrument control unit. All
data recording, management, operator input and control
functions, and power distribution occur in this enclo-
sure. A GPS receiver is integrated within the rack-
mounted computer. Its GPS antenna is mounted on the
roof of the aircraft.

The system’s is directly connected to the aircraft dedicated 28 VDC power supply.
The maximum required power supply is 6.5A.

In the following page, Phase One 190MP aerial system components are explained in more detail.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-11

SOMAG DSM-400 Phase One iX Controller MK4

Gyro Stabilization Mounts System Controller

The gyro stabilizer offers a usable mounting Acting as a central hub to Phase One Aerial
space of 270 mm and lifts a payload up to 35 Systems, it controls the cameras, the gyro-sta-
kg and is designed to stabilize multiple me- bilizing mount, the GNSS/IMU system, and
dium format cameras and sensors. runs iX Capture and iX Flight software. The
iX Controller MK 4 includes an I/O port to en-
able accurate activation of multiple cameras
by iX Flight, pre-installed on the iX Control-
ler.

Phase One iXU-RS1900 4-Band Applanix POS AV 210

4-Band camera system GPS receiver

It features two CMOS sensors and two 90mm
lenses for capturing RGB information. An ad-
ditional 50 mm lens is equipped, for capturing
NIR information, providing 4-Band (RGB,
NIR) imagery.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-12

In addition to Phase One 190MP Aerial System, the following item is installed

Beetronics 7” 4:3 display

Pilot’s mission monitor

For pilot support in maintaining precise trajectory for mission

purposes.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G25-13

SECTION 8 GROUND HANDLING & SERVICE

Refer to the basic AFM.

Ed.4, Rev.1
Section 9 - Supplements
Supplement no. G25 –PHASE ONE 190MP AERIAL SYSTEM
 Page G26-1

SUPPLEMENT NO. G26

LMS-Q680I AND PHASE ONE 4-BAND CAMERA

SYSTEM INSTALLATION

RECORD OF REVISIONS

Tecnam Approval EASA Approval Or

Revised Description
Rev Under DOA
page of Revision DO OoA HDO Privileges
Approved under the
authority of DOA
0 - First issue L. De Martino D. Ronca M. Oliva
ref. EASA.21J.335
MOD2006/385.200220
- - - - - - -

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-2

LOEP

Pages Revision
G26 – 1 through 15 Rev. 0

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-3

INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient manner, the
aircraft when equipped with MS-Q680i and Phase One 4-band camera system installation.
The information contained herein supplements or supersedes the basic Aircraft Flight Manual.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-4

SECTION 1 GENERAL

This modification allows to connect the mission system (LMS-Q680i and Phase One 4-band
camera system installation and related LRUs) to the dedicated mission power system, when
MOD2006/204 modification is implemented. This design change MOD2006/204 must be imple-
mented in the aircraft prior to carry out the LMS-Q680i and Phase One 4-band camera system
installation.

The standard P2006T (without MOD2006/204) and all its systems operate with 14V tension,
which is made available via 2 x 40A alternators. The internal Rotax 912S (engines equipping the
aircraft) are normally not activated or they only feed the engine starting battery re-charge.
P2006T, when incorporating MOD2006/204, includes the following main differences:
a) External alternators are 2 x 70A instead of 2 x 40A, still operating with 14 VDC tension
output.
b) Internal generators, 2 x 20A at 14V DC are enabled.
c) Given that the aircraft systems and avionics still needs 2 x 40 A, there is an overall power
surplus of 2 x 30A + 2 x 20A at 14V or 100A at 14V DC in total.
d) The surplus power is directed to a converter box, shown in figure 1 and installed inside
the baggage compartment, whose role is to convert the 4 separate inputs from 14V DC to
28V DC, regulate it and make it available for mission purposes.
e) The converter box also converts power coming from 14V DC Ground power unit for
mission system ground check.
f) The converter box features 4x KGS RH28 converters having up to 90% conversion effi-
ciency.
g) Even considering 80% of conversion efficiency, the total power available for mission
equipment is: 40Amp @ 28VDC

h) Peak power can be sustained by converters as well as by all protection CB, and the entire
system is capable to work with mission equipment.
i) Converter box also features 4 lamps, each one dedicated to a converter and indicating its
failure.

NOTE: one or more lamp illuminating could also indicate that the corresponding con-
verter is delivering a power of less than 4Amp, thus in case of very low power consump-
tion, one or more lamp could remain illuminated

j) Internal relays are excited by the mission system switches, which is the only control for
the pilot to start the mission power. If one or both MAIN FIELD (alternators) does not
work, or it is in OFF position, the mission power is automatically cut off as safety provi-
sion (i.e. in case of OEI conditions).

