Tecnam P2010 AFM
Tecnam P2010 AFM
Tecnam P2010 AFM
REGISTRATION MARKINGS:
This manual is approved in accordance with 14 CFR 21.29 for US registered air-
craft, and is approved by the Federal Aviation Administration.
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 the second edi-
EASA Approval
Revised Description of Tecnam Approval Or Under DOA
Rev Privileges
page Revision
DO OoA HDO
Approved under the
authority of DOA
0 New Edition D. Ronca C. Caruso M. Oliva ref. EASA.21J.335
(MOD2010/067.151030)
Amended to add the wording Approved under the
authority of DOA
2-5 thru 16 D. Ronca C. Caruso M. Oliva ref. EASA.21J.335
identify the pages approved ac-
cording to EASA regulation (MOD2010/070.160118)
1
9-3 Supplement List Index amended
EASA approval
D. Ronca C. Caruso M. Oliva N°10055692
Add Supplement D04
Amended cruise performance to
5-13 thru 14 add fuel consumption for differ-
ent power setting
Approved under the
6-12 thru 13 Amended Equipment list authority of DOA
2 D. Ronca C. Caruso M. Oliva ref. EASA.21J.335
(MOD2010/103.161026)
9-3 Supplement List Index amended
EASA Approval
Tecnam Approval Or Under DOA
Revised Description of
Rev Privileges
page Revision
DO OoA HDO
0-1,5, 7 Cover, RoR and LOEP updated.
Approved under the
Weighing procedure and weight authority of DOA
7 6-1, 4, A. Sabino D. Ronca M. Oliva
and balance procedure amended, ref. EASA.21J.335
7 to 10, 12
equipment list updated. (MOD2010/166.190418)
9-3 Supplements List updated.
0-1,5, 7 Cover, RoR and LOEP updated.
EASA Approval
Tecnam Approval Or Under DOA
Revised Description of
Rev Privileges
page Revision
DO OoA HDO
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. Pages affected by the current revision are indi-
cated by an asterisk (*) following the revision code.
Should supplements be embodied in accordance with approved instructions, make reference to
the LOEP addressed on Supplements themselves.
1st Edition..................... September 26, 2014
2nd Edition..................... October 30, 2015
Page Revision
Cover Pages D04-1 thru 20 Rev. 2
Section 2 2AF-8 Rev. 1
Section 7 7AF-30 Rev. 0
Ed. 1, Rev. 2
Page D12-1
Page Rev.
Cover Pages D12-1 thru 4 Rev. 0
Section 1 No page to be replaced -
Section 2 No page to be replaced -
Section 3 No page to be replaced -
Section 4 No page to be replaced -
Section 5 No page to be replaced -
Section 6 No page to be replaced -
Section 7 B7-34 Rev. 0
Section 8 No page to be replaced -
Ed. 2, Rev. 0
Page D13-1
Page Rev.
Cover Pages D13-1 thru 4 Rev. 0
Section 1 No page to be replaced -
Section 2 No page to be replaced -
Section 3 No page to be replaced -
Section 4 B4-13 Rev. 0
Section 5 No page to be replaced -
Section 7 B7-35 Rev. 0
B7-37 Rev. 0
Section 8 No page to be replaced -
Ed. 2, Rev. 0
Page 0 - 8
Via MAIORISE
+39 0823.99.75.38
airworthiness@tecnam.com
www.tecnam.com
Ed. 1, Rev. 0
Page D04-3
Ed. 1, Rev. 2
Page D12-2
Ed. 2, Rev. 0
Page D13-2
The information contained herein supplement or supersede the basic Arcraft Flight Manual.
Detailed instructions are provided to allow the owner for replacing the AFM pages, containing
information regarding the new engine cowling in subject.
Ed. 2, Rev. 0
Page 0 - 9
The Aircraft Flight Manual has been prepared to provide pilots and instructors
with information for the safe and efficient operation of this aeroplane.
This manual also contains supplemental data supplied by the aeroplane manufac-
turer.
This type of aircraft has been approved by the European Aviation Safety Agency
in accordance with CS-23 including Amendment 2 and the Type Certificate No.
EASA.A.576 has been issued on 26th September 2014.
Category of Airworthiness: Normal.
Noise Certification Basis: EASA CS 36 Amendment 2.
This type of aircraft has been validated also in the normal category of 14 CFR
part 23 and part 36
Following definitions apply to warnings, cautions and notes used in the Aircraft
Flight Manual.
Draws the attention to any special item not directly related to safety
but which is important or unusual.
Overall dimensions
Wing Span .. 10.30 m / 33.79 ft
Overall Length . 7.97 m / 26.15 ft
Overall height ... 2.64 m / 8.66 ft
Stabilator Span . 3.35 m / 10.99 ft
Wing
Wing surface .. 13.9 m2 / 149.6 ft2
Mean Geometric Chord 1.349 m / 4.427 ft
Dihedral ... 1°
Aspect ratio . 7.63
Fuselage
Cabin width 1.14 m / 3.74 ft
Cabin length 2.3 m / 7.54 ft
Landing Gear
Wheels Track 2.1 m / 6.89 ft
Wheels base 2.15 m / 7.05 ft
Main Gear Tire 6.00-6
Nose Gear Tire 5.00-5
Manufacturer MT Propeller
Model MT 188 R 145 4G
EASA TCDS no. P.006
Blades/hub 2 wood/composite blades aluminium hub
Diameter 1880 mm (74 in) (no reduction allowed)
Type Fixed pitch
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.
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 clean configuration (flaps 0°).
VX Best Angle-of-Climb Speed is the speed which results in the
greatest gain of altitude with respect to a given horizontal dis-
tance.
VY Best Rate-of-Climb Speed is the speed which results in the great-
est gain in altitude in a given time.
VR Rotation speed: is the speed at which the aircraft rotates about
the pitch axis during takeoff
VLOF Lift off speed: is the speed at which the aircraft generally lifts off
from the ground.
Vobs Obstacle speed (screen speed, V50ft): is the speed at which the
aircraft flies over a 15m obstacle during takeoff or landing.
Vglide Glide speed: is the speed of maximum efficiency (to fly the long-
est distance per unit of altitude lost)
XPDR Transponder
Datum
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 (BEW) 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
(MTOW) the takeoff.
Maximum Landing Weight is the maximum weight approved for the
(MLW) landing touchdown (for P2010 it is equiva-
lent to the Maximum Takeoff Weight).
Autopilot acronyms
Ed. 1, Rev. 0
Page 1 - 14
MOLTIPLYING BY YIELDS
TEMPERATURE
Fahrenheit [°F] Celsius [°C]
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 sec- [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]
Ed. 1, Rev. 3
Page 1A-17
Ed. 1, Rev. 3
Page 1A-17
The multifunction display (MFD) provides the pilot with a dedicated set of keys for autopilot
control (see red frame in the below picture).
The roll servo is located under the pilot seat and is fixed to a/c structure using a
dedicated mount. Pitch and pitch trim servos are located in the tail cone and are
installed on a dedicated mount which hosts both the servos.
Ed. 1, Rev. 3
Page 1A-18
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 er-
ror and course deviation indication.
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 alti-
tude and glideslope deviation indication.
pitch axis, and responds by driving the trim servo in the proper direction to pro-
vide trim.
Ed. 1, Rev. 3
Page 1A-19
GDU MFD unit can display as default engine parameters and moving map infor-
mation, along with other information that can be selected by the pilot (see the first
figure below); when reversionary mode is active it will display flight parameters
(in the form of PFD with the left strip engine information, as can be seen in the
second figure below). It is the user interface for P2010 avionics suite.
GDU (MFD)
Reversionary mode:
- In the event of a single display failure the system is able to automatically
switch the critical information including flight and engine parameters on the
remaining display presenting them in a compact view. In the event of a failure
of the automatic switch logic, the pilot can easily force the reversionary mode
by pressing the red button on the bottom of the audio panel thus getting both
flight and engine parameters information, necessary for continued safe flight,
on the remaining display.
Ed. 1, Rev. 3
Page 1A-20
Ed. 1, Rev. 3
Page 1A-21
(the one on pilot control wheel is shown below as (1)) that, when pushed, allow
radio transmission. These switches are momentaneous ones thus acting in such a
way that when they are released the active COM device returns to the non-
transmitting state. These switches are already installed in the basic aircraft which
is not equipped with the autopilot.
The following additional dedicated AFCS controls are located on the pilot control
wheel, separately from the MFD, and on the throttle handle:
AP DISC Switch: Disengages the autopilot and interrupts pitch trim operation
This switch may be used to mute the aural autopilot disconnect
alert.
