Tecnam P2010 AFM

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Doc. No. 2010/100


Ed.2 Rev.13
2020, January 03

MANUFACTURER: COSTRUZIONI AERONAUTICHE TECNAM S.p.A..


AIRCRAFT MODEL: P2010
EASA TYPE CERTIFICATE NO: EASA.A.576 (DATED 2014, SEPTEMBER 26TH)

SERIAL NUMBER: ...........................

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

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.

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 0823 99.75.38
WEB: www.tecnam.com
Page 0 - 2

2nd Edition Rev. 0


Page 0 - 3

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-

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.

2nd Edition, Rev. 0


Page 0 - 4

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

Add Supplement D08

0-1, 4, 7 Cover, RoR and LOEP updated.

3-4 Reference airspeeds table added.


Approved under the
authority of DOA
3 4-7 Airspeeds table revised. A. Sabino C. Caruso M. Oliva ref. EASA.21J.335
(MOD2010/131.180403)
4-23 Glide Speed revised

9-3 Supplements list updated.

0-1, 0-4, 0-7 Cover, RoR and LOEP updated.


Approved under the
authority of DOA
4 6-12, 6-13 Amended equipment list A. Sabino D. Ronca M. Oliva ref. EASA.21J.335
(MOD2010/140.180611)
9-3 Supplements D12 to D15 added.

0-1, 0-4, 0-7 Cover, RoR and LOEP updated.

2-9 Caution on supplemental oxygen


Approved under the
authority of DOA
5 6-12 to 14 Equipment list update A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
(MOD2010/150.181022)
7-18 Description wording

9-3 Supplements List


Approved under the
0-1, 0-4, 0-7 Cover, RoR and LOEP updated.
authority of DOA
6 G. Valentino D. Ronca M. Oliva ref. EASA.21J.335
9-3 Supplements List (MOD2010/156.190404)

2nd Edition, Rev. 6


Page 0 - 5

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.

6-13 Equipment list updated Approved under the


authority of DOA
8 Inflating pressure values indica- A. Sabino D. Ronca M. Oliva ref. EASA.21J.335
7-5,7,30 tions amended for compatibility (MOD2010/170.190522)
with different approved tyres
9-3 Supplements list updated
0-1,5, 7 Cover, RoR and LOEP updated.

1-9, 11, 12 Added acronyms


Approved under the
3-21 Typo errors authority of DOA
9 G. Valentino D. Ronca M. Oliva ref. EASA.21J.335
Deleted call sign, standardized (MOD2010/173.190705)
7-28, 33
ELT placards
9-3 Supplements list updated

0-1,5,7 Cover, RoR and LOEP updated

A. Glorioso Approved under the


5-7 Demonstrated crosswind increase
authority of DOA
10 (OJT) D. Ronca M. Oliva ref. EASA.21J.335
7-8 Typo errors G. Valentino (MOD2010/176.190913)
9-3 Supplements list updated

0-1,5,7 Cover, RoR and LOEP updated

1-10 Added avionics system acronyms

2-9 Typo error


Emergency procedures Approved under the
3-11,13,16,19 improvement authority of DOA
11 A. Glorioso D. Ronca M. Oliva ref. EASA.21J.335
Typo errors
4-19, Normal procedures improvement (MOD2010/183.191017)
20,24,25,26 Typo errors
6-5,6 Form update
7-8 System description improvement
9-3 Supplements list updated

2nd Edition, Rev. 12


Page 0 - 6

EASA Approval
Tecnam Approval Or Under DOA
Revised Description of
Rev Privileges
page Revision
DO OoA HDO

0-1,5,6,7 Cover, RoR and LOEP updated


Approved under the
authority of DOA
12 6-5,6 Typo errors A. Glorioso D. Ronca M. Oliva ref. EASA.21J.335
(MOD2010/185.191021)
9-3 Typo error
Cover, RoR and LOEP updated,
0-1, 6, 7, 8
Foreword updated Approved under the
Equipment list updated and typo authority of DOA
13 6-13 A. Glorioso D. Ronca M. Oliva ref. EASA.21J.335
error
(MOD2010/189.200103)
9-3 Supplements list updated

DO: Design Organization


OoA: Office of Airworthiness
HDO: Head of Design Organization

2nd Edition, Rev. 13


Page 0 - 7

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

Section Pages Revision


Section 0 2, 3, 9, 10 Rev 0
4 Rev 6
5 Rev.12
1, 6, 7, 8 Rev 13
Section 1 1 thru 8, 13 thru 16 Rev 0
9, 11, 12 Rev 9
10 Rev 11
Section 2 1 thru 4 Rev 0
5 thru 8, 10 thru 16 Rev 1
9 Rev 11
Section 3 3, 5 thru 10, 12, 14, 18, 20, 22 thru 24, 26, 28, 30 Rev 0
1, 2, ,4, 15, 17, 25, 27, 29 Rev 3
21 Rev 9
11, 13, 16, 19 Rev 11
Section 4 1 thru 6, 8 thru 18, 21, 22 Rev 0
7, 23 Rev 3
19, 20, 24, 25, 26 Rev 11
Section 5 1 thru 12 Rev 0
13 thru 14 Rev 2
15 thru 17 Rev 0
Section 6 2 thru 3, 4, 11 Rev 0
14 Rev 5
1, 4, 7 thru 10, 12 Rev 7
5, 6 Rev.12
13 Rev.13
Section 7 1 thru 4, 6, 9 thru 17, 19 thru 27, 29, 31 thru 38 Rev 0
18 Rev 5
5, 7, 30 Rev 8
28, 33 Rev 9
8 Rev 11
Section 8 1 thru 16 Rev 0
Supplement List
1, 2, 4 Rev 0
Section 9
3 Rev 13
Supplements LOEP: make reference to the Supplements Cover Pages

2nd Edition, Rev. 13


Page 9-4

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page D04-1

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
Approved under the au-
-
1 2AF-8 thority of DOA ref.
D. Ronca C. Caruso M. Oliva EASA.21J.335
the pages approved according to
(Approval No.
EASA regulation
MOD2010/070.160118)
Approved under the au-
thority of DOA ref.
Page suppressed, information
2 6AF-8 A. Sabino D. Ronca M. Oliva EASA.21J.335
integrated in basic AFM
(Approval No.
MOD2010/166.190418)

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

Tecnam Approval EASA Approval or


Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
Approved under the
authority of DOA
0 - First Issue F.Auricchio D. Ronca M. Oliva ref. EASA.21J.335
(MOD2010/112.170612)

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

Tecnam Approval EASA Approval or


Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
Approved under the
authority of DOA
0 - First Issue A. Sabino D. Ronca M. Oliva ref. EASA.21J.335
(MOD2010/122.180308)

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

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 0823.99.75.38

airworthiness@tecnam.com

www.tecnam.com

2nd Edition, Rev. 13


Page D01-2

Ed. 1, Rev. 0
Page D04-3

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


manner, the aircraft when it uses Automotive Fuel MOGAS EN 228:2008(E).

with the instructions herein addressed section by section.

Ed. 1, Rev. 2
Page D12-2

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 amended as per Battery Relocation in
subject.

place the mentioned pages in accordance


with the instructions herein addressed section by section.

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.

structions herein addressed section by section.

Ed. 2, Rev. 0
Page 0 - 9

General (*) Section 1

Limitations (**) Section 2

Emergency Procedures (*) Section 3

Normal Procedures (*) Section 4

Performances (*) Section 5

Weight and Balance (*) Section 6

Airframe and Systems description (*) Section 7

Airplane Care and Maintenance (*) Section 8

Supplements (***) Section 9

(*) non-approved Section


(**) approved Section
(***) partially approved Section - approved parts, if any, are reported in the supplements.

2nd Edition, Rev. 0


Page 0 - 10

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 1 - 1

2nd Edition, Rev.0


Page 1 - 2

INTENTIONALLY LEFT BLANK

2nd Edition, Rev.0


Page 1 - 3

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.

means that the non-observation of the corresponding procedure


leads to an immediate or important degradation of the flight safety.
WARNING

means that the non-observation of the corresponding procedure


leads to a minor or to a more or less long term degradation of the
CAUTION flight safety

Draws the attention to any special item not directly related to safety
but which is important or unusual.

2nd Edition, Rev.0


Page 1 - 4

Figure 1 General views

2nd Edition, Rev.0


Page 1 - 5

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

2nd Edition, Rev.0


Page 1 - 6

Manufacturer Lycoming Engines


Model IO-360-M1A
Type Certificate EASA TCDS no. IM.E.032
Engine type Fuel injected (IO), direct drive, four cylinder
horizontally opposed, air cooled with down
exhaust outlets.
Maximum power . 134.0 kW (180 hp) @ 2700 rpm
134.0 kW (180 hp) @ 2700 rpm

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

2nd Edition, Rev.0


Page 1 - 7

Ailerons Up 19°; Down 14 ° ( 2°)


Stabilator* Up 6°; Down 17° ( 2°)
Stabilator trim tab Up 3°; Down 15° ( 1°)
Rudder RH 25°; LH 25° ( 2°)
Rudder trim tab RH 20°; LH 20° ( 2°)
Flaps 0°; 20°; 40° ( 1°)

*degrees are measured from the Stabilator Leading Edge.