Each output of converters is connected to four coils (one for each converter) internally provided
by reed (magnetic normally closed switch). The reed are therefore normally open when the con-
verter works properly, while in case of failure of converter, the reed change its state and the lamp
connected to it turns on.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-5

The lamps (one for each converter), give information about the state of the converters. Failure
indicating lamps could be on for one the following causes:

 malfunction of one or more converters;

 low power consumption:

in case of a very low power consumption from the mission system (i.e. 10Amp), every
converter manages only 2,5Amp and this low current could not be able to generate a
magnetic field sufficient to turn the failure lamp OFF.

The malfunction of one or more converters does not involve the mission abort, if the remaining
converters can sustain the request of the load. Each of the 4 converters can autonomously sustain
10A/28VDC maximum load. As an example, if the mission system demand is for 20 A, only 2
converters can feed it properly. In case of engine or alternator failure, the converter box power is
automatically cut off, overvoltage protections are provided.

Figure 1 – Converter Box

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-6

SECTION 2 LIMITATIONS

Refer to the basic AFM.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-7

SECTION 3 EMERGENCY PROCEDURES

No additional emergency procedure is imposed by this installation since mission system power
is automatically cut off as safety provision in case of at least one alternator (both main or aux)
failure.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-8

SECTION 4 NORMAL PROCEDURES

If main alternators are properly generating, and AUX FIELD (mission power) switches are
BOTH ON, the power flows inside the converters and then, on a common bus, a 28V power is
made available via multiple connectors.

ON GROUND OPERATIONS WITH 12-14 VDC GPU CONNECTED

In order to check mission system works properly follow the next steps:
1) Verify Master is OFF
2) Verify BOTH FIELD (LH and RH) are OFF
3) Verify BOTH CROSS BUS (LH and RH) are OFF
4) Verify BOTH AVIONIC (LH and RH) are OFF
5) Verify BOTH AUX FIELD (LH and RH) are OFF
6) Verify that GPU is, at least, able to provide 100A at 14 VDC or an adequate power once
it is converted to the sensor needs

Never use a 28 VDC GPU on P2006T airplane

CAUTION

7) Switch AUX FIELD RH ON

8) Switch AUX FIELD LH ON
9) Plug in the 14V GPU to the external power socket
10) The converter box is now ready to feed mission system for ground checks (NOTE: In this
condition, the converter failure indicating lamps are not powered)
11) Perform additional verification according to the following table:

NOTE1: To avoid converter box relays tripping, the following sequence is needed to test the
converter failure indicating lamps:
1) AUX RH switch ON
2) AUX LH switch ON
3) Plug in the 14V GPU to the external power socket

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-9

4) BOTH CROSS BUS ON

5) MASTER ON
The reverse procedure can be used to stop the ground check.

OPERATIONS DURING FLIGHT (WITH ENGINES RUNNING)

With engines running (in flight or ground) the mission power system works only if the MASTER
is ON, BOTH FIELD LH and RH are ON and both main alternators are correctly generating
power. If these conditions are satisfied, the mission power is activated through the “AUX LH
and AUX RH” switches.

Start mission power in flight

1) Verify that MASTER is ON
2) Verify that FIELD LH is ON and left alternator is generating power (no LH ALT FAIL
on MFD)
3) Verify that FIELD RH is ON and left alternator is generating power (no RH ALT FAIL
on MFD)
4) Recommended minimum RPM before mission power switches ON = 1500 (or idle if mis-
sion equipment power expected is less than 20A)
5) AUX FIELD LH – switch ON
6) AUX FIELD RH – switch ON
7) Power start to flow into converter box.
8) Switch on mission equipment. If the overall mission needed power is more than 25 A, all
converter box lamps should de-illuminate.
9) Switch on pilot mission monitor – adjust display brightness (no glare)
10) Verify that pilot mission monitor and relative cables do not interfere with flight control
commands.

NOTE
When operating mission equipment with a low power demand, it is likely that
only one failure indicating lamp will de-illuminate or flashes. This happens be-
cause the current flow in the remaining failure lamps circuits is not sufficient to
power the coils around the reed switches that open the line to the lamps.