AP Trim Switch: Used to command manual electric trim. This composite switch
is split into left and right sides. The left switch is the ARM
contact and the right switch controls the DN (forward) and UP
(rearward) contacts. The AP TRIM ARM switch can be used to
disengage the autopilot and to acknowledge an autopilot dis-
connect alert and mute the associated aural tone. Manual trim
commands are generated only when both sides of the switch
are operated simultaneously. If either side of the switch is ac-
tive separately for more than three seconds, MET function is
as the AFCS Status Annun-
ciation on the PFD. The function remains disabled until both
sides of the switch are inactivated.
CWS Button: While pressed, the Control Wheel Steering allows manual con-
trol of the aircraft while the autopilot is engaged and synchro-
craft pitch (if not in Glideslope Mode) and roll (if in Roll Hold
Mode). Upon release of the CWS Button, the flight director
may establish new reference points, depending on the current
pitch and roll modes. CWS operation details are discussed in
the flight director modes section.
Ed. 1, Rev. 0
Page 1A-22
The above mentioned AFCS controls are depicted in the below figures.
where:
1) PTT switch
2) AP DISC Switch
3) AP Trim Switch
4) CWS Button
Ed. 1, Rev. 0
Page 1A-23
Ed. 1, Rev. 0
Page 1A-24
GFC 700 autopilot suite is deeply integrated with Garmin G1000 avionics suite
which integrates both the a/p controls and the sensors providing the required data
to the servos.
The GFC 700 AFCS is equipped with the following main operating functions:
Flight Director (FD) Flight director commands are displayed on the PFD. The
flight director provides:
Command Bars showing pitch/roll guidance
Pitch/roll mode selection and processing
Autopilot communication
Autopilot (AP) Autopilot operation occurs within the pitch, roll, and pitch
trim servo and provides servo monitoring and automatic flight control in response
to flight director steering commands, AHRS attitude and rate information, and air-
speed.
Manual Electric Trim (MET) The pitch trim servo provides manual electric
trim capability when the autopilot is not engaged.
ESP (Electronic Stability & Protection) keeps the aircraft within well defined op-
erational limits thus preventing the pilot to operate the aircraft outside a specific
envelope when it is being hand flown. This feature only operates when autopilot
is not engaged and its operation is mutually exclusive with autopilot operation.
Ed. 1, Rev.0
Page 1A-25
Garmin GFC 700 is equipped with an envelope protection feature referred as ESP
(Electronic Stability & Protection). Electronic Stability and Protection continu-
ously monitors the aircraft. The system works by applying a correcting force to
the controls in order to nudge pilot to avoid extreme attitudes that may bring the
aircraft, if not corrected, to exceed normal flying envelope.
This software feature aims to provide protection against aircraft operation outside
a desired flight envelope. ESP will maintain the desired operating envelope, de-
fined at autopilot development time, by automatically engaging one or more ser-
vos when the aircraft is near the operating limit and nudging pilot to come back to
nominal operating envelope. While ESP utilizes the same sensors, processors, and
actuators as the GFC 700 autopilot, it is basically a separate function. ESP can be
overpowered by the pilot and can be temporarily disabled using the AP disconnect
or CWS switches. It
(although it uses the same
whenever the pilot is hand-flying the airplane.
The ESP feature will only function with GPS available, A/P MASTER
SWITCH ON (but autopilot not engaged) and aircraft above 200ft AGL.
ESP enabling:
Ed. 1, Rev.0
Page 1A-26
ESP will
will appear on the alert window in case of loss of both GPS.
Pitch attitude boundaries are set based on P2010 aircraft performances. Since
pitch ESP augments the natural aircraft longitudinal stability, no special simbolo-
gy is required.
Value that have been set-up for the P2010 are as follows:
Nose above the horizon:
Engagement low threshold: + 15°
Engagement upper threshold: + 18°
Lower disengage threshold: + 12°
Nose below the horizon:
Engagement low threshold: -15°
Engagement upper threshold: -20°
Lower disengage threshold: -13°
sta-
bility: it uses an Electronic Torque Limit (ETL) and an Electronic Speed Limit
(ESL) to limit the maximum authority of the ESP function. ESP is inactive when
the pitch attitude is within the positive and negative engagement limits defined in
the certification gain file.
Ed. 1, Rev.0
Page 1A-27
When the aircraft reaches the engagement limit, ESP ramps up the servo torque
command to adjust the aircraft back toward zero pitch attitude. ESP uses a rate
command to drive the attitude back to the nominal range and does not try to con-
trol to a specific attitude. As the pitch attitude returns to the nominal range, the
torque and pitch rate are reduced until the aircraft reaches the disengagement limit
at which time ESP turns off. The disengagement threshold is sized so that the
transition from ESP being active to being inactive is transparent to the pilot (no
transient when ESP turns off).
If, when ESP engages, the aircraft continues to pitch away from the nominal atti-
tude range the torque command will increase with increasing pitch deviation.
Above the upper disengagement limit specified in the certification gain file ESP
will be disabled.
Roll mode is similar to pitch mode and also utilizes configurable gain file parame-
ters to define engagement and disengagement limits as well as the speed and
torque curves.
The engagement and disengagement attitude limits are displayed with double hash
marks on the roll indicator when ESP is available and /or active. The lack of dou-
ble hash marks above 200 ft AGL (when autopilot is not connected) is a clear in-
dication that ESP is not available.
Values for the symmetric roll attitude limits are as follows:
Engagement low threshold: +/- 45°
Engagement upper threshold: +/- 75°
Lower disengage threshold: +/- 30°
Electronic stability and protection action starts at the predetermined bank angle.
Since crossing this bank angle results in a change in aircraft stability (and there-
fore handling characteristics) indications of this boundary are provided to the pi-
lot.
When ESP is inactive (roll attitude within nominal limits) only the engagement
limits are displayed in order to reduce clutter on the roll indicator. As the bank
Ed. 1, Rev.0
Page 1A-28
VMO
Exceeding VMO will result in ESP applying force to raise the nose; when the high
speed condition is remedied, ESP force is no longer applied.
Engage Limit: 165 KIAS
Upper Limit: 168 KIAS
Lower disengage Limit: 160 KIAS
Ed. 1, Rev.0
Page 1A-29
If Autopilot is engaged in FLC mode, FLC mode will downgrade to PIT mode
when in USP for more than 10 seconds.
CAUTION
If USP engages while in ALT mode, upon USP disengagement FD will com-
mand bars to regain pre-selected altitude (altitude selected before USP en-
CAUTION gagement). Pilot must monitor A/P to check if previous pre-selected altitude is
still attainable with energy available. It is recommended in this case to pre-
select a new altitude in order to speed-up energy management and recover
from slow speed conditions.
When USP becomes active, expect a small FD adjustment due to reaction to
very low speed condition.
Ed. 1, Rev.0
Page 1A-30
When the airspeed trend vector (dedicated algorithm) reaches 65 +/- 2 KIAS a
The aural
If aircraft is unintentionally decelerated to 65 KIAS, a MINSPD annunciation
posts above the airspeed tape on PFD in alternating amber and black text. A red
r to the right of
the vertical speed indicator. USP will drive the pitch down until the indicated air-
speed increases above 70 KIAS or stall warning turns off, plus two knots (which-
ever comes first).
When USP disengages, autopilot will cause the aircraft to pitch up until recaptur-
ing the vertical reference (vertical and lateral flight director modes will change
from white armed to green active).
Ed. 1, Rev.0
Page 1A-31
When the airspeed trend vector (dedicated algorithm) reaches 65 +/- 2 KIAS a
Vertical flight director mode will change from active to armed, Flight Director
and autopilot will command the aircraft to pitch down until reaching a pitch atti-
tude at which IAS equals at least the minimum commandable autopilot airspeed,
avoiding the development of a stall condition.
Ed. 1, Rev.0
Page 2 - 1
The following table addresses the airspeed limitations and their operational signifi-
cance:
VNE
Never exceed speed 166 164 Do not exceed this speed in
any operation.
Maximum Structural Cruising 132 130 Do not exceed this speed
VNO Speed except in smooth air, and
only with caution.
VA Design Manoeuvring speed 120 119 Do not make full or abrupt
control movement above
this speed, because under
Operating Manoeuvring speed certain conditions the air-
VO
craft may be overstressed
by full control movement.
VFE
Maximum flaps extended speed 91 92 Do not exceed this speed
for indicated flaps setting.
Airspeed indicator markings and their colour code are explained in the following
table.