MTOW 1160 kg (2557 lb)


Wing Loading 83.45 kg/m2 (17.09 lb/ft2)
Power Loading 6.44 kg/hp (14.21 lb/hp)

2nd Edition, Rev.0


Page 1 - 8

INTENTIONALLY LEFT BLANK

2nd Edition, Rev.0


Page 1 - 9

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.
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)

2nd Edition, Rev.9


Page 1 - 10

ISA International Standard Atmosphere: is the air atmospheric standard


condition at sea level, at 15 °C (59 °F) and at 1013.25 hPa
(29.92 inHg).
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.

XPDR Transponder

2nd Edition, Rev.11


Page 1 - 11

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 MLG (main landing gear) wheel lift-
off 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 kilo of fuel used.

2nd Edition, Rev.9


Page 1 - 12

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).

2nd Edition, Rev.9


Page 1A-13

Autopilot acronyms

Ed. 1, Rev. 0
Page 1 - 14

MOLTIPLYING BY YIELDS
TEMPERATURE
Fahrenheit [°F] Celsius [°C]

Celsius [°C] Fahrenheit [°F]

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]

2nd Edition, Rev.0


Page 1 - 15

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 42 159
190 50.2 45 170.3
200 52.8 47 177.9
210 55.5 50 189.3
220 58.1 55 208.2
230 60.7 60 227.1
240 63.4 63 238.4

2nd Edition, Rev.0


Page 1A-16

P2010 aircraft is equipped, as an optional equipment, with an integrated 2-axis au-


topilot suite manufactured by Garmin and identified as GFC 700. This autopilot
suite was designed as an option for the G1000 integrated flight deck. The autopi-
lot is controlled via dedicated keys grouped in a control panel located on the
MFD.
The autopilot suite installed on P2010 is based on the following configuration:
1 Roll servo
1 Pitch servo
1 Pitch Trim servo
Neither yaw axis nor rudder trim tab control is provided.
The autopilot is connected to electric system through the below listed circuit
breakers connected to the avionics bus:
1) A/P (5A)
2) PITCH TRIM (3A)
The installed servos are capstan type and are composed of two main components:
A servo motor
A servo capstan including the servo clutch
The following block diagram describes the avionic system installed on P2010 and
its interconnections with the autopilot servos:

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

GFC 700 is an integrated autopilot since it uses several information provided by


other units embodied in the G1000 avionics suite in order to compute the maneu-
vers to be performed by the aeroplane and actuate them. The below table lists the
functions which are required in order to have the GFC 700 operational and the
G1000 LRUs responsible for providing it:

LRU PFD/MFD ADC AHRS MAG. IAU1/2 ACTUA- CAP-


Function (GDU) (GDC) (GRS) (GMU) (GIA) TOR STAN
(GSA) (GSM)
AFCS mode select
buttons
Display of the AFCS mode annuncia-
tions and flight director command (PFD NORMAL)
bars. (MFD REVER-
SIONARY)
Attitude/Heading information
Air data information
Navigational database Parameters
GPS/WAAS, VOR, and ILS naviga-
tional data
Mode logic, flight director computa-
tions, and servo management
Autopilot computations and monitor-
ing
Aircraft control
surface Actuation
Trim functionality

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.

GDU (MFD) in reversionary mode

Ed. 1, Rev. 3
Page 1A-20

Autopilot control panel


The GDU MFD includes a set of additional softkeys dedicated to the control of
Autopilot system.
The following dedicated AFCS keys are located on the bezel of the MFD (refer
picture below):
1) AP Key: Engages/ disengages the autopilot
2) FD Key: Activates/deactivates the flight director only
3) NAV Key: Selects/deselects Navigation Mode
4) ALT Key: Selects/deselects Altitude Hold Mode
5) VS Key: Selects/deselects Vertical Speed Mode
6) FLC Key: Selects/deselects Flight Level Change Mode
7) HDG Key: Selects/deselects Heading Select Mode
8) APR Key: Selects/deselects Approach Mode
9) VNV Key: Selects/deselects Vertical Path Tracking Mode for Vertical
Navigation flight control
10) NOSE UP/ NOSE DN Keys: Control the mode reference in Pitch Hold,
Vertical Speed and Flight Level Change modes

Autopilot control panel

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.

TO/GA Switch: The GA Switch is located on the throttle handle.


Go Around and Takeoff modes are coupled pitch and roll
modes and are annunciated as both the vertical and lateral
modes when active. In these modes, the flight director
commands a constant set pitch attitude and keeps the
wings level. The GA Switch is used to select both modes.
The mode entered by the flight director depends on wheth-
er the aircraft is on the ground.

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.

USP (Underspeed Protection) is a flight director function that reacts to under-


speed conditions in a way that allows the autopilot to remain engaged but prevents
the airplane from stalling.

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:

As a standard, ESP will automatically set to enable at power-up.


The system is configured in order to allow the pilot to disable ESP (or re-enable it
if previously disabled after power up) via the AUX SYSTEM SETTINGS page
on MFD.
If ESP has been disabled via MFD, it will automatically be set to ON upon any
battery/power reset.
ESP function uses the same servos that provide autopilot functionality while auto-
pilot is not engaged, as such, if power is cut from these servos both autopilot and
ESP functions will be unavailable.
to OFF, power to servos is
cut irrespectively of their mode of operation (autopilot or ESP).
The pilot can interrupt ESP by pressing and holding either the Control Wheel
Steering (CWS) or Autopilot Disconnect (AP DISC TRIM INTRPT) switch. Up-
on releasing the CWS or AP DISC TRIM INTRPT switch, ESP force will again
be applied, provided aircraft attitude and/or airspeed are within their respective
engagement limits.
ESP can be enabled or disabled on the AUX-SYSTEM SETUP 2 Page on the
MFD.

Ed. 1, Rev.0
Page 1A-26

To enable or disable ESP:


1) Turn the large FMS Knob to select the AUX Page Group.
2) Turn the small FMS Knob to select the System Setup Page.
3) If necessary, select the SETUP 2 Softkey to display the AUX-SYSTEM
SETUP 2 Page.If the AUX-SYSTEM SETUP 2 is already displayed, pro-
ceed to step 4.
4) Press the FMS Knob to activate the cursor.
5) Turn the large FMS Knob to place cursor in the STABILITY & PRO-
TECTION field.
6)
7) Press the FMS Knob to remove the cursor.

ESP engagement and operation:

ESP is automatically enabled on system power up.

ESP unavailability and/or failure is indicated to the pilot on PFD by

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

angle is increased, a region of an increasing force as a function of bank angle is


entered. The envelope protection system adds bank stability in this region. As the
bank angle is increased further, a constant force is applied to right the airplane.
See the below figure for an example of the ESP engagement limits.

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

Underspeed Protection (USP) is a flight director function that reacts to underspeed


conditions, designed to discourage aircraft operation below minimum established
airspeeds.
Pilot will be warned of impending low speed conditions, and if no action will be
taken FD will directly react in a way that allows the A/P to remain engaged but
prevents the airplane from stalling.
USP function has been developed in order to warn pilot of impending
low speed conditions, and if no action will be taken FD will directly
react in a way that allows the Autopilot to remain engaged but pre-
WARNING
vents the airplane from stalling.
Pilot action is still expected at first warning of low airspeed conditions
in order to prevent a low speed conditions, so to maintain normal
flight.
When autopilot is engaged USP will provide the pilot with au-
ral/visual cues to make him aware of an impending stall and will
CAUTION drive the servos in order to prevent stall.
When autopilot is not engaged and only Flight director is active, USP
will provide the pilot with aural/visual cues to make him aware of an
impending stall but servos will not be driven.

Ed. 1, Rev.0
Page 1A-29

How Underspeed Protection functions depends on which vertical flight director


mode is selected.
For the purpose of this discussion, the vertical flight director modes can be divid-
ed into two categories:
- It is important to maintain altitude for as long as possible (altitude-
critical modes).
- Maintaining altitude is less crucial (non-altitude critical modes).

If USP engages while Autopilot is in PIT or VS mode, and power is ab-


ruptly set to full throttle, pilot may expect a slight nose up tendency that
will be quickly counteracted by autopilot. This is a normal behaviour, the
CAUTION
slight nose up tendency in this case will be due to abrupt power advance,
but will be immediately damped by Autopilot (with PIT or VS turning
green on the annunciation panel).

USP engagement is a consequence of autopilot failing to properly moni-


toring A/P and aircraft behaviour. This is mainly caused by a pilot re-
quest that cannot be fulfilled due to lack of power coupled with unattain-
CAUTION
able pitch input.
Pilot need to continuously monitor autopilot performance, while checking
that mode selections are compatible with aircraft performance.