To switch off mission power in flight (or with engines running)

1) Make sure the mission suite is switched OFF by the mission operator
2) AUX FIELD RH – switch OFF
3) AUX FIELD LH – switch OFF

The figure in the next page shows the mission power control panel layout.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-10

POST FLIGHT OPERATIONS

No change to procedures set forth in aircraft flight manual.

NOTE
It is suggested to power OFF mission power system (AUX LH and AUX RH BOTH
OFF) when engines are still above 1500 RPM. Mission equipment should be
switched OFF before the engine shut down. Keeping mission suite ON with engines
at low rpm or in idle could cause drop of tension, mid-term damages to the convert-
ers and mission system shutdown. This does not apply if mission equipment power
required is less than 20A.

SECTION 5 PERFORMANCE

Refer to the basic AFM.

SECTION 6 WEIGHT AND BALANCE

The following table contains the details about the mass position of the system in respect to the
aircraft datum as in AFM (leading edge vertical).

Description Weight Arm

[kg] [m]
LMS-Q680i and Phase One 4-band camera system installation
(Includes all LRUs, supporting structure, operator desk and 66.2 0.360
wirings)

Refer to the basic AFM for weight and balance procedures.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-11

SECTION 7 AIRFRAME AND SYSTEMS DESCRIPTION

Refer to the basic AFM for the aircraft systems description.

In addition to basic equipment, the following units are installed:

RIEGL LMS-Q680i RIEGL DR560-RD

Sensor Head Unit Storage Device

The LMS-Q680i is a long-range airborne laser This data storage device is capable of handling
scanner manufactured by RIEGL. The instru- the data stream provided by the RIEGL LMS-
ment makes use of the time-of-flight distance Q680i. It supports RAID 1 to achieve high
measurement principle of infrared nanosec- data integrity and RAID 0 for increased data
ond pulses throughput.

Phase One iXU-RS1900 4-Band PhaseOne iX Controller

4-Band camera system System controller

The PhaseOne 4-Band camera features two Acting as a central hub to Phase One Aerial
CMOS sensors and two 90mm lenses for cap- Systems, it controls the cameras, the gyro-sta-
turing RGB information. An additional 50 mm bilizing mount, the GNSS/IMU system, and
lens is equipped, for capturing NIR infor- runs iX Capture and iX Flight software. The
mation, providing 4-Band (RGB, NIR) im- iX Controller MK 4 includes an I/O port to en-
agery. able accurate activation of multiple cameras
by iX Flight, pre-installed on the iX Control-
ler.accurate activation of multiple cameras
by iX Flight, pre-installed on the iX Control-
ler.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-12

IMU-FSAS SPAN-SE

IMU- inertial measuring unit GPS receiver

Beetronics 13” 16:9 display Beetronics 7” 4:3 display

Operator’s mission monitor Pilot’s mission monitor

A monitor with a metallic case in installed on For pilot support in maintaining precise trajec-
an operator desk near the airborne scanning tory for mission purposes.
system to display the acquired data. It features
a metallic and robust case, and an opaque fin-
ish to improve visibility under direct sunlight.

Novatel GNSS Antenna Canon EOS 5DSR

Mission GNSS Antenna 2*Digital camera

Cfr.. MOD2006/319 With a 50.6 megapixel sensor, it allows for ad-

ditional mission purposes high-resolution im-
agery acquisition.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-13

Quint Power Canon TC-80N3

AC/DC Voltage Regulator Canon Remote Control

Operator’s desk Support frame (cfr. MOD2006/297)

This structure includes an adjustable support Element located in aircraft baggage compart-
for the operator’s mission display and a sup- ment, on which the controller unit and the
port surface for additional operator’s equip- storage unit are firmly installed.
ment, e.g. a laptop.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-14

In following figure, the interconnections between the different systems are presented:

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G26-15

SECTION 8 GROUND HANDLING & SERVICE

Refer to the basic AFM.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G26 – LMS-Q680I AND PHASE ONE 4-BAND CAMERA
SYSTEM INSTALLATION
 Page G27-1

SUPPLEMENT NO. G27

INSTALLATION OF PHASEONE CAMERA IN TAIL CONE
HATCH

RECORD OF REVISIONS

Tecnam Approval EASA Approval Or

Revised Description
Rev Under DOA
page of Revision DO OoA HDO Privileges
Approved under the
authority of DOA
0 - First issue L. De Martino D. Ronca M. Oliva
ref. EASA.21J.335
MOD2006/386.200220
- - - - - - -

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Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-2

LOEP

Pages Revision
G27 – 1 through 13 Rev. 0

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-3

INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient manner, the
aircraft when a Phase One Camera is installed in tail cone hatch.
The information contained herein supplements or supersedes the basic Aircraft Flight Manual.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-4

SECTION 1 GENERAL

This modification allows to connect the mission system (Phase One camera and related LRUs)
to the dedicated mission power system, when MOD2006/204 modification is implemented. This
design change MOD2006/204 must be implemented in the aircraft prior to carry out the installa-
tion of the Phase One camera in tail cone hatch.