Temperatures:
Max CHT 500° F (260° C)
Max Oil 245° F (118° C)
Oil Pressure:
Minimum Idling 25 psi (1.7 Bar)
Minimum Normal 55 psi (3.8 Bar)
Maximum Normal 95 psi (6.5 Bar)
Starting, Warm-up, taxi and take-off (Max) 115 psi (7.9 Bar)
Fuel pressure:
- At Inlet to fuel injector:
Minimum .............................................................. 14 psi (0.96 Bar)
Maximum ............................................................. 35 psi (2.41 Bar)
For additional information, refer to Lycoming Service Instruction No. 1070 and
No. SI1070S, latest issue.
-360-
To ensure that the temperature of the composite structure does not exceed limits,
the outer surface of the aeroplane must be painted with white paint, except for areas
of registration marks, placards, and ornament.
Refer to Aircraft Maintenance Manual (AMM), ATA Chapter 4 and 51, for specific
paint requirements.
MANUFACTURER MT Propeller
MODEL: MT 188 R 145 4G
TYPE wood/composite 2-blade, fixed pitch
DIAMETER: 1880 mm (74 in) (no reduction is permitted)
WARNING
Powerplant instrument markings and their colour code significance are shown below:
RED ARC WHITE ARC GREEN ARC YELLOW ARC RED ARC
INSTRUMENT Minimum Advisory Safe Caution Maximum
limit operation limit
0 150
CHT °F / 435 (line) 150-475 500-510
475-500
25 - 55
OIL PRESS psi 0-25 / 55-95 115 - 125
95-115
FUEL PRESS psi 0-14 / 14-35 / 35 - 40
litres 0 0-115
FUEL QTY / / /
gal 0 0-30,4
l/hr 0-75
FUEL FLOW / / / /
gal/hr 0-20
Condition Weight
Maximum takeoff weight 1160 kg 2557 lb
Maximum landing weight 1160 kg 2557 lb
Maximum baggage weight 40 kg 88 lb
Datum Vertical plane tangent to the wing leading edge (the aircraft
must be levelled in the longitudinal plane)
The aircraft is certified in Normal Category in accordance with EASA CS-23and FAA 14
CFR part 23 regulations.
This aircraft may operate on both paved and grass surfaces, refer to Section 5 for
impacts on performances.
This paragraph reports the KOEL table, concerning the equipment list required on
board under CS-23 and Far-23 regulations to allow flight operations in VFR
Day/Night and IFR Day/Night.
Flight in VFR Day/Night and IFR 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 airspace
classification and route to be flown.
The owner is responsible for fulfilling these requirements.
External Power
Circuit Breakers As Required
Battery
Safety Equipment & Furnishing
First Aid kit
Fire extinguisher
ELT
Torch (with spare batteries)
Ice Protection
Pitot heating system
Landing Gear
Wheel pants Removable
Lights
Landing/taxi lights
Strobe lights
NAV lights
Cabin lights
Instrument lights
Emergency light
Dimming Devices
Day/Night switch
COM/Navigation/Engine parameters
Magnetic compass
GARMIN G1000 Suite
MD 302 suite
Pitot system
Clock
Flight Controls
Pitch trim indicator
Flap System
Flaps position lights
Rudder trim system only for VFR operations,
rudder trim system may be
inoperative provided the trim
tab is fixed in the streamlined
position and the system is
electrically disabled
Stall warning system
On the left side instrument panel, above on the left, it is placed the following
placard reporting the speed limitations:
On the central side of the instrument panel, the following placard is placed re-
minding the observance of aircraft operating limitations according to installed
equipment configuration, see KOEL paragraph 18.
Approved
When the Autopilot is installed, next placard is added on the instrument panel to
the right of the preceding one:
On the right hand side of the instrument panel the following placard is placed re-
Ed. 1, Rev. 1
Approved
Page 2 - 16
Following operating limitations shall apply when the aircraft is equipped with
Garmin GFC700 Autopilot:
The Autopilot is certified for Category I ILS Approaches [with a deci-
sion height not lower than 200 ft AGL (61 m)]
During Autopilot operation, a pilot with seat belt fastened must be seated
at the left pilot position
Maximum speed for Autopilot operation is 150 KIAS
Do not use autopilot for airspeed below 70 KIAS
Minimum approach speed is 70 KIAS
The autopilot must be OFF during takeoff and landing
Minimum altitude AGL for Autopilot operation is:
b. Cruise and Descent: 800 ft (244 m) AGL
c. Climb after Take-off: 400 ft (122 m) AGL
d. ILS CAT I precision approach: 200 ft (61 m) AGL
Use of the autopilot or manual electric trim system is prohibited before the
satisfactory completion of the Pre-flight procedure.
Autopilot USP function requires flaps indicators lights in the cockpit to be
efficient for correct operation. If one flap indicator light gets inoperative
during flight, USP function is not assured.
Ed. 1, Rev. 1
Approved
Page 2A-18
The GPS/GNSS receivers in the G1000 System are certified to TSO C129a Class
A1 and ETSO C129a Class A1 or TSO C145a and ETSO 2C145a.
The Garmin GNSS navigation system as installed in this airplane complies with
the requirements of AC 20-138A, JAA TGL-10 and AMCs 20-4A, 20-27A and
20-28.
lite Based Augmentation System complying with ICAO Annex 10) for IFR en
route, terminal area, precision and non-precision approach operations.
The G1000 System meets the requirements for GPS/GNSS as a Primary Means of
Navigation for Oceanic/Remote Operations (RNP-10) per AC 20-138C, FAA No-
tice N8110.60, FAA Order 8400-12C and FAA Order 8700-1. Both GPS/GNSS
receivers are required to be operating and receiving usable signals except for
routes requiring only one Long Range Navigation sensor.
In accordance to ICAO doc 9613 (Fouth Edition 2013), the G1000 System has
been shown to be eligible for:
- B-RNAV (RNAV-5) per AMC 20-4A.
- RNAV1 / P-RNAV (RNP-1) Enroute and Terminal navigation per JAA
TGL-10 Rev.1.
- RNP APCH LNAV/VNAV per EASA AMC 20-27. This does not include
APV BARO-VNAV operation which is not cleared.
- LPV with SBAS per EASA AMC 20-28.
provided that the G1000 is receiving usable navigation information from at least
one GPS receiver.
Ed 1, Rev. 1
Approved
Page 2A-19
The pilot must confirm at system initialization that the Navigation database is cur-
rent. Navigation database is expected to be current for the duration of the flight.
If the AIRAC cycle will change during flight, the pilot must ensure the accuracy
of navigation data, including suitability of navigation facilities used to define the
routes and procedures for flight. If an amended chart affecting navigation data is
published for the procedure, the database must not be used to conduct the proce-
dure.
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited un-
less the pilot verifies and uses a valid, compatible, and current Navigation data-
base or verifies each waypoint for accuracy by reference to current approved data.
Discrepancies that invalidate a procedure must be reported to Garmin Internation-
al. The affected procedure is prohibited from being flown using data from the
Navigation database until a new Navigation database is installed in the airplane
and verified that the discrepancy has been corrected.
Contact information to report Navigation database discrepancies can be found at
www.Garmin.com>Support>Contact Garmin Support>Aviation. Pilots and opera-
tors can view navigation data base alerts at www.Garmin.com > In the Air> Nav-
Data Alerts.
For flight planning purposes, in areas where SBAS coverage is not available, the
pilot must check RAIM availability.
Within Europe, RAIM availability can be determined using the G1000 WFDE
Prediction program or Europe's AUGER GPS RAIM Prediction Tool at
http://augur.ecacnav.com/augur/app/home.
This requirement is not necessary if SBAS coverage is confirmed to be available
along the entire route of flight.
The route planning andWFDE prediction program may be downloaded from the
GARMIN G1000 website on the internet. For information on using the WFDE
Prediction Program, refer to GARMIN WAAS FDE Prediction Program, part
number 190-00643-01, `WFDE Prediction Program instructions'.
For flight planning purposes for operations within European B-RNAV and P-
RNAV airspace, if more than one satellite is scheduled to be out of service, then
the availability of GPS integrity RAIM shall be confirmed for the intended flight
(route and time).
In the event of a predicted continuous loss of RAIM of more than five minutes for
any part of the intended flight, the flight should be delayed, cancelled, or re-routed
on a track where RAIM requirements can be met.
Both GPS navigation receivers must be operating and providing GPS navigation
guidance to the PFD for operations requiring RNP-4 performance.
Whenever possible, RNP and RNAV routes including Standard Instrument Depar-
tures (SIDs) and Obstacle Departure Procedures (ODPs), Standard Terminal Arri-
Ed 1, Rev. 1
Approved
Page 2A-20
the flight plan from he database in their entirety, rather than loading route way-
points from the database into the flight plan individually. Selecting and inserting
individual named fixes from the database is permitted, provided all fixes along the
instrument approaches using the G1000 System are prohibited unless the pilot
verifies and uses the current Navigation database. GPS based instrument ap-
proaches must be flown in accordance with an approved instrument approach pro-
cedure that is loaded from the Navigation database.