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

speed condition, which requires pilot action.


If the aircraft decelerates to stall warning and a speed of 65 KIAS is reached, the
lateral and vertical flight director modes will change from active to armed and the
autopilot will provide input causing the aircraft to pitch down and the wings to
level.

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

speed condition, which requires pilot action.


If the aircraft is allowed to decelerate to an IAS below the minimum commanda-
ble autopilot airspeed (65

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.

When airspeed increases (as a result of adding power/thrust) to an IAS above 70


KIAS, USP will then disengage and the autopilot will command the aircraft to
pitch up until recapturing the vertical reference (vertical vertical flight director
mode will switch from white armed to green active).

Ed. 1, Rev.0
Page 2 - 1

2nd Edition, Rev.0


Page 2 - 2

INTENTIONALLY LEFT BLANK

2nd Edition, Rev.0


Page 2 - 3

Section 2 includes operating limitations, instrument markings and basic placards


necessary for safe operation of the aeroplane, its engine and standard systems and
equipment.

2nd Edition, Rev.0


Page 2 - 4

INTENTIONALLY LEFT BLANK

2nd Edition, Rev.0


Page 2 - 5

The following table addresses the airspeed limitations and their operational signifi-
cance:

AIRSPEED KIAS KCAS REMARKS

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.

2nd Edition, Rev.1


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Page 2 - 6

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

MARKING KIAS EXPLANATION


White arc 50 91 Positive Flap Operating Range (lower limit
is VSO, at specified maximum weight and
upper limit is the maximum speed permissi-
ble with landing flaps extension).
Green arc 59 132 Normal Operating Range (lower limit is VS1
at specified maximum weight and most for-
ward c.g. with flaps retracted and upper limit
is maximum structural speed VNO).
Yellow arc 132 166 Manoeuvres must be conducted with caution
and only in smooth air.
Red line 166 Maximum speed for all operations.

2nd Edition, Rev.1


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Page 2 - 7

Following table reports the operating limitations the installed engine:

ENGINE MANUFACTURER: Lycoming Engines


ENGINE MODEL: IO-360-M1A
MAXIMUM POWER:
Max Power Max rpm.
(hp) Prop. rpm

Max. T.O. 180 2700

Max. Cont. 180 2700

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)

2nd Edition, Rev.1


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Page 2AF-8

2 TANKS: 120 litres each one (31.7 US gallons)


MAXIMUM CAPACITY: 240 litres (63.4 US gallons)

MAXIMUM USABLE FUEL: 231 litres (61 US gallons)

APPROVED FUEL: AVGAS Grade 91/96 or 100LL (ASTM D910) or

Automotive Fuel MOGAS EN228:2008(E)

For additional information, refer to Lycoming Service Instruction No. 1070 and
No. SI1070S, latest issue.

Recommended Grade Oil:

Average Ambient MIL-L-6082B or MIL-L-22851 or


Temperature SAEJ1966 Spec. SAEJ1899 Spec.
Mineral Grades Ashless Dispersant Grades
All Temperatures ---- SAE15W50 or SAE20W-50
Above 80°F SAE60 SAE60
Above 60°F SAE50 SAE40 or SAE50
30°F to 90°F SAE40 SAE40
0°F to 70°F SAE30 SAE40, SAE30, SAE20W40
Below 10°F SAE20 SAE30 or SAE20W30

-360-

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Page 2 - 9

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)

Maximum operating altitude is 12000 ft (3658 m) MSL.

Flight crew is required to use supplemental oxygen according to applica-


ble Air Operation Rules.
CAUTION

Ambient temperature: from -25 °C (-13 °F) to +50 °C (122 °F).


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

WARNING

2nd Edition, Rev.11


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Page 2 - 10

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

PROPELLER RPM / / 950-2700 0-950 2700-2800

OIL TEMP. °F / / 140-245 0 - 140 245 - 255

0 150
CHT °F / 435 (line) 150-475 500-510
475-500

EGT °F / 1000-1500 / 1375 (line) 1500-1550

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

RED ARC GREEN ARC YELLOW ARC RED ARC


INSTRUMENT
Minimum limit Safe operation Caution Maximum limit
Voltmeter 20-21 Volt 24 30 Volt 21 24 Volt 30-31 Volt

2nd Edition, Rev.1


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Page 2 - 11

Condition Weight
Maximum takeoff weight 1160 kg 2557 lb
Maximum landing weight 1160 kg 2557 lb
Maximum baggage weight 40 kg 88 lb

Baggage Compartment Weight


Maximum weight 40 kg 88 lb
Maximum specific pressure 0.72 kg/dm2 14.9 lb/ft2

Refer to Section 6 for proper aircraft and baggage loading.

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 0.262 m (10.3 in) (19% MAC) aft of datum for all weights
Aft limit 0.440 m (17.3 in) (32% 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.

Minimum crew: 1 pilot


Maximum seating configuration: 4 people (including the pilot)

2nd Edition, Rev.1


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Page 2 - 12

The aircraft is certified in Normal Category in accordance with EASA CS-23and FAA 14
CFR part 23 regulations.

Non aerobatic operations include:

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.
WARNING
In addition Intentional shutdown of engine in flight is forbidden.

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


WARNING mum deflection at a speed above VA=VO (120 KIAS, Manoeuvring Speed).

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


WARNING or in severe turbulence is forbidden.

This aircraft may operate on both paved and grass surfaces, refer to Section 5 for
impacts on performances.

Maneuver load factors limits are as follows:


Positive Negative
+ 3.8 g - 1.52 g

Maneuver load factors limits with flaps extended are as follows:


Positive Negative
+2g 0g

2nd Edition, Rev.1


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Page 2 - 13

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

2nd Edition, Rev.1


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INTENTIONALLY LEFT BLANK

2nd Edition, Rev.1


Approved
Page 2A-15

Hereinafter limitation placards, related to the operating limitations, are placed in


plain view on the pilot.

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
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Page 2 - 16

Behind the baggage compartment door the following placard is placed:

2nd Edition, Rev.1


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Page 2A-17

190-01830-00 Revision A dated September 25, 2014 or a more up-


dated version) must be carried in the aircraft and made available to
the pilot at all time.

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
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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
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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
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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

2nd Edition, Rev.3


Page 3 - 2

2nd Edition, Rev.3


Page 3 - 3

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.

Two types of emergency procedures are hereby given:


a. which must be known by heart and executed in the correct and com-
plete sequence, as soon as possible as the failure is detected and recognized;
These procedures characters are boxed and highlighted, as shown below:
BEFORE ROTATION: ABORT TAKE OFF

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.

In case of emergency the pilot should acts as follows:

1. Maintain aircraft control


2. Analyse the situation
3. Apply the pertinent procedure
4. Inform the Air Traffic Control if time and conditions permit

The following definitions apply:


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

2nd Edition, Rev.0


Page 3 - 4

Best glide speed (VGLIDE) 85 KIAS


No-flaps Approach Speed 80 KIAS

2nd Edition, Rev.3


Page 3 - 5

The annunciator window is integrated in the GARMIN G1000. 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

Alternator failure

If ALT FAIL caution is ON:

1. Circuit break Check


2. OFF
3. ON
If ALT FAIL CAUTION REMAINS on:
4. OFF

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


minutes.

2nd Edition, Rev.0


Page 3 - 6

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.

In this case apply following procedure:

1. Pitot heat switch OFF


2. Pitot heat circuit breaker CHECK IN
3. Pitot heat switch ON
4. PITOT HEAT caution light CHECK

if the amber light stays ON, avoid visible moisture and OATs below
10° C.

2nd Edition, Rev.0


Page 3 - 7

display field associated with the failed data.

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
in the Alerts Window.

AIRSPEED FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving airspeed input


from Air Data Computer.

INSTRUCTION: revert to standby instrument

2nd Edition, Rev.0


Page 3 - 8

ATTITUDE FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving attitude information


from AHRS.

INSTRUCTION: revert to standby instrument

ALTITUDE FAIL
(RED X ON DISPLAY FIELD)

Display system is not receiving altitude input


from Air Data Computer.

INSTRUCTION: revert to standby instrument

2nd Edition, Rev.0


Page 3 - 9

VERT SPEED FAIL


(RED X ON DISPLAY FIELD)

Display system is not receiving vertical speed input


from Air Data Computer.

INSTRUCTION: determine vertical speed on the basis of altitude information

HDG
(RED X ON DISPLAY FIELD)

Display system is not receiving


valid heading input from AHRS.

INSTRUCTION: revert to magnetic compass

2nd Edition, Rev.0


Page 3 - 10

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.

if the system fails to detect a display problem

1. REVERSIONARY MODE button PUSH

REVERSIONARY MODE button is red and located on the bot-


tom of the audio panel .