The standard P2006T (without MOD2006/204) and all its systems operate with 14V tension,
which is made available via 2 x 40A alternators. The internal Rotax 912S (engines equipping the
aircraft) are normally not activated or they only feed the engine starting battery re-charge.
P2006T, when incorporating MOD2006/204, includes the following main differences:
a) External alternators are 2 x 70A instead of 2 x 40A, still operating with 14 VDC tension
output.
b) Internal generators, 2 x 20A at 14V DC are enabled.
c) Given that the aircraft systems and avionics still needs 2 x 40 A, there is an overall power
surplus of 2 x 30A + 2 x 20A at 14V or 100A at 14V DC in total.
d) The surplus power is directed to a converter box, shown in figure 1 and installed inside
the baggage compartment, whose role is to convert the 4 separate inputs from 14V DC to
28V DC, regulate it and make it available for mission purposes.
e) The converter box also converts power coming from 14V DC Ground power unit for
mission system ground check.
f) The converter box features 4x KGS RH28 converters having up to 90% conversion effi-
ciency.
g) Even considering 80% of conversion efficiency, the total power available for mission
equipment is: 40Amp @ 28VDC

h) Peak power can be sustained by converters as well as by all protection CB, and the entire
system is capable to work with mission equipment.
i) Converter box also features 4 lamps, each one dedicated to a converter and indicating its
failure.

NOTE: one or more lamp illuminating could also indicate that the corresponding con-
verter is delivering a power of less than 4Amp, thus in case of very low power consump-
tion, one or more lamp could remain illuminated

j) Internal relays are excited by the mission system switches, which is the only control for
the pilot to start the mission power. If one or both MAIN FIELD (alternators) does not
work, or it is in OFF position, the mission power is automatically cut off as safety provi-
sion (i.e. in case of OEI conditions).

Each output of converters is connected to four coils (one for each converter) internally provided
by reed (magnetic normally closed switch). The reed are therefore normally open when the con-
verter works properly, while in case of failure of converter, the reed change its state and the lamp
connected to it turns on.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-5

The lamps (one for each converter), give information about the state of the converters. Failure
indicating lamps could be on for one the following causes:

 malfunction of one or more converters;

 low power consumption:

in case of a very low power consumption from the mission system (i.e. 10Amp), every
converter manages only 2,5Amp and this low current could not be able to generate a
magnetic field sufficient to turn the failure lamp OFF.

The malfunction of one or more converters does not involve the mission abort, if the remaining
converters can sustain the request of the load. Each of the 4 converters can autonomously sustain
10A/28VDC maximum load. As an example, if the mission system demand is for 20 A, only 2
converters can feed it properly. In case of engine or alternator failure, the converter box power is
automatically cut off, overvoltage protections are provided.

Figure 1 – Converter Box

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-6

SECTION 2 LIMITATIONS

Refer to the basic AFM.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-7

SECTION 3 EMERGENCY PROCEDURES

No additional emergency procedure is imposed by this installation since mission system power
is automatically cut off as safety provision in case of at least one alternator (both main or aux)
failure.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-8

SECTION 4 NORMAL PROCEDURES

If main alternators are properly generating, and AUX FIELD (mission power) switches are
BOTH ON, the power flows inside the converters and then, on a common bus, a 28V power is
made available via multiple connectors.

ON GROUND OPERATIONS WITH 12-14 VDC GPU CONNECTED

In order to check mission system works properly follow the next steps:
1) Verify Master is OFF
2) Verify BOTH FIELD (LH and RH) are OFF
3) Verify BOTH CROSS BUS (LH and RH) are OFF
4) Verify BOTH AVIONIC (LH and RH) are OFF
5) Verify BOTH AUX FIELD (LH and RH) are OFF
6) Verify that GPU is, at least, able to provide 100A at 14 VDC or an adequate power once
it is converted to the sensor needs

Never use a 28 VDC GPU on P2006T airplane

CAUTION

7) Switch AUX FIELD RH ON

8) Switch AUX FIELD LH ON
9) Plug in the 14V GPU to the external power socket
10) The converter box is now ready to feed mission system for ground checks (NOTE: In this
condition, the converter failure indicating lamps are not powered)
11) Perform additional verification according to the following table:

NOTE1: To avoid converter box relays tripping, the following sequence is needed to test the
converter failure indicating lamps:
1) AUX RH switch ON
2) AUX LH switch ON
3) Plug in the 14V GPU to the external power socket
4) BOTH CROSS BUS ON
5) MASTER ON

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-9

The reverse procedure can be used to stop the ground check.