Not all published Instrument Approach Procedures (IAP) are in the Navigation
database.
Pilots planning on flying an RNAV instrument approach must ensure that the
Navigation database contains the planned RNAV Instrument Approach Procedure
and that approach procedure must be loaded from the Navigation database into the
FMS flight plan by its name.
The navigation equipment required to join and fly an instrument approach proce-
dure is indicated by the title of the procedure and notes on the IAP chart.
Use of the GARMIN G1000 GPS/SBAS receivers to provide navigation guidance
during the final approach segment of an ILS, LOC, LOC-BC, LDA, SDF,MLS or
When using the G1000 VOR/LOC/GS receivers to fly the final approach segment,
VOR/LOC/GS navigation data must be selected and presented on the CDI.
SID/STAR
The use of SIDs and STARs stored in GPS data base is only authorized, if the pi-
lot has checked that GPS procedure corresponds to the one given in the official
documentation (coordinates of various points and paths between points).
Ed 1, Rev. 1
Approved
Page 3 - 1
Section 3 includes checklists and detailed procedures for coping with various
types of emergency conditions that could arise.
Before operating the aircraft, the pilot should become thoroughly familiar with
the present manual and, in particular, with the present Section. Further, a contin-
ued and appropriate training should be provided.
1. Throttle IDLE
2. Rudder Keep heading control
3. --
4. --
b. Other procedures which should be well theoretically know and mastered, but that are
not time critical and can be executed entering and following step by step the AFM
appropriate checklist.
The annunciator window is integrated in the GARMIN G1000. The colours are
as follows:
Alternator failure
Pitot heat on
Pitot heat
When the Pitot Heating system is activated, the green PITOT HEAT ON advi-
sory light turns on and the amber PITOT HEAT caution light turns OFF, indi-
cating that the Pitot Heating system is functioning properly.
If the amber PITOT HEAT caution light is ON when the green PITOT HEAT
ON light is on, then the Pitot Heating system is not functioning properly.
if the amber light stays ON, avoid visible moisture and OATs below
10° C.
AIRSPEED FAIL
(RED X ON DISPLAY FIELD)
ATTITUDE FAIL
(RED X ON DISPLAY FIELD)
ALTITUDE FAIL
(RED X ON DISPLAY FIELD)
HDG
(RED X ON DISPLAY FIELD)
In the event of a display failure, the G1000 System automatically switches to re-
versionary (backup) mode. In reversionary mode, all important flight information
is presented on the remaining display in the same format as in normal operating
mode. The change to backup path is completely automated for all LRUs and no pi-
lot action is required.
1. ON
2. Fuel quantity and pressure ..
3. I SWITCH TANK
If oil pressure does not increase and temperature remains within limits
If oil pressure tends to zero (combined with vibration, loss of oil, unusual
metallic smoke and noise)
1. ON
2. Select opposite fuel tank if NOT empty
3. Fuel quantity CHECK
1. Land as soon as practical. Prepare for potential engine failure and pre-
pare to apply Forced landing procedure. (See Para 0)
1. Land as soon as possible. Prepare for potential engine shut down and
apply Forced landing procedure. (See Para 0)
WARNING
1. Check ON
2. ON
3. Fuel quantity indicator CHECK
4. Fuel Selector SWITCH TANK (If not empty)
5. Throttle Lever Minimum 1cm(0,39in) above IDLE
6. FULL rich
7. Throttle lever SET as required
1. CUT OFF
2. Cabin heat and defrost OFF
3. . OFF
4. OFF
5. Fuel pump .. OFF
6. OFF
7. ENGAGED
8. . PERFORM (See Paragraph 5)
1. BOTH OFF
2. CUTOFF
3. .. OFF
4. FULL FORWARD
5. . OFF
6. OFF
7. Master Switches . OFF
8. OPEN
9. Land as soon as possible applying Forced landing procedure. (See Paragraph 11.1)
1. OFF
2. Generator Switch ...... OFF
3. OFF
4. IDLE
5. OFF
6. OFF
1. OFF
2. Cabin ventilation OPEN
3. In case of fire, direct the fire extinguisher toward the base of flame
If smoke persists:
4. OFF
If smoke persists:
5. ON
6. Keep RPM above 1000
7. Master switch OFF
If smoke persists:
8. Generator s OFF
1. Throttle IDLE
2. Rudder Fully opposite to the direction of spin
3. Control Yoke Centralize and hold neutral
When rotation stops:
4. Rudder NEUTRAL
5. RECOVERY promptly but smoothly,
averting speed close to/in excess of
VNE
6. AS REQUIRED
In case of loss of essential bus, the following will be lost (related breakers are listed):
Electrical power from Alternator is lost, battery will automatically provide energy
(duration at least 30 min.).
Pilot will need to make reference to standby instrument for primary flight infor-
mation and parameters.
Pilot will be able to use the audio panel and COM2/NAV2 via MFD.
Engine parameters and related warnings/cautions are lost.
Flaps extension and retraction will be lost, apply Flaps control failure procedure
(See Para 10.6).
Strobe and landing lights will be lost, NAV and taxi lights are still available;
taxi light will be the only visual aid for landing in night conditions.
In case of loss of main bus, the main bus voltage will drop to zero.
The following will be lost (related breakers are listed):
Fail safe operation of Garmin G1000 allows pilot to transmit and use COM1 using
headphones only; speakers will not be available.
For night flights, all instrument lights will be lost, but emergency light will still be
available.
In case failure, the alternate static port in the cabin must be activated.
In this case apply following procedure:
1. Pitot heat ON
2. Fly immediately away from icing conditions (changing altitude and direc-
tion of flight, out and below of clouds, visible moisture, precipitations).
3. Control surfaces . MOVE continuously to avoid locking
4. Throttle INCREASE to prevent ice build-up on propeller
blades
DURING TAKEOFF
DURING APPROACH/LANDING
Trim Runaway
In event of trim runaway:
1. Speed: ADJUST to control aircraft without excessive pedal force
2. Rudder: AS REQUIRED
3. Land aircraft as soon as practical.
Trim Jamming
Should trim control be jammed / inoperative:
1. Breaker: CHECK IN
2. Speed: ADJUST to control aircraft without excessive pedal force
3. Rudder: AS REQUIRED
4. Land aircraft as soon as practical.
Preparation:
1. UP
2. Airs ESTABLISH VGLIDE
3. Radio Transmit MAYDAY giving
location and intentions
4. Transponder 7700
5. If off airport, ELT ON
6. Find a suitable place to land safely, plan to approach it upwind
7. IDLE
8. CUTOFF
9. OFF
10. Ignition key OFF
11. OFF
12. Tightly FASTENED
When landing is assured:
13. Flaps AS REQUIRED
14. Generator and Master switches .. . OFF
1. UP
2. ESTABLISH VGLIDE
3. Locate the most suitable terrain for emergency landing, plan to approach upwind
4. Tightly FASTENED
When landing is assured:
5. AS NECESSARY
6. OFF
7. OFF
8. OFF
9. Generator OFF
In case of A/P hardover or failure to hold selected heading, apply following pro-
cedure:
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
Ed. 1, Rev. 0
Page 3A-32
Following table addresses the altitude lost during a pitch axis malfunction and re-
covery for each reported flight phase:
Climb 90 ft
Cruise 200 ft
Descent 170 ft
Maneuvering 210 ft
Approach 70 ft
Ed. 1, Rev. 0
Page 3A-33
The following observations provide additional information for more complete un-
derstanding of the recommended course(s) of action in emergency situations.
Ed. 1, Rev. 0
Page 3A-34
This table is a quick access table that provide additional information regarding re-
sidual A/P capabilities in case loss of autopilot servos and/or pitch trim servo.
With A/P engaged, in case of loss of both A/P servos and pitch trim
servo, the disconnect tone will play continuously, until acknowledged
through A/P button on MFD or trim switch on control wheel.
Ed. 1, Rev. 0
Page 3A-35
This table is a quick access table that provide additional information regarding re-
sidual A/P capabilities in case of loss of PFD or MFD.
Ed. 1, Rev. 0
Page 4 - 1
The aircraft is fully equipped with a Garmin G1000 avionic suite that integrates
radio aids navigation with GPS navigation, providing an outstanding capability to
support IFR flight, from basic instrument training to complex IFR scenario.