If a display fails, the related Integrated Avionics Unit (IAU) is


cut off and can no longer communicate with the remaining dis-
CAUTION
play: subsequently the NAV and COM functions provided to the
failed display by the associated Integrated Avionics Unit are
flagged as invalid on the remaining display.

2nd Edition, Rev.0


Page 3 - 11

Following procedure is applicable to shut-down the engine in flight:


1. Throttle Lever IDLE
2. Mixture CUT-OFF
3. Ignition key OFF
4. Fuel Selector OFF
5. Electrical fuel pump OFF
6. Generator switch OFF

With the engine secured and propeller stopped (if practical):


1. Parking brakes ENGAGED
2. Seat belts UNSTRAP
3. Headphones REMOVE
4. Door OPEN
5. MASTER SWITCH OFF
6. Escape away from flames/hot engine compartment/spilling fuel tanks/hot
brakes

2nd Edition, Rev.11


Page 3 - 12

INTENTIONALLY LEFT BLANK

2nd Edition, Rev.0


Page 3 - 13

If engine fails before rotation: ABORT TAKE OFF


1. Throttle Lever IDLE (fully out and hold)
2. Mixture CUT OFF
3. Brakes AS REQUIRED
With aircraft stopped
4. Ignition key OFF
5. Fuel Selector OFF
6. Electrical fuel pump OFF
7. Generator & M OFF
8. ENGAGED
9. Aircraft Evacuation PERFORM if necessary

If engine fails immediately after becoming airborne:


Abort on the runway if possible.
In case low altitude precludes a runway stop and / or engine restart:
1. establish a glide attitude ( VGLIDE )
Find a suitable place on the ground to land safely.
The landing should be planned straight ahead with only small
changes in directions not exceeding 45° to the left and 45° to
CAUTION
the right.
Any turn would reduce the glide performance.

2. IDLE (fully out and hold)


3. CUT OFF
4. . As required
With aircraft stopped
5. Fuel Selector OFF
6. Electrical fuel pump OFF
7. Ignition key OFF
8. Generator&M OFF
9. ENGAGED
10. PERFORM if necessary

2nd Edition, Rev.11


Page 3 - 14

In case of propeller overspeeding in flight, apply following procedure:

1. Throttle Lever REDUCE power


2. AS REQUIRED
3. RPM indicator . CHECK

If it is not possible to decrease propeller RPM, land as soon as possible apply-


ing Forced landing procedure. (See Para 0)

Maximum propeller RPM exceedance may cause engine components


damage.
CAUTION Apply caution while accelerating with power lever close to max and
monitor engine RPM; RPM overspeed shall be prevented by retard-
ing power lever.

1. ON
2. Fuel quantity and pressure ..
3. I SWITCH TANK

If engine continues to run irregularly


Land as soon as possible.

2nd Edition, Rev.0


Page 3 - 15

If CHT exceeds maximum limit:

1. REDUCE power as practical


2. Rich as required
3. CHT Verify decreasing

If CHT stabilizes in the green arc:


4. Continue flight

If CHT continue to rise and engine shows roughness:

Land as soon as possible applying forced landing procedures (See Para 0)

If oil temperature exceeds maximum limit:

Maximum oil temperature limit exceedance can be the final effect


of different causes: excessive friction between moving engine
components, oil leakage from the circuit (with related pressure
reduction) etc.

1. Throttle Lever REDUCE engine power


2. Mixture lever Enrich as required
3. OIL TEMP CHECK
if oil temperature does not decrease:
4. Airspeed INCREASE
5. OIL TEMP CHECK
If oil temperature does not come back within limits:
6. Land as soon as practical with engine set to the minimum necessary
power
If engine roughness, vibrations, erratic behaviour or high CHT is detected:
Land as soon as possible applying forced landing procedure (See Para 0)

2nd Edition, Rev.3


Page 3 - 16

If oil pressure is under the lower limit

1. Throttle Lever REDUCE to minimum practical


2. Mixture Lever ... as required
3. CHECK within limits
4. OIL PRESS CHECK

If oil pressure does not increase and temperature remains within limits

Monitor oil and cylinder head temperatures.


Land as soon as practicable.

If oil pressure does not increase and temperature exceeds limits

Reduce engine power to minimum required.


Land as soon as possible applying Forced landing procedure. (See Para 0)
Be prepared for engine failure and emergency landing.

If oil pressure tends to zero (combined with vibration, loss of oil, unusual
metallic smoke and noise)

Apply Forced landing procedure. (See Para 0)

If oil pressure exceeds upper limit

1. Throttle Lever REDUCE


2. Mixture Lever as required
3. ... CHECK

If oil pressure does not decrease

4. Land as soon as possible applying Forced landing procedure. (See Para 0)

An excessive oil pressure value can be counteracted by de-


creasing propeller RPM.

2nd Edition, Rev.11


Page 3 - 17

If fuel pressure decreases below the lower limit

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)

If fuel pressure increases above the upper limit

1. Land as soon as possible. Prepare for potential engine shut down and
apply Forced landing procedure. (See Para 0)

Possible injector failure or obstruction.

2nd Edition, Rev.3


Page 3 - 18

Defective Mixture Control Cable

1. Maintain altitude to the nearest airfield


2. During descent, check engine behaviour to a higher power setting. A lean
mixture can lead to engine roughness and loss of power.
Landing approach must be planned accordingly.

Go-around may then be impossible.

WARNING

Defective Throttle Control Cable


If power is sufficient to continue flight:
1. Approach nearest airfield
2. Perform landing with shut-down engine applying Forced landing proce-
dure. (See Para 0)
If power is not sufficient to continue flight:
1. Carry out Forced landing procedure. (See Para 0)

2nd Edition, Rev.0


Page 3 - 19

In case of engine shutdown, propeller will keep windmilling and will


not stop, preventing the use of ignition key. Engine inflight restart
must be performed without using ignition key until propeller is
WARNING windmilling in order to avoid possible engine damages.
Typical indication of a potential engine shutdown, with windmilling
propeller, will be low RPM values incompatible with power lever
demand, to be confirmed by other engine instruments (OIL Pressure,
CHT, EGT running down abnormally).
Flight test results suggest a windmilling propeller speed as low as
600-500 RPM at low speeds in case of flameout.
Inflight engine restart may be performed during 1g flight anywhere
within the normal operating envelope of the airplane.

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

In case of unsuccessful engine restart:

Land as soon as possible applying Forced landing procedure. (See Para 0)

In case of successful engine restart:

Land as soon as possible

After engine restart, if practical, moderate propeller RPM to


CAUTION
allow the temperatures for stabilizing in the green arcs.

2nd Edition, Rev.11


Page 3 - 20

INTENTIONALLY LEFT BLANK

2nd Edition, Rev.0


Page 3 - 21

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)

If engine fails before rotation: ABORT TAKE OFF


1. IDLE
2. Mixture . CUT OFF
3. AS REQUIRED
With aircraft under control
4. .. OFF
5. . OFF
6. OFF
7. OFF
8. Field OFF
9. ENGAGED
9. 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)

2nd Edition, Rev.9


Page 3 - 22

1. OFF
2. Generator Switch ...... OFF
3. OFF
4. IDLE
5. OFF
6. OFF

With propeller stopped, evacuate the aircraft

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

If the Generator SWITCH is set to OFF, consider that flaps are


supplied by battery.
CAUTION

2nd Edition, Rev.0


Page 3 - 23

If unintentional spin occurs:

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

Keep full rudder against rotation until spin has stopped.


One complete turn and recovery will take about 800 to 1000 feet alti-
WARNING tude loss.

2nd Edition, Rev.0


Page 3 - 24

INTENTIONALLY LEFT BLANK

2nd Edition, Rev.0


Page 3 - 25

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.

2nd Edition, Rev.3


Page 3 - 26

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

1. MASTER SWITCH OFF


2. Generator Switch OFF
3. MASTER SWITCH ON
4. Generator Switch ON
If failure persists

Land as soon as possible

Standby instrument is still available, providing the internal bat-


tery is in good charge status (>80%) it will provide at least 1 hr
of runtime.
An electrical system overall failure prevents flaps operation:
landing distance without flaps increases of about 25% (See also
WARNING Para 10.6).

In case failure, the alternate static port in the cabin must be activated.
In this case apply following procedure:

1. Cabin ventilation OFF (hot and cold air)


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

2nd Edition, Rev.0


Page 3 - 27

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

In event of ice build-up in correspondence of wing leading edg-


es, stall speed increases and stall may become asymmetric. In
case of stabilator ice accretion, it may loose its efficiency, lead-
WARNING
ing to lack of aircraft pitch control and loss of control.

DURING TAKEOFF

In case of unintentional flaps retraction, or if the flaps control


fails, and if the takeoff cannot be aborted, consider that the dis-
CAUTION tances, without flaps, increase by about 20%.

1. CHECK and confirm


2. Airspeed KEEP below VFE
3. Land as soon as practical

DURING APPROACH/LANDING

In case of unintentional flaps retraction or if the flaps control


fails, consider that the landing distance without flaps increases
CAUTION by about 25%.