OPERATIONS DURING FLIGHT (WITH ENGINES RUNNING)

With engines running (in flight or ground) the mission power system works only if the MASTER
is ON, BOTH FIELD LH and RH are ON and both main alternators are correctly generating
power. If these conditions are satisfied, the mission power is activated through the “AUX LH
and AUX RH” switches.

Start mission power in flight

1) Verify that MASTER is ON
2) Verify that FIELD LH is ON and left alternator is generating power (no LH ALT FAIL
on MFD)
3) Verify that FIELD RH is ON and left alternator is generating power (no RH ALT FAIL
on MFD)
4) Recommended minimum RPM before mission power switches ON = 1500 (or idle if mis-
sion equipment power expected is less than 20A)
5) AUX FIELD LH – switch ON
6) AUX FIELD RH – switch ON
7) Power start to flow into converter box.
8) Switch on mission equipment. If the overall mission needed power is more than 25 A, all
converter box lamps should de-illuminate.
9) Switch on pilot mission monitor – adjust display brightness (no glare)
10) Verify that pilot mission monitor and relative cables do not interfere with flight control
commands.

NOTE
When operating mission equipment with a low power demand, it is likely that
only one failure indicating lamp will de-illuminate or flashes. This happens be-
cause the current flow in the remaining failure lamps circuits is not sufficient to
power the coils around the reed switches that open the line to the lamps.

To switch off mission power in flight (or with engines running)

1) Make sure the mission suite is switched OFF by the mission operator
2) AUX FIELD RH – switch OFF
3) AUX FIELD LH – switch OFF

The figure in the next page shows the mission power control panel layout.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-10

POST FLIGHT OPERATIONS

No change to procedures set forth in aircraft flight manual.

NOTE
It is suggested to power OFF mission power system (AUX LH and AUX RH BOTH
OFF) when engines are still above 1500 RPM. Mission equipment should be
switched OFF before the engine shut down. Keeping mission suite ON with engines
at low rpm or in idle could cause drop of tension, mid-term damages to the convert-
ers and mission system shutdown. This does not apply if mission equipment power
required is less than 20A.

SECTION 5 PERFORMANCE

Refer to the basic AFM.

SECTION 6 WEIGHT AND BALANCE

The following table contains the details about the mass position of the system in respect to the
aircraft datum as in AFM (leading edge vertical).

Description Weight Arm

[kg] [m]
PhaseOne camera in tail cone hatch 2.76 1.70
iX Controller and Frame 9.2 1.10
SPAN-SE 3.5 0.95

Refer to the basic AFM for weight and balance procedures.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-11

SECTION 7 AIRFRAME AND SYSTEMS DESCRIPTION

Refer to the basic AFM for the aircraft systems description.

In addition to basic equipment, the following units are installed:

PhaseOne iXM-RS150f PhaseOne iX Controller

Digital Camera System controller

Ultra high resolution camera ideal as 3D Acting as a central hub to Phase One Aerial
Systems, it controls the cameras, the gyro-sta-
city modelling aerial camera or aerial
bilizing mount, the GNSS/IMU system, and
mapping camera. runs iX Capture and iX Flight software. The
iX Controller MK 4 includes an I/O port to en-
able accurate activation of multiple cameras
by iX Flight, pre-installed on the iX Control-
ler.accurate activation of multiple cameras
by iX Flight, pre-installed on the iX Control-
ler.

SPAN-SE Novatel GNSS Antenna

GPS receiver Mission GNSS Antenna

Cfr. MOD2006/319

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-12

Beetronics 7” 4:3 display

Pilot’s mission monitor Support frame

For pilot support in maintaining precise trajec- Cfr. MOD2006/297

tory for mission purposes.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH
 Page G27-13

SECTION 8 GROUND HANDLING & SERVICE

Refer to the basic AFM.

Ed.4, Rev.0
Section 9 - Supplements
Supplement no. G27 – INSTALLATION OF PHASE ONE CAMERA IN TAIL CONE HATCH