Depending on national regulations, in some countries flying IFR with a single en-
gine aircraft without autopilot installation and/or single pilot may or may not be
allowed, any customer must pay careful attention to check limitations that may
apply.
The use of G1000 software requires full system knowledge (G1000 manual which
will also specify peculiar limitations), careful preparation, ground training on the
computer-assisted software and pre-flight training before flight.
avionic suite in IFR with incremental steps after initial basic IFR instruction:
1. Initial use of a single radio-aids (No GPS);
2. Use of two radio-aids (No GPS);
3. Use of GPS for point to point navigation (No approaches);
4. Use of VNAV feature;
5. Full use of avionic suite.
The flight training syllabus for IFR instruction will need to address this incremen-
tal approach in order to give pilots awareness of full avionic potential, and to
highlight the complexity of single pilot usage of G1000 Garmin suite while en-
route or high density airspace structure.
CAUTION
Due to precision required on IFR flight, the workload that may develop using full
avionic suite, may get excessive in single pilot without the aid of an autopilot.
Considering the complexity of the G1000 suite, sound judgment will be required
(weather, airspace complexity, pilot skills) to assess the best option of IFR steer
guidance.
The necessity to correct or modify flight plans in the Garmin G1000 under these
conditions may distract pilots from basic handling causing deviations from as-
signed parameters, so careful attention must be exercised to avoid deviations on
flying parameters.
-checking flight parameters when en-
tering flight data into the G1000, especially when trying to create / insert arrival
and departure procedures and / or VNAV profiles as the quantity of actions need-
ed is high and may distract pilots from basic and precise handling.
The following prescriptions, other than those already present in the G1000 manu-
al, shall be observed:
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 sup-
plemental means for navigation;
Use of GPS is prohibited for IFR in terminal area or in non-precision approach op-
erations;
If Receiver Autonomous Integrity Monitoring (RAIM) function becomes unavail-
able in en route phase of flight, position must be verified every 15 minutes using
other IFR approved navigation system.
The following airspeeds are those which are significant for normal operations.
FLAPS 1160 kg
(2557 lb)
Rotation Speed (VR) T/O 60 KIAS
Best Angle-of-Climb Speed (VX) T/O 65 KIAS
Best Angle-of-Climb Speed (VX) 0° 76 KIAS
Best Rate-of-Climb speed (VY) 0° 82 KIAS
Flaps (VFE) T/O & LAND 91 KIAS
No flaps approach 0° 80 KIAS
Approach speed T/O 75 KIAS
Final Approach Speed FULL 70 KIAS
Optimal Touch Down Speed FULL 60 KIAS
Manoeuvring speed (VA) 0° 120 KIAS
Before each flight, it is necessary to carry out a complete aircraft check including a
cabin inspection followed by an external inspection, as below detailed.
To perform the aircraft walk-around, carry out the checklists according to the pattern
shown in Figure 4-1.
Figure 4.1
A Left fuel filler cap CHECK desired fuel level (use graduated
dipstick). Drain the left fuel tank sump by
quick drain valve using a cup to collect fuel
(drainage operation must be carried with
the aircraft parked on a level surface).
Check for water or other contaminants.
Make sure filler cap is closed.
B Pitot tube REMOVE pitot plug and check the pitot for
obstructions. Do not blow inside pitot tube.
C Left side leading edge and wing Visual inspection, check stall strips (if pre-
skin sent)
D Left strobe light Visual inspection, CHECK for integrity and
fixing
E Left aileron, hinges and LH tank CHECK aileron and hinges for damage, and
vent line freedom from plays;
Copper bonding strips: CHECK for proper
connection;
Left tank vent: CHECK for obstructions.
H Stabilator, tab and rear light CHECK stabilator leading edge. Check the
actuating mechanism of stabilator and the
connection with related tab: CHECK free of
play, friction. CHECK fuselage bottom and
top skin. CHECK antennas for integrity.
Check light for integrity.
I Vertical tail and rudder Visual inspection, check free of play, friction.
L Right main landing gear CHECK inflation, tire condition, alignment,
fuselage skin condition. Check fuselage skin
status, tire status (cuts, bruises, cracks and
excessive wear), slippage markers integrity,
gear structure and brakes hoses: there should
be no sign of hydraulic fluid leakage.
N Right aileron, hinges and RH tank Visual inspection, check free of play, friction;
vent line Copper bonding strips: CHECK for proper
connection; Right side tank vent: check for
obstructions.
O Right strobe light, leading edge Visual inspection, CHECK stall strips (if pre-
and wing skin sent), CHECK strobe light for integrity and
fixing
P Stall indicator switch CHECK for integrity and free of play,
Q Right fuel filler cap CHECK desired fuel level (use graduated
dipstick). Drain the right fuel tank sump by
quick drain valve using a cup to collect fuel
(drainage operation must be carried with the
aircraft parked on a level surface). Check for
water or other contaminants. Make sure filler
cap is closed.
R Nose wheel strut and tire/ CHECK inflation, tire condition and condi-
RH static port tion of shock absorber: there should be no
sign of hydraulic fluid leakage. Check the
right static port for obstructions.
S Propeller and spinner condition CHECK for nicks, cracks, dents and other de-
fects, propeller should rotate freely. Check fixing
and lack of play between blades and hub.
T Check the engine cowling surface conditions and perform the following checks:
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 free of obstructions.
Z Tow bar and chocks REMOVE, stow on board pitot, static ports and
stall warning protective plugs.
Avoid blowing inside Pitot tube and inside airspeed indicator system's stat-
ic ports as this may damage instruments.
Ed. 2, Rev. 0
Page 4 - 14
Pitch trim position other than in neutral position would affect take off per-
formance and take off rotation execution at the correct VR.
WARNING
Do not overheat the starter motor. Do not operate it for more than
10 seconds. After operating the starter motor, let it cool off for 20
seconds. After 6 attempts to start the engine, let the starter cool off
CAUTION for half an hour.
Check to insure no person or object is present in the area close to the propel-
ler. Forward lower sector visibility is not possible from inside the cockpit.
WARNING
Do not overheat the starter motor. Do not operate it for more than 10 sec-
onds. After operating the starter motor, let it cool off for 20 seconds. After 6
CAUTION attempts to start the engine, let the starter cool off for half an hour.
Alternator lights may appear when reducing engine RPM below 950 RPM (yellow
arc). The light will stay ON until RPM is increased above.
During taxi, it is recommended to maintain propeller speed at 1000RPM or above in
CAUTION
order to preserve a full loaded battery, minimise annunciator nuisance and assure max-
imum battery performance during flight.
Vapor lock can be avoided if the engine is run at speeds of 1800 RPM or more.
For 5000ft density altitude and above, or high ambient temperatures, a FULL RICH mixture
may cause rough running of the engine or a loss of performance. The mixture may be ad-
justed to obtain smooth engine operations.
Lean to maximum RPM at Full Throttle prior to take-off where airports are at 5000ft density
altitude or higher.
During climb, a rough method of correctly leaning is to slowly reduce mixture lever until an
increase of appr.ly 50-100 RPM is noticed at constant IAS or EGT reaches 1375°F mark.
1. Pitot HEAT: ON if required
2. Fuel pump: ON
3. Brakes: apply
4. Throttle: FULL and check approximately 2100 100 RPM
Engine proper performance at full throttle shall be checked early in the ground roll
in order to abandon take-off if necessary.
A rough engine, sluggish RPM increase or failure to reach take-off RPM are reasons
WARNING
for abandoning the take-off. If the engine oil is cold, an oil pressure in the yellow sec-
tor is permissible.
Expect to adjust pitch trim (pitch up) when retracting flaps after take-off.
Due to position of fuel sensors, during climb fuel gauges in cockpit will indicate a fuel
quantity slightly lower than the real amount. Regaining level flight will immediately
restore correct indications.
For 5000ft density altitude and above, or high ambient temperatures, a FULL RICH
mixture may cause rough running of the engine or a loss of performance.
The mixture may be adjusted to obtain smooth engine operations.
Lean to maximum RPM at Full Throttle prior to take-off where airports are at 5000ft
density altitude or higher.
During climb, a rough method of correctly leaning is to slowly reduce mixture lever
until an increase of appr.ly 50-100 RPM is noticed at constant IAS or EGT reaches
1375°F mark.
1. Flaps: UP (minimum speed 73KIAS)
Expect to adjust pitch trim (pitch up) when retracting flaps after take-off
If the fuel pressure warning light illuminates, or the fuel pressure indication is below
green arc, the electrical fuel pump must be switched ON.
To optimize engine life, the cylinder head temperature (CHT) should lie
between 150°F and 400°F in continuous operation, and not rise above
435°F in fast cruise.