1. CHECK and confirm


2. Airspeed ESTABLISH no-flaps approach speed
3. Land as soon as practical

2nd Edition, Rev.3


Page 3 - 28

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.

2nd Edition, Rev.0


Page 3 - 29

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

Be prepared for aircraft evacuation (Para 4).

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

2nd Edition, Rev.3


Page 3 - 30

1. Pre-landing checklist: COMPLETE


2. Flaps: LAND
3. Land and maintain aircraft NOSE HIGH attitude as long as possible.
As aircraft stops
4. Engine securing: PERFORM (see Para. 5)
5. Airplane evacuation: PERFORM (see Para 4)

1. Pre-landing checklist: COMPLETE


2. Flaps: LAND
3. Land the aeroplane on the side of runway opposite to the defective tire to
compensate the change in direction which is to be expected during final
rolling (put the drag in the middle)
4. Touchdown with the GOOD TIRE FIRST and hold aircraft with the flat
tire off the ground as long as possible by mean of aileron and rudder con-
trol.
As aircraft stops
5. Engine securing: PERFORM (see Para. 5)
6. Airplane evacuation: PERFORM (see Para. 4)

2nd Edition, Rev.0


Page 3A-31

In the event of autopilot malfunction, or when the system is not per-


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.

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

Following an A/P or MET system malfunction, do not engage


the autopilot until the cause of the malfunction has been cor-
WARNING rected.

When Autopilot is disconnected, it may be necessary operate the


pitch trim through either the Manual Electric Trim Switch or the
Trim Wheel.

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

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 malfunction,


hold the control wheel firmly.
CAUTION

When electric trim is disconnected, it is necessary operate the pitch


trim through the Trim Wheel.

When electric trim is disconnected, Autopilot system can be operated


both in pitch and roll modes; nevertheless, when a pitch mode (ALT
HOLD, VS, GS) is engaged, the Autopilot will provide an annunciation
whenever it is necessary to manually trim the aircraft about the pitch

190-01830-00 Revision A dated September 25, 2014 or a more updat-


ed version).

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.

1. An autopilot or autotrim malfunction occurs when there is an un-


commanded deviation in the airplane flight path or when there is
abnormal control wheel or trim wheel motion. In some cases, (es-
pecially for autopilot trim), there may be little to no airplane mo-
tion, but the PITCH TRIM annunciator (LH side of PDF) may
come on.

2. The primary concern in reacting to an autopilot or autopilot trim


system malfunction, or to an automatic disconnect of the autopilot,
is to keep control of the airplane. Immediately grasp the control
wheel and push and hold the A/P DISC/TRIM INT switch
throughout the recovery. Manipulate the controls as required to
safely keep the airplane within all of its operating limitations. Ele-
vator trim should be used manually as needed to relieve control
forces.
Switch the AP MASTER SWITCH to OFF and, when time is
available after aircraft recovery, open (pull) the AUTOPILOT cir-
cuit breaker on the lower right hand corner of the circuit breaker
panel to completely disable the autopilot system.

3. A MET (Manual Electric Trim) system malfunction (without pilot


actuation of the manual electric trim switches) may be recognized
by the PITCH TRIM annunciator coming on or by unusual trim
wheel motions with the autopilot not engaged. As with an autopilot
malfunction, the first concern following a manual electric trim sys-
tem malfunction is to keep the airplane in control. Grasp the con-
trol wheel firmly and push and hold down the A/P DISC/TRIM
INT switch. Switch the trim cut-out switch to OFF.

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

2nd Edition, Rev. 0


Page 4 - 2

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 4 - 3

Section 4 describes checklists and recommended procedures for the conduct of


normal operations for P2010 aircraft.

2nd Edition, Rev. 0


Page 4 - 4

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.

2nd Edition, Rev. 0


Page 4 - 5

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.

Turbulence and / or crosswind:


Presence of moderate to heavy turbulence and / or strong crosswind conditions (above
20 kts crosswind) will require high drift angle to correct for wind (above 15° drift) and
highly reduce spare capabilities to do other concurrent tasks inside the cockpit other
than precise flying.

2nd Edition, Rev. 0


Page 4 - 6

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 4 - 7

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

Glide Speed (VGLIDE) 0° 85 KIAS

Never Exceed Speed (VNE) 0° 166 KIAS

2nd Edition, Rev. 3


Page 4 - 8

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 4 - 9

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.

1. Aircraft documents (ARC, Certificate of Airworthiness, Noise certificate,


Radio COM certificate, AFM): check current and on board
2. Weight and balance: calculate (ref. to Section 6) and check within limits
3. Breaker: all IN
4. Safety belts: connected to hard points, check condition
5. Ignition key: OFF, key extracted
6. Master switch: ON
7. Voltmeter: check within the limits
8. Lights: all ON, check for operation
9. Acoustic stall warning: check for operation
10. Master switch: OFF
11. Baggage: check first aid kit, ELT, fire extinguisher, luggage secured with
restraint net.

2nd Edition, Rev. 0


Page 4 - 10

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

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


detachments, excessive play, unsafe or improper installation as
well as for general condition. For control surfaces, visual in-
WARNING
spection also involves additional check for freedom of movement
and security. Red lubber lines on bolts and nuts shall be intact.

Fuel level indicated by the fuel quantity indicators must be veri-


fied by visual check of actual fuel quantity embarked in the tanks:
graduated dipstick must be used.
WARNING

If ignitions key is in L/R/BOTH position, a propeller movement


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

Fuel drainage operation must be carried out with the aircraft


parked on a level surface. Set Cockpit Fuel Selector Valve to
OFF prior to drain fuel.

2nd Edition, Rev. 0


Page 4 - 11

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.

F Left flap and hinges Visual inspection;


Copper bonding strips: CHECK for proper
connection.

2nd Edition, Rev. 0


Page 4 - 12

G Left 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.

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.

M Right flap and hinges Visual inspection; Copper bonding strips:


CHECK for proper connection;

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.

2nd Edition, Rev. 0


Page B4-13

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:

a) Nacelle inlets and exhausts openings must be free of obstructions. Visually


inspect that ram air intake is unobstructed. If inlet and outlet plugs are in-
stalled, they must be removed.
b) Check radiator. There should be no indication of leakages and obstructions.
c) Check for foreign objects
d) Check exhaust general conditions.
e) At cold engine, Check engine oil level and replenish as required. Prior to

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.

U Engine cowling fittings CHECK all fixed or locked.

V Landing/taxi light and CHECK, Visual inspection for integrity. Right


LH static port side tank vent: check for 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

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 4 - 15

1. Seat position and safety belts: adjust


2. Flight controls: operate full stroke checking for movement smoothness, free of
play and friction.
3. Parking brake: engage
4. Throttle friction: adjust
5. Throttle: IDLE
6. Mixture control Lever: LEAN
7. Circuit Breakers: check all IN
8. Master switch: ON, wait PFD turn on, Check ALT OUT caution ON, Check LOW
FP and LOW OP warning ON
9. Only before the first flight of the day:
Standby Instrument: Check no red crosses displayed.
a. Press and hold the control knob (approx. 2 sec)
b.
c.
d. Check to be more than 80%, then exit menu
10. Avionic Master switch: ON, wait MFD turn on, check instruments, check Voltage
on Main and Essential Buses.
11. Fuel quantity: compare the fuel quantity indicators information with fuel quantity visually
checked into the tanks (see Pre-flight inspection External inspection, and update the
Garmin fuel content in the totalizer accordingly
The totalizer function available on Garmin Engine page allows input only up to
230lts (maximum usable fuel). Fuel calculations on totalizer do not use the air-
craft fuel quantity indicators and are calculated from the last time the fuel was re-
set. Fuel consumption on totalizer is very precise as it take instantaneous fuel flow
for the computation.
12. Electric fuel pump: ON (check for audible pump noise and increase of fuel pressure)
13. : extinguished
14. Electric fuel pump: OFF
15. Flap control: cycle fully extended and then set to T/O
16. Pitch Trim: cycle fully up and down, then set to NEUTRAL
17. Rudder trim: cycle full right and left, then set to NEUTRAL

Pitch trim position other than in neutral position would affect take off per-
formance and take off rotation execution at the correct VR.
WARNING

18. Nav & Strobe lights: ON


In absence of RH seat occupant: fasten seat belts around the seat so as to pre-
vent any interference with the aeroplane flight control operation and with rap-
id egress in an emergency.
19. Doors: Closed and locked

2nd Edition, Rev. 0


Page 4 - 16

(a) Cold engine


1. Engine throttle: 1cm (1/2 inch) above idle
2. Fuel selector valve: select the tank with less fuel
3. Electric fuel pump: ON
4. Mixture: full open for 3 (positive fuel flow indication) then CUT-OFF
5. Propeller area: check that area is clear of persons / objects

Check to insure no person or object is present in the area close to


the propeller. Forward lower sector visibility is not possible from
WARNING inside the cockpit.

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.

6. Ignition key: BOTH


7. Ignition key: START
8. Mixture: rapidly move to FULL RICH
9. Throttle: set 1000 1200 RPM
10. Check oil pressure rises within 10 sec.
11. extinguished
12. Electric fuel pump: OFF
13. Check fuel pressure: within limits
14. Generator switch: ON
15. Voltmeter: increase and check within green arc
16. ALT FAIL caution: extinguished
17. Nav. and taxi light: ON
Avoid idling operations on the ground for optimum engine operation, maintain 1000-
1200 RPM, do not exceed 2200 RPM on the ground.

18. Engine instruments: Check within limits


19. Check G1000 for warning / caution messages

2nd Edition, Rev. 0


Page 4 - 17

(b) Warm engine


1. Engine throttle: IDLE
2. Fuel selector valve: select the tank with less fuel
3. Electric fuel pump: ON
4. Propeller area: check for area clear of persons / objects

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.

5. Ignition key: BOTH


6. Ignition key: START
7. Mixture: rapidly to FULL RICH
8. Throttle: set 1000 1200 RPM
9. Check oil pressure rises within 10 sec.
10. Electric fuel pump: OFF
11. Check fuel pressure within limits
12. Generator switch: ON
13. Voltmeter: increase and check within green arc
14. ALT FAIL caution: extinguished
15. Engine instruments: check within green arc
16. Check G1000 for warning / caution messages
Avoid idling operations on the ground for optimum engine operation, maintain 1000-
1200 RPM, do not exceed 2200 RPM on the ground.

1. Flight instruments and avionics: set, TEST functions


2. Altimeter: set
3. Pitot Heat: ON, test for ammeter indication, then OFF
4. Parking brake: OFF
When taxiing at close range to other aircraft, or during night flight in clouds,
fog or haze, the strobe lights should be switched OFF. The NAV lights must
CAUTION always be switched ON during night procedures.

2nd Edition, Rev. 0


Page 4 - 18

1. Parking brake: Release


2. Brakes: check
3. Flight instruments: check altimeter.

Avoid prolonged idling during taxi.

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.

Following extended operation on the ground, or at high ambient temperatures, the


following indications of fuel vapor lock may appear:
- Arbitrary changes in idle RPM and fuel flow;
- Slow reaction of the engine to operation of throttle;
- Engine will not run with throttle in IDLE position.
Solution:
1. For about 1 to 2 minutes, or until the engine settles, run at a speed of 1800 to
CAUTION
2000 RPM. Oil and cylinder head temperatures must stay within limits.
2. Pull throttle back to IDLE to confirm smooth running.
3. Set throttle to 1200 RPM and mixture for taxiing, i.e., use mixture control lever
to set the maximum RPM attainable.
4. Immediately before the take-off run set the mixture for take-off, apply full throt-
tle and hold this position for 10 seconds.

Vapor lock can be avoided if the engine is run at speeds of 1800 RPM or more.

2nd Edition, Rev. 0


Page 4 - 19

1. Parking brake: brakes pedals press, engage


2. Engine instruments: Check within limits
3. ALT OUT caution: OFF (check)
4. Electric Fuel pump: ON
5. Fuel selector valve: select the fullest tank
6. Fuel pressure: check
7. Mixture: FULL RICH
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.

8. Throttle: set 1500 RPM


a. Alternate Air check:
Alternate Air: PULL (Check drop 50-100 RPM)
b. Mixture check:
Mixture: reduce
EGT: check increase
FF: check decrease
Mixture: FULL RICH
9. Throttle: 2100 RPM
10. Magneto Check: L BOTH R BOTH
Max RPM drop: 175 RPM
Max. difference: 50 RPM
11. Throttle: Idle
12. Flaps: check T/O
13. Pitch and Rudder trim: check neutral
14. Flight controls: check free
15. Seat belts: check fastened
16. Doors: check closed and locked
17. Parking brake: Release
18. Landing light: ON as required
19. XPDR: ON

2nd Edition, Rev. 11


Page 4 - 20

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.

5. Engine instruments: check parameters within the limits


6. Brakes: Release
7. Rotation speed VR: 60 KIAS
At safe height:
8. Flaps: retract (minimum speed 73 KIAS)

Expect to adjust pitch trim (pitch up) when retracting flaps after take-off.

9. Establish Climb as required, VX/VY


10. Electrical fuel pump: OFF
11. Fuel pressure: check within limits

2nd Edition, Rev. 11


Page 4 - 21

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

2. Establish climb Vy: 82KIAS


3. Electrical fuel pump: OFF
4. Fuel pressure: check within limits
5. Throttle: FULL
6. MIXTURE: RICH, above 5000ft keep EGT constant
7. Engine instruments: in the GREEN

If the fuel pressure warning light illuminates, or the fuel pressure indication is below
green arc, the electrical fuel pump must be switched ON.

2nd Edition, Rev. 0


Page 4 - 22

1. Power: set performance as required, refer to table in section 5 of AFM


2. Fuel tank selector: as required to maintain symmetric balance
3. Mixture: set in accordance with following para 5.9

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).

Best Cruise Economy Mixture


The best economy mixture setting may only be used up to a power setting of 75 %. In order to obtain
the lowest specific fuel consumption at a particular power setting, proceed as follows:
- Slowly pull the mixture control lever back towards LEAN until the engine starts to run rough-
ly.
- Then push the mixture control lever forward just far enough to restore smooth running. At the
same time the exhaust gas temperature (EGT) should reach a maximum.

Best Cruise Power Mixture


The mixture can be set for maximum performance at all power settings:
- The mixture should first be set as for best economy.
- The mixture should then be enriched until the exhaust gas temperature is approximately
100°F lower.
This mixture setting produces the maximum performance for a given manifold pressure
and is mainly used for high power settings (approximately 75 %).

2nd Edition, Rev. 0


Page 4 - 23

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.

1. Mixture control: slowly full rich


2. Throttle: reduce as required

Shock cooling shortens engine life.


When reducing power, the change in cylinder head temperature should not exceed 50°F
per minute. In order to ensure best practice and avoid potential illumination of ALT FAIL
(due to low propeller speed), the following best practice should be observed:
- Reducing power to maintain a minimum descent speed of 85 KIAS (best glide) and / or
a blade angle to maintain 850 RPM;
- Opening the ALTER AIR command to full open (to avoid ice accretion).

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.

2nd Edition, Rev. 3


Page 4 - 24

1. Electric fuel pump: ON


2. Fuel valve: select the fullest tank
3. Landing Light: ON
On downwind, leg abeam touch down point:
4. Flaps: set T/O (below 90KIAS)

Expect to adjust pitch trim (pitch down) when extending flaps to T/O or
LAND

5. Approach speed: set


On final leg, before landing:
6. Mixture control lever: RICH
7. Flaps: LAND
8. Final Approach Speed: set
9. Optimal touchdown speed: 60 KIAS
Upon flaring the aircraft has the tendency to float before touching wheels down.
Taking into account local environmental constraints, consider the possibility to
adjust aiming point for a better touchdown point control.

In conditions such as (e.g.) strong wind, danger of windshear or turbulence a


higher approach speed shall be selected..
CAUTION

1. Speed: keep over 73 KIAS (minimum flaps retraction speed)


2. Flaps position: T/O
Above a safe height:
3. Flaps: UP
4. Landing lights: OFF
5. Establish climb as required, VX/VY

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

2nd Edition, Rev. 11


Page 4 - 25

1. Parking brake: set


2. Keep engine running at 1200 RPM for about one minute in order to reduce la-
tent heat.
3. Throttle: idle
4. Ignition key: Check OFF BOTH
5. Mixture: CUT-OFF
6. Ignition key: OFF, key extracted
7. Strobe light: OFF
8. Avionic Master: OFF
9. Master & Generator switches: OFF
10. Fuel selector valve: 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

1. Flight controls: lock by means of seat belts


2. Wheel chocks and wing mooring lines: Set
3. Parking brake: Release
4. Doors: Close and lock
5. Protection plugs: set over pitot tube, stall warning, static ports

2nd Edition, Rev. 11


Page 4 - 26

Performance deteriorates in rain; this applies particularly to take-off distance and


maximum Horizontal speed. The effect on flight characteristics is minimal.

Before refuelling, the airplane must be connected to electrical ground.

Legal requirements for the provision of oxygen should be adhered to (see para
2.9)

2nd Edition, Rev. 11


Page 4A-27

For detailed description of A/P selections, behaviour and display out-


look, refer to t
Part No. 190-01830-00 Revision A dated September 25, 2014
or a more updated version); it must be always carried in the aircraft
and made available to the pilot at all time.
If A/P Master switch and /or Trim disconnect switch are inadvertently
switched OFF, it will be necessary to reset both switches to allow A/P
and pitch trim functionality. In this case pilot will make sure A/P is dis-
engaged before reset. The single reset of only one of the switches will
not permit to reset the single functionality.