Monitor and manually compensate asymmetrical fuel consumption by
switching fuel selector valve. Switch ON the electric fuel pump prior to
swap the fuel feeding from one tank to another.
The maximum permissible cylinder head temperature (500 °F) must never be ex-
ceeded.
The mixture control lever should always be moved slowly.
Before selecting a higher power setting the mixture control lever should, on each
CAUTION
occasion, be moved slowly to fully RICH before throttle adjustment.
Care should always be taken that the cylinders do not cool down too quickly.
The cooling rate should not exceed 50 °F per minute.
For maximum service life cylinder head temperature should be kept below 475 °F
(high performance cruise) and below 435 °F (for economy cruise).
Due to position of fuel sensors, during descent fuel gauges in cockpit will indicate a fuel
quantity slightly higher than the real amount. Regaining level flight will immediately re-
store correct indications.
The maximum permissible cylinder head temperature (500 °F) must never be exceeded.
The mixture control lever should always be moved slowly.
Before selecting a higher power setting the mixture control lever should, on each occasion,
be moved slowly to fully RICH.
CAUTION Care should always be taken that the cylinders do not cool down too quickly. The cooling
rate should not exceed 50 °F per minute.
Expect to adjust pitch trim (pitch down) when extending flaps to T/O or
LAND
1. Throttle: Idle
2. Brakes: apply
3. Pitot heat: OFF (if ON)
4. Flaps: UP
5. Electric Fuel Pump: OFF
6. XPDR: As Required
7. Landing light: OFF
For safety, verify propeller is fully stopped before any other action.
WARNING
Instruct passengers to fully open RH doors and depart, avoiding contact with wheels
and sharp wing control surfaces edges.
CAUTION
Legal requirements for the provision of oxygen should be adhered to (see para
2.9)
PREFLIGHT:
If the red AFCS stays ON, the A/P has failed the preflight test. Put the A/P
MASTER SWITCH OFF to make sure that the A/P will not operate.
WARNING
Ed. 1, Rev.0
Page 4A-28
When the A/P is engaged, the pilot must continuously monitor and be
ready to disengage the A/P. Do the Emergency Recovery procedure if A/P
WARNING
operation is erratic or does not correctly control the airplane.
(Part No.
190-01830-00 Revision A dated September 25, 2014 or a more updated
version) must be carried in the aircraft and made available to the pilot at
all time.
HDG
Pressing the HDG knob synchronizes the Selected Heading to the cur-
rent heading.
In this case expect a small heading overshoot that will be subsequently
corrected.
VS MODE
Pressing the CWS Button while in Selected Altitude Capture Mode does
not cancel the mode.
Ed. 1, Rev.0
Page 4A-29
FLC MODE
The Selected Altitude MUST be set before selecting Flight Level
Change Mode.FLC IAS selection is directly linked to actual IAS, pi-
CAUTION
lot will need to monitor airspeed after selection of FLC mode.
The selected altitude takes precedence over any other vertical con-
straints.
If another pitch mode key is pressed while Vertical Path Tracking Mode
is selected, VPTH mode reverts to armed.
If the selected altitude is not at least 75 ft below the VNV Target Alti-
tude, the FD captures the Selected Altitude once Vertical Path Tracking
Mode become active (ALTS is armed rather than ALTV).
Altitude preselect must show an altitude below Target
Altitude.
If the selected altitude is not at least 75 ft below the VNV Target Alti-
tude, the FD captures the Selected Altitude once Vertical Path Tracking
Mode become active (ALTS is armed rather than ALTV).
the following:
- Press VNV Kay
- Turn ALT knob to adjust the Selected Altitude.
If the selected altitude is not at least 75 ft below the VNV Target Alti-
tude, the FD captures the Selected Altitude once Vertical Path Tracking
Mode become active (ALTS is armed rather than ALTV).
Armed VNV Target Altitude and Selected Altitude capture modes are
mutually exclusive. Selected Altitude Capture Mode is armed also (not
annunciated) whenever VNV Target Altitude Capture Mode is armed.
APPROACH MODES
The selected navigation receiver must have a valid VOR or LOC signal
or active GPS course for the flight director to enter Approach Mode.
Ed. 1, Rev.0
Page 4A-30
Ed. 1, Rev.0
Page 4A-31
Changes in wind speed and/or wind direction compound the relative in-
accuracy of DR Mode. Because of this degraded accuracy, other naviga-
tion equipment must be relied upon for position awareness until GPS-
derived position data is restored.
and to the right of the aircraft symbol on the CDI. Also, the CDI deviation bar is
RAIM AVAILABILITY:
Because of tighter protection limit on approaches, there may be times when
RAIM is not available. The G1000 automatically monitors RAIM and warns with
an alert message when it is not available. If RAIM is not predicted to be available
for the final approach course, the approach does not become active, as indicated
If RAIM is not available when crossing the FAF, the missed approach procedure
must be flown.
Ed. 1, Rev.0
Page 4A-32
Experience of RNAV systems, and Flight FMS in general, has identified the pit-
falls of waypoint 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 op-
erations 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 infor-
mation presented to them.
Flight planning on RNAV routes should include the following recommendation.
Where the responsible airspace authority has specified in the AIP that dual
PRNAV systems are required for specific terminal P-RNAV procedure, the avail-
ability of dual P-RNAV systems 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 capabil-
ity.
RAIM availability must be confirmed with account taken of the latest information.
Ed. 1, Rev.0
Page 4A-33
(b) 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 ac-
tive flight plan should be checked by comparing the charts, SID or other applica-
ble documents, with the map display. This includes confirmation of the waypoint
sequence, reasonableness of track angles and distances, any altitude or speed con-
straints, 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 naviga-
tion aid. A procedure shall not be used if doubt exists as to the validity of the pro-
cedure 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 pro-
cedure.
Route modifications in the terminal area may take the form of radar headings or
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.
(c) 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 compar-
ing the charts with the map display. This includes confirmation of the waypoint
sequence, reasonableness of track angles and distances, any altitude or speed con-
straints, 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 ex-
ists 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 us-
ing the primary display.
Ed. 1, Rev.0
Page 4A-34
Route modifications in the terminal area may take the form of radar headings or
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 desti-
nation, by the nature of the system, and its susceptibility to interference, there ex-
ists 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:
When GPS is not approved for the selected final approach course, the
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
published approach procedures for the desired airport may not be dis-
played in the list of available approaches.
An Approach Procedure (APPR) can be loaded at any airport that has one availa-
ble, and provides guidance for non-precision and precision approaches to airports
with published instrument approach procedures.
Ed. 1, Rev.0
Page 4A-35
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, LP, LP+V and LPV approach
Ed. 1, Rev.0
Page 4A-36
Before reaching the IAF, the flight crew should verify that the correct procedure
has been loaded into
proach chart should be made including the following:
a) The waypoint sequence.
b) Reasonableness of the tracks and distances of the approach legs, accura
cy of the inbound course and mileage of the FAS.
c) Verify from the charts, map display or CDU, which waypoints are fly-
by and which are fly-over.
-
-
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 accord-
ance with ICAO Doc 9613 Performance Based Navigation (PBN) Manual (and
ICAO state Letter SP65/4-10/53) give access to minima (on an instrument ap-
proach procedure) designated as:
Ed. 1, Rev.0
Page 4A-37
NOTE: The instrument approach procedures associated with RNP APCH are en-
titled 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 pos-
sible 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 Min-
imum 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 availa-
ble 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 nav-
igation throughout.
When GPS navigation is NOT available for the MAP, it may be necessary to re-
set the display function of the HSI/CDI to disengage GPS information and regain
VOR/LOC display. Pilots must be fully conversant with navigation display selec-
tions in order safely to follow the MAP.
Abnormal procedures for approaches
As the aircraft approaches the FAF (LNAV Only, without SBAS), the receiver au-
tomatically 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 success-
ful 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.
Ed. 1, Rev.0
Page 4A-38
Ed. 1, Rev.0
Page 5 - 1
This section provides all necessary data for an accurate and comprehensive plan-
ning of flight activity from take-off to landing.
Data reported in graphs and/or in tables were determined using:
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
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.
Example:
Given Find
KIAS 75.0
KCAS 74.7
Flap: UP
Examples:
Scope Given Find
A: Pressure altitude = 1600ft
Density Altitude: C: Density Altitude = 2550ft
B: Temperature = 20°C
Noise level, determined in accordance with ICAO/Annex 16 6th Ed., July 2011,
Vol. I°, Chapter 10 and 14 CFR Part 36, is 77.576 dB(A).
This section describes the procedure for establishing the basic empty weight and
the moment of the aircraft. Loading procedure information is also provided.
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.
- 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
- 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)
= [m]
= [ft]
= [m]
= [ft]
C.G. position can be defined by means of the chart below. The pilot is responsible
for ensuring the correct useful load loading.
Empty weight 765 (1687 lb) 245 (0,80 ft) 187642 (1350 lb*ft)
fuel 104*0,72 = 75 (165 lb) 612 (2,00 ft) 45900 (330 lb*ft)
Useful load 395 (871 lb) 685 (2,24 ft) 270660 (1953 lb*ft)
WTO 1160 (2557 lb) 395 (1,29 ft) 458302 (3303 lb*ft)
fuel = Density of fuel, it generally varies between 0.71 and 0.77 depending on
fuel grade and ambient temperature.
Empty weight
CoG pos.
USEFUL LOAD
Pilot 280 (0,92 ft)
CoG pos.
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.
INSTRUMENTATION
-0.69
A1 GDU 1040 or 1050 or 1054 Display 2.94
(-2.26)
0.73 -0.69
A2 MD 302 MID Continent 6420302-1
(1.61) (-2.26)
0.4 -0.69
A3 Compass C2400L4P
(0.88) (-2.26)
0.1 -0.69
A4 Pitch trim indicator UMA instruments N0911S0U2DR00W
(0.22) (-2.26)
0.1 -0.69
A5 Digital Clock - Davtron M800-28V-BAT
(0.22) (-2.26)
-0.69
A6 GDU 620 011-01264-50 3.2
(-2.26)
-0.69
A7 GTN 650 (Com/Nav/Gps) 011-02256-00 2.48
(-2.26)
-0.69
A8 GNC 255A (Com/Nav) 011-02719-00 1.37
(-2.26)
-0.69
A9 GMA 340 or 1347 or 1360 (Audio Panel) 0.60
(-2.26)
-0.69
A10 DME Indicator - KDI 572 066-01069-0000 0.36
(-2.26)
-0.69
A11 ADF system - KR 87 006-00184-XXX 1.47
(-2.26)
-0.69
A12 JP Instruments EDM 930 790000-c-[XXX] 1.36
(-2.26)
0.69
A13 Remote Alarm Display (RAD) 790749 0.1
(-2.26)
-0.69
A14 Rudder trim indicator N0911R0L2R000W 0.1
(-2.26)
-0.69
A15 GIA 63W or 64W (Integrated Avionics Unit) 3.26
(-2.26)
-0.69
A16 GEA 71 or 71B 1.17
(-2.26)
MISCELLANEOUS
0.73 1.61
ELT-ACK E-04
(1.61) (5.28)
B1 1.10 1.61
ELT Kannad 406 AF Compact or Integra (2.42) (5.28)
210-10-5100-801 (LH) 10x2 = 20 0.50
Front seats TECNAM
210-10-5200-801 (RH) (22x2 = 44) (1.64)
B2
E5-01-009-T03 (LH) 10x2 = 20 0.50
Front seats GEVEN
E5-01-010-T03 (RH) (22x2 = 44) (1.64)
210-10-5300-801 (LH) 9x2 = 18 1.26
Rear seats TECNAM
210-10-5400-801 (RH) (20x2 = 40) (4.13)
B3
E5-01-009-T03 (LH) 10x2 = 20 1.26
Rear seats GEVEN
E5-01-010-T03 (RH) (22x2 = 44) (4.13)
0.8 -0.18
Fire extinguisher 13-07655
(1.76) (-0.59)
B4 1.0 -0.18
Fire extinguisher A344T
(2.3) (-0.59)
0.2 0.5
B5 First aid kit FIA270160
(0.44) (1.64)
1 -0.18
B6 Torch
(2.2) (-0.59)
19.3 4.20
Battery GILL247- 24V -19Ah G247
(42.5) (13.8)
B7
19.3 4.74
Battery GILL247- 24V -19Ah (MOD2010/112) G247
(42.5) (15.4)
0.15 0.5
B8-1 Fuel qty sender Electronics international P-300C
(0.33) (1.64)
0.31 0.5
B8-2 Fuel qty sender (MOD2010/044) 210-7-1160-801
(0.68) (1.64)
0.29 0.5
B8-3 Fuel qty sender - CIES CC284022-(1304)-(101)
(0.64) (1.64)
0.29 0.5
B8-4 Fuel qty sender - CIES CC284022-(1305)-(101)
(0.64) (1.64)
1.5 3.05
B9-1 ADF Receiver RA 3502 0505.757-912
(3.3) (10.01)
1.5 3.05
B9-2 ADF Receiver RA 3502 (02) 0506.133-912
(3.3) (10.01)
2 3.05
B10 DME Transceiver - King KN 63 066-01070-0001
(4.4) (10.01)
1.5 3.05
B11 Transponder Garmin GTX 345R
(3.3) (10.01)
LIGHTS:
Nav/Pos/Strobe Light LH/RH wing - Ultragalactica 1 0.23
B11 AVE-WPST (R/G)-54G
Aveo (2.2) (0.75)
AVE-POSW-(62 or 54)G 0.05 5.5
B12 Rudder Nav Light
or AVE-PSPSYW-T01 (0.11) (18.04)
2 -1.52
B13 Landing/Taxy Light - WHELEN Mod 7167400 01-0771674-00
(4.4) (-4.99)
PITOT STATIC:
This section provides description and operation of the aircraft and its systems.
s airframe can be divided in the following main groups, as highlighted below on fig-
ure 7-1:
1) Wing
2) Fuselage
3) Empennage
4) Landing gear
3 1
Each wing is connected to the fuselage by means of two bolt attachments and a single strut
brace per side. The wings are made up of a central light alloy torsion box; a light alloy lead-
ing edge is attached to and
attached to a rear spar through two hinges each.
The torsion box consists of a front and rear spar that represent its front and rear vertical
walls; a series of ribs and wrap-around panels complete the structure. Front and rear spars
are integrated with wing-fuselage attachment fittings.
Integral fuel tanks are located in the wing box, behind the main spar, with a capacity of 120
litres each (31,7 gallons).
The ailerons and flaps are made by an aluminium spar attached to a formed sheet metal
leading edge and metal ribs; an aluminium skin surrounds the aileron structure.
The horizontal tail is an all-moving type; the stabilizer and elevator form a single uniform
plane called stabilator that rotates to the desired pitch setting.
The stabilator structure (see Figure 7-2) is made-up by two aluminium spar and ribs.
Aluminium skin panels are riveted to the above elements.
A trim tab provides stick force adjustment and longitudinal compensation through a control
wheel located between pilot and co-pilot seats.
The rudder structure is made-up by a single aluminium spar (1) and ribs (2). Aluminium
skin panels (3) are riveted to the above elements. It is connected to the fin through two hing-
es; at the lower hinge a bellcrank (4) is connected for the movement transmission.
A trim tab (5) provides stick force adjustment and lateral compensation through a rocker
switch located between pilot and co-pilot seats.
The main landing gear consists of two steel leaf-springs positioned crossways to the fuse-
lage.
The steel leaf-springs are attached to the fuselage structure on composite beams.
Wheels are cantilevered on gear struts and feature hydraulically actuated disc brakes con-
trolled by toe. Main gear wheels install type 6.00-6 tyres.
P2010 is provided with an independent hydraulically actuated brake system for each main
. Hydraulic pressure, ap-
plied via the master cylinders, enters the brake via lines connected to an inlet fitting on the
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 pressurized by toe
brakes, to hold the brake assemblies linings tightened round the main wheels brake discs.
-
feeds the pilot side master cylinders which are connected, via hoses, with the co-
ones.
Master Cylinders
Fig. 7-5. RUDDER PEDALS AND BRAKE MASTER CYLINDERS (PILOT AND CO-PILOT SIDE)
A Pivoting nose gear is attached to the firewall reinforcement plate. The shock absorber is
fitted on the upper machined component and directly on the nose landing gear structure.
In Figure 10 is shown:
1) Hydraulic shock absorber
2) Firewall
3) Nose wheel
Aircraft flight controls are operated through conventional stick and rudder pedals.
Longitudinal control acts through a system of push-rods and is equipped with a trim
tab. 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 differen-
tially. Aileron trimming is carried out on ground through a small tab positioned on
aileron trailing edge.
Flaps are extended via an electric servo actuator controlled by a switch on the instru-
ment panel. Flaps act in continuous mode; the indicator displays three markings
relat-ed to 0°, takeoff (T/O) and landing (FULL) positions. A breaker positioned on
the right side of the instrument panel protects the electric circuit.