PREFLIGHT:

AIRCRAFT PRE-FLIGHT CHECKS:


1) MASTER SWITCH (BAT): ON.
2) AVIONICS MASTER SWITCH: ON.
3) AUTOPILOT MASTER SWITCH: ON.
4) POWER APPLICATION and SELFCTEST - The autopilot tests itself when
power is first made available. The test is a sequence of internal checks before starting
normal system operation. The test sequence is shown on PFD left upper corner by the
red AFCS label followed by the white PFT label, ending with double AP disengagement
tone (which indicates a successful completion).
Autopilot system availability is shown under system page on MFD.

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

5) MANUAL ELECTRIC TRIM (MET) SYSTEM - TEST.

Pitch Trim: cycle fully up and down, then set to NEUTRAL.

Both pitch trim halves must be actuated to move pitch trim.


Any movement of the elevator trim wheel during the check of either the
LH or RH Switch only means that the Manual Electric Trim System has
failed.

6) ELEVATOR TRIM WHEEL - SET pointer to takeoff position.


7) AVIONICS MASTER SWITCH: OFF
8) MASTER SWITCH (BAT): OFF

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.

Autopilot tracking performance will not be as good as usual in turbu-


lence.

Autopilot engagement / disengagement is not equivalent to servo en-


gagement/disengagement. Use the CWS Button to disengage the pitch
and roll while the autopilot remains active.

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

Selection of a vertical speed beyond the capability of the aircraft can


create a condition of reduced airspeed, and possibly lead to USP acti-
vation.
WARNING During A/P operation, pilot must set the A/P Vs rate and engine power
to make sure that airspeed remains within autopilot envelope and does
not exceed any other airplane operating limitation.

VS is an open mode, which will engage irrespective of Selected Alti-


tude. Pilot monitoring is always required to make sure that a correct
WARNING Selected Altitude is shown on PFD.

SELECTED ALTITUDE CAPTURE MODE (ALTS)

Pressing the CWS Button while in Selected Altitude Capture Mode does
not cancel the mode.

Ed. 1, Rev.0
Page 4A-29

ALTITUDE HOLD MODE (ALT)


Turning the ALT knob while in Altitude Hold Mode changes the Selected
Altitude, but not the FD Altitude Refrence, and does not cancel the
mode.

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.

VERTICAL NAVIGATION MODES (VPTH, ALTV)

VNV is disabled when parallel or dead reckoning mode is active.

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).

If VPTH is armed more than 5 minutes prior to descent path capture,


acknowledgement is required for the FD to transition from Altitude
Hold to VPTH.

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

Loss of a single GPS:


In case of loss of a single GPS, RNAV guidance will still be available as the sys-
tem will automatically revert to the other available GPS without losing any auto-
pilot / FD guidance.
The ALERT window will switch to ADVSY and start to flash; when selected a
AHRS1 GPS AHRS1 using backup GPS source
side the alert window.

Loss of both GPS:


In case of loss of both GPS, RNAV guidance will not be available anymore.
The ALERT window will switch to ADVSY and start to flash; when selected a
GPS NAV LOST Loss of GPS navigation. Insufficient satellites
will appear inside the alert window. In this case also ESP will be lost and the
ESP OFF
Further to that, a y
on the HIS and all other GPS related information (e.g. wind) will turn to yellow.
If GPS nave mode is being selected, the HSI on the PFD will not display the devi-
ation bar. If GPS is selected as navigation source a AHRS1 oper-
ating exclusively in no- CAS message will appear inside the alert win-
dow.
Dead Reckoning Mode only functions in Enroute (ENR) or Oceanic
(OCN) phase of flight. In all other phases, an invalid GPS solution pro-

stops using GPS.

It is important to note that estimated navigation data supplied by the G1000 in DR


Mode may become increasingly unreliable and must not be used as a sole means
of navigation. If while in DR Mode airspeed and/or heading data is also lost or not
available, the DR function may not be capable of accurately tracking estimated
position and, consequently, the system may display a path that is different than the
actual movement of the aircraft. Estimated position information displayed by the
G1000 through DR while there is no heading and/or airspeed data available shall
not be used for navigation.
DR Mode is inherently less accurate than the standard GPS/SBAS Mode due to
the lack of satellite measurements needed to determine a position.

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

message appears on the PFD.


Normal navigation using GPS/SBAS source data resumes automatically once a
valid GPS solution is restored. As a result of operating in DR Mode, all GPS-
derived data is computed based upon an estimated position and is displayed as
yellow text on the display to denote degraded navigation source information.
Also, while the G1000 is in DR Mode, some terrain functions are not available.
Additionally, the accuracy of all nearest information (airports, airspaces, and
waypoints) is questionable. Finally, airspace alerts continue to function, but with
degraded accuracy.

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.

- 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 alti-
tude aiding), the availability of GPS integrity (RAIM) should be confirmed for the
intended flight (route and time). This should be obtained from a prediction pro-
gram either ground-based, or provided as an equipment function, or from an alter-
native 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.
(a) Pre-flight Planning
During the pre-flight planning phase, the availability of the navigation infrastruc-
ture, 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 con-
firmed. The onboard navigation database must be appropriate for the region of in-
tended operation and must include the navigation aids, waypoints, and coded ter-
minal 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 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:

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.

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.

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.

Ed. 1, Rev.0
Page 4A-35

the approach to the end of the flight plan without immediately


using it for navigation guidance. This allows continued navigation via the inter-
mediate waypoints in the original flight plan, but keeps the procedure available on
the Active Flight Plan Page
adds the procedure to the end of the flight plan but immediately begins to provide
guidance to the first waypoint in the approach.
procedure
name indicates the procedure can be flown using the GPS receiver. Some proce-
dures do not have this designation, meaning the GPS receiver can be used for
supplemental navigation guidance 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, LP, LP+V and LPV approach

ry vertical guidance for assistance in maintaining a constant vertical glidepath


similar to an ILS glideslope on approach. This guidance is displayed on the sys-
tem PFD in the same location as the ILS glideslope using a magenta diamond. A
sample of how the active approach service level is annunciated on the HSI is
shown in the following table:

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:

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). Re-
ceiver 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.
LP (Localiser Performance)
This is a Non-Precision or 2D Approach with Lateral only navigation guidance
provided by GNSS and SBAS. The EGNOS is a form of SBAS in Europe. The
lateral guidance is angular with increasing sensitivity as the aircraft continues
along the final approach track; much like a localiser indication.
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 sensitivity 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 AC-
TIVE in the GPS status box on AUX-GPS STATUS page on MFD.
If DISABLED highlight the appropriate SBAS SELECTION Box un-
CAUTION
der 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.

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

The approach should always be discontinued:


If the receiver fails to engage the correct approach mode or;
In case of Loss Of Integrity (LOI) monitoring or;
Whenever the HSI/CDI indication (or GP indication where applicable) ex-
ceeds half scale displacement or;
If a RAIM (or equivalent) warning is activated or;
If RAIM (or equivalent) function is not available and annunciated before passing
the FAF.

Ed. 1, Rev.0
Page 5 - 1

2nd Edition, Rev. 0


Page 5 - 2

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.

2nd Edition, Rev. 0


Page 5 - 3

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

FIG. 5-1. CALIBRATED VS INDICATED AIRSPEED

Example:
Given Find
KIAS 75.0
KCAS 74.7
Flap: UP

Indicated airspeed assumes 0 as an instrument error

2nd Edition, Rev. 0


Page 5 - 4

2nd Edition, Rev. 0


Page 5 - 5

FIG. 5-2. ICAO CHART

Examples:
Scope Given Find
A: Pressure altitude = 1600ft
Density Altitude: C: Density Altitude = 2550ft
B: Temperature = 20°C

ISA Temperature: D: Pressure altitude = 1600ft E: ISA Air Temperature = 12°C

2nd Edition, Rev. 0


Page 5 - 6

Altitude loss during conventional stall recovery, as demonstrated


during flight tests is approximately 350 ft with banking below 15°.

2nd Edition, Rev. 0


Page 5 - 7

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

FIG. 5-3. CROSSWIND CHART

2nd Edition, Rev.10


Page 5 - 8

To account for likely in service performance variations apply a


factored to distances of 1.10

2nd Edition, Rev.0


Page 5 - 9

2nd Edition, Rev.0


Page 5 - 10

2nd Edition, Rev.0


Page 5 - 11

To account for likely in service performance variations apply a


factored to rate of climb of 0.90

2nd Edition, Rev.0


Page 5 - 12

To account for likely in service performance variations apply a


factored to rate of climb of 0.90

2nd Edition, Rev.0


Page 5 - 13

2nd Edition, Rev. 2


Page 5 - 14

2nd Edition, Rev. 2


Page 5 - 15

To account for likely in service performance variations apply a


factored to distances of 1.67

2nd Edition, Rev. 0


Page 5 - 16

To account for likely in service performance variations apply a


factored to rate of climb and to angle of climb of 0.90

2nd Edition, Rev. 0


Page 5 - 17

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).