The control of the stabilator trim is operated by means of both a control wheel, locat-
ed between the two front seats that acts directly on the control cables, and an electri-
cal actuator controlled by a switch located on the control wheel; stabilator trim posi-
tion is displayed on a dedicated analogue indicator located on the LH area of the in-
strument panel.
Rudder Trimming device for lateral control is provided by means of an electrical ac-
tuator controlled by a rocker switch located near the pitch trim wheel; the surface is
con-nected to a potentiometer linked to a rudder trim indicator included in the Gar-
min G1000 EIS (Engine Indication System).
Ed. 2, Rev. 5
Page 7A-9
The left area holds Garmin G1000 PFD, a chronometer and the pitch trim indicator;
The Central area holds the standby unit for PFI parameters, MD 302 suite, and the
ELT button.
The right area holds Garmin G1000 MFD with dedicated AP control buttons and
breaker panel;
The lower-LH portion of the instrument panel holds:
Ignition key;
Master and Generator switches;
Emergency fuel pump;
Avionic Master switch;
AP Master switch
Trim Disconnect switch
The lower-Central portion of the instrument panel holds:
Fuel selector valve.
Flap Control
The lower-RH portion of the instrument panel holds:
Pocket
Ed. 1, Rev. 0
Page 7 - 9
The left area holds Garmin G1000 PFD, a chronometer and the pitch trim indicator;
The Central area holds the standby unit for PFI parameters, MD 302 suite, and the
ELT button.
The right area holds Garmin G1000 MFD and breaker panel;
The lower-LH portion of the instrument panel holds:
Ignition key;
Master and Generator switches;
Emergency fuel pump;
Avionic Master switch;
The lower-Central portion of the instrument panel holds:
Fuel selector valve.
Flap Control
The lower-RH portion of the instrument panel holds:
Pocket
Engine handling is via three levers: Throttle, RPM lever, Mixture control lever.
Throttle
This lever (left hand with large knob) is used to control manifold pressure (MAP).
High manifold pressure means a large quantity of fuel-air mixture is being supplied to
engine, while low manifold pressure means a lesser quantity of fuel-air mixture is be-
ing supplied.
Alternate Air knob is located on the central pedestal; when the knob is fully pulled
outward from the instrument panel, injectors receive maximum hot air. During normal
operation, the knob is set in OFF position.
Two knobs, located on the lower side of the central pedestal, allow Defrost and Cabin
In correspondence of the seats, three fitting points safety belts are provided; belt ad-
justment is via the sliding buckle located on the belt metal hook.
Seats are built with light allow 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
The internal handle can be locked, to avoid any chance of inadvertent opening, by means of a
hook located nearby the handle itself and upper safety block, following pictures show the
functioning.
Lycoming Textron
IO-360-M1A
EASA TCDS no. IM.E.032
Fuel injected (IO), direct drive, four cylinder
horizontally opposed, air cooled with down
exhaust outlets.
134.0 kW (180hp) @ 2700 rpm
134.0 kW (180hp) @ 2700 rpm
Oil Consumption
Operation RPM HP Max. *Max.
Oil Cons. Cyl. Head
Qts./Hr. Temp.
Normal Rated 2700 180 .80 500°F (260°C)
Performance Cruise (75%) 2450 135 .45 500°F (260°C)
Economy Cruise (60R Rated) 2350 117 .39 500°F (260°C)
MT Propeller
MT 188 R 145 4G
Type EASA TCDS no. P.006
2 wood/composite blades aluminium hub
1880 mm (6,17 ft) no reduction allowed
Fixed pitch
The fuel system is designed to supply the reciprocating engine with the suitable
flow rate and pressure according to engine limitations required by Lycoming op-
erator manual.
Following figure shows a schematic of the fuel system assy for P2010 airplane.
Ed. 1, Rev. 0
Page 7A-21
The aircraft is equipped with a stall warning system consisting of a sensor locat-
ed on the right wing leading edge connected to a warning horn located near the
instrument panel.
Ed. 1, Rev. 0
Page 7 - 22
The avionic system installed on P2010 is mainly based on the integrated avionic
suite Garmin G1000. The installed configuration is based on a two-screen layout.
Primary flight information are displayed on the LH screen, namely PFD (Primary
Flight Display).
Primary Engine and moving map information are displayed on the RH display,
namely MFD (Multi-Function Display).
Both communication and navigation means, including the ones provided by third
party units (i.e. ADF and DME), are integrated within the suite and their related
information are displayed on both PFD and MFD.
enabled.
In the event of a failure of the automatic reversion logic, the pilot can force rever-
on the audio-panel.
When reversionary mode is activated primary flight and engine information are
presented together on the remaining display.
In order to provide the pilot with main flight information in the event of a dual
display failure of both PFD and MFD, or in the event of an AHRS and ADC units
combined failure, an integrated digital stand-by instrument, Mid-Continent MD-
302, featuring airspeed, altitude, attitude and slip information is installed.
A dedicated analogue indicator is provided for pitch trim position.
The installed equipment is such that the aircraft is able to fly under day/night VFR
and day/night IFR rules and to perform ILS CAT I approaches with ILS.
On the right side of the tail cone, an external power is present. Using this device it
is possible to feed the electric system directly on the main bus bar, by an external
power source. It should be used at the engine start-up in cold weather condition.
connection of external power in order to advise pilot; the label will disappear up-
on disconnection of ground external power.
The P2010 air speed/altitude indicating systems are connected with a Pitot-Static sys-
tem based on a total pressure/Pitot probe (simple Pitot tube, heated for icing protec-
tion) mounted on left wing strut and two static pressure ports connected in parallel
and located in correspondence of engine firewall on left and right side of fuselage.
Flexible hoses connects total pressure and static ports to primary analogue instru-
ments, anemometer and altimeter.
Garmin G1000 suite and standby MD 302 unit are connected to both static and total
pressure lines providing both air speed and altitude information.
Legenda:
Static line
Total line
The following schematic shows the configuration layout for external lights:
On the cabin ceiling are located four map lights, two in the front area (pilot) and two
in the rear area (passengers).
In the central area of the cabin ceiling is located a spot light used to illuminate the
pedestal during night flight operations. All ceiling lights are dimmable by a dedicat-
ed dimmer.
FWD
Ed. 1Rev 0
Page 7 - 28
Static Ports:
Lift Point:
Ed. 1, Rev. 0
Page 7 - 31
Ed. 1Rev 4
Page B7-34
Battery Placard:
Ed. 2, Rev. 0
Page B7-35
Ed. 2, Rev. 0
Page 7 - 36
Pedestal placards:
Ed. 2, Rev. 0
Page 7 - 38
A B
1. Parking brake: ON
2. Fuel selector valve: OFF
3. Ignition key: OFF
4. Generator & Master switches: OFF
5. Unlatch all four butterfly Cam-locks mounted on the cowling by rotat-
ing them 90° counter clockwise while slightly pushing inwards.
6. Remove engine cowling paying attention to propeller shaft passing
through nose.
7. To assemble: rest cowling horizontal insuring proper fitting of nose
base reference pins.
8. Secure latches by applying light pressure, check for proper assembly
and fasten Cam-locks.
Butterfly Cam-locks are locked when tabs are horizontal and open
when tabs are vertical. Verify tab is below latch upon closing.
WARNING
The aircraft is most easily and safely maneuvered by hand by pushing on wing
struts near attachments or by pulling it by its propeller near the axle. A tow bar
can be fixed onto nose gear fork. Aircraft may be steered by turning rudder or,
for steep turns, by pushing lightly on tail cone to lift nose wheel.
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 prac-
tical.
2. Engage parking brake
3. Secure pilot control wheel by wrapping the seat belt around it
The aircraft is moored to insure its immovability, protection, and security under
various weather conditions.
Procedure
1. Position airplane on levelled surface and headed into the prevailing wind, if
practical
2. Centre nose wheel and engage parking brake and/or use the wheel chocks
Additional preparation for high winds includes tie-down ropes from the
main landing gear employment.
z z
C
C
A
D
x y
y
It is recommended to secure tightly all aircraft components onto the cart to avoid
damage during transport. Minimum cart size is 9x4 meters. It is suggested to
components like the stabilator shall be protected from accidental hits using plas-
tic or other material. For correct rigging and de-rigging procedure, refer to the
Maintenance Manual.
For windows cleaning, it is allowed the use of acrylic products employed for glass
and Plexiglas surfaces cleaning.
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.
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.
Engine cleaning is part of the scheduled maintenance. Refer to the engine manu-
facturer Maintenance Manual for operating and for planning its cleaning.
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.
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.
This Section concerns the supplemental manuals of additional (or optional) instrumen-
tation equipping the P2010 and/or information and limitations related to installed
equipment configuration or needed to fit local national rules.