NOTE: No determination has been made by the Federal Aviation Administration


that the noise levels of this aircraft are or should be acceptable or unacceptable
for operation at, into, or out of, any airport.

2nd Edition, Rev. 0


Page 5 - 18

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 6 - 1

2nd Edition, Rev. 7


Page 6 - 2

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 6 - 3

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-


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.

2nd Edition, Rev. 0


Page 6 - 4

- 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 and hydraulic fluid at the operating levels
- Move sliding seats in middle position
- Raise flaps to fully retracted position
- Place control surfaces in neutral position
- Place scales (min. capacity 300 kg (661.4 lb)) under each wheel

- 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

- Record weight shown on each scale


- Repeat weighing procedure three times
- Calculate empty weight

- 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)

2nd Edition, Rev. 7


Page 6 - 5

Model P2010 S/N: Weighing no. Date:

Datum: leading edge vertical

kg or lbs meters or feet


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]

= [m]

= [ft]

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]

2nd Edition, Rev. 12


Page 6 - 6

Model P2010 S/N: Weighing no. Date:

Datum: leading edge vertical

kg or lbs meters or feet


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]

= [m]

= [ft]

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]

2nd Edition, Rev. 12


Page 6 - 7

C.G. position can be defined by means of the chart below. The pilot is responsible
for ensuring the correct useful load loading.

2nd Edition, Rev. 7


Page 6 - 8

Plotted example (red line)


A/C empty mass moment 188 kg*m (1360 lb*ft)
A/C empty mass 765 kg (1687 lb)
Occ. front seats 160 kg (353 lb)
Occ. rear seats 140 kg (309 lb)
Fuel 75 kg (165 lb)
Baggage 20 kg (44 lb)
T.O. weight 1160 kg (2557 lb)

[kg] Arm [mm] Moment [kg*mm]

Empty weight 765 (1687 lb) 245 (0,80 ft) 187642 (1350 lb*ft)

CoG pos. 17,8%


USEFUL LOAD
Pilot 80 (176 lb) 280 (0,92 ft) 22400 (162 lb*ft)

Pilot 80 (176 lb) 280 (0,92 ft) 22400 (162 lb*ft)

PAX 70 (154 lb) 1057 (3,47 ft) 73990 (534 lb*ft)

PAX 70 (154 lb) 1057 (3,47 ft) 73990 (534 lb*ft)

Baggages 20 (44 lb) 1599 (5,25 ft) 31980 (231 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)

CoG pos. 28,7%

fuel = Density of fuel, it generally varies between 0.71 and 0.77 depending on
fuel grade and ambient temperature.

2nd Edition, Rev. 7


Page 6 - 9

[kg] Arm [mm] Moment [kg*mm]

Empty weight

CoG pos.

USEFUL LOAD
Pilot 280 (0,92 ft)

Pilot 280 (0,92 ft)

PAX 1057 (3,47 ft)

PAX 1057 (3,47 ft)

Baggages 1599 (5,25 ft)

fuel 612 (2,00 ft)

Useful load 685 (2,24 ft)

WTO 395 (1,29 ft)

CoG pos.

fuel = density of fuel

2nd Edition, Rev. 7


Page 6 - 10

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

2nd Edition, Rev. 7


Page 6 - 11

The following is a list of equipment which may be installed in the P2010.


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.

changes in equipment installed in this airplane.

2nd Edition, Rev. 0


Page 6 - 12

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)

2nd Edition, Rev. 7


Page 6 - 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:

Pitot (Heated) - Falcon Gauge 24-AN5812-1 or 0.35 0.5


B14
Garmin Gap 26 or TECNAM 210-7-4550-401 (0.8) (1.64)

GARMIN GFC700 Autopilot:


B15 Servo pitch GSA 80 011-00877-20 1.44 5.3
B16 Servo roll GSA 80 011-00877-20 1.44 2.05
B17 Servo pitch trim GSA 81 011-00878-20 1.03 5.3

2nd Edition, Rev. 13


Page 6 - 14

LANDING GEAR ACCESSORIES


1.2 -1.48
C1 Nose Landing Gear Wheel Fairing 210-4-3001-401
(2.6) (-4.86)
1.5x2 = 3 0.66
C2 Main Landing Gear Wheel Fairings 210-4-1020-001-L/R
(3.3x2 = 6.6) (2.17)

2nd Edition, Rev. 5


Page 7 - 1

2nd Edition, Rev. 0


Page 7 - 2

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

Fig. 7-1. P2010 AIRFRAME

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.

2nd Edition, Rev. 0


Page 7 - 3

The P2010 fuselage is mainly made by carbon fibres composite materials.


The fuselage is made by two main shells that are later assembled bonding the two main bod-
ies and the floor (composite) and adding aluminium parts that allow the connection of the
main landing gear, seats, wing and instrument panel.
Fuselage and vertical fin are thus a unique body.

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.

Fig. 7-2.STABILATOR STRUCTURE

2nd Edition, Rev. 0


Page 7 - 4

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.

Fig. 7-3. RUDDER STRUCTURE

2nd Edition, Rev. 0


Page 7 - 5

The main landing gear consists of two steel leaf-springs positioned crossways to the fuse-
lage.

Fig. 7-4. MAIN LANDING GEAR STRUCTURE

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.

2nd Edition, Rev. 8


Page 7 - 6

Master Cylinders

Fig. 7-5. RUDDER PEDALS AND BRAKE MASTER CYLINDERS (PILOT AND CO-PILOT SIDE)

Fig. 7-6. BRAKE SYSTEM SCHEMATIC

2nd Edition, Rev. 0


Page 7 - 7

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

Fig. 7-7. NOSE LANDING GEAR

2nd Edition, Rev. 8


Page 7A-8

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 instrument panel is divided in three areas:

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

Fig. 7-8. INSTRUMENT PANEL

Ed. 1, Rev. 0
Page 7 - 9

The instrument panel is divided in three areas:

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

Fig. 7-8. INSTRUMENT PANEL

2nd Edition, Rev. 0


Page 7 - 10

Engine handling is via three levers: Throttle, RPM lever, Mixture control lever.

is defined in relation to the direction of flight (longitudinal).

Mixture control lever


This lever (right hand lever with red handle) controls the fuel-air mixture, which is
supplied to the engine.
With the lever full forward, extra fuel is being supplied to the engine which at higher
performance setting contributes to engine cooling.
In cruise, the mixture should be made leaner in order to reach the appropriate fuel-air
mixture. The leaning procedure is given in Chapter 4.
Lever forward (RICH) >> Mixture rich (in fuel)
Lever to rear (LEAN) >>Mixture lean (in fuel)
To shut off the engine the mixture control lever is pulled to the rear stop: air without
fuel is drawn into the cylinders that shuts down.

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.

2nd Edition, Rev. 0


Page 7 - 11

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

windshield defrost and partially cabin heat.


The cabin heat control knob, when fully outward, allows cabin to receive maximum
hot air. When both cabin heat and defrost and cabin heat are pulled, air is partitioned.

Fig. 7-9. CENTRAL PEDESTAL

2nd Edition, Rev. 0


Page 7 - 12

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 7 - 13

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

These adjustments ensure the crew and passengers comfort.

2nd Edition, Rev. 0


Page 7 - 14

P2010 features three doors:


The main door is placed on the left side of the cabin, while on the right side there are
two secondary doors, one on the front side and the other on the rear, used as an
emergency exit.
On the right side of the cabin is located an additional door which gives access to the
baggage compartment.
Baggage door can be opened from the inside of the cabin, where near the rear RH
seat a dedicated knob is located.

Fig. 7-11. DOORS AND BAGGAGE DOOR OPENING

E: opening of baggage compartment is only provided inside the cockpit. Occu-


pants of rear seat shall be briefed in order to avoid unnecessary use of command by

2nd Edition, Rev. 0


Page 7 - 15

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.

Fig. 7-12. HANDLE LOCKING

In case of rapid escapes or door handles malfunction, an emergency opening is provided on


the rear side of the door.
The opening is operated by means of a hook, moved forward, that bypasses the normal door
opening.

Fig. 7-13. EMERGENCY OPENING

2nd Edition, Rev. 0


Page 7 - 16

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

2nd Edition, Rev. 0


Page 7 - 17

INTENTIONALLY LEFT BLANK

2nd Edition, Rev 0


Page 7 - 18

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.

Fig. 7-14. FUEL SYSTEM SCHEME


Each fuel tank is integrated within the wing box. The capacity of each tank is 120
liters (31,7 gal.), total capacity is thus 240 liters (63.4 gal.).
The internal side of fuel tank is accessible for inspection through 4 upper dedicat-
ed caps.
Two bottom inspection panels allow the inspection of vent line and tank structure.
An anti-sloshing movable wall is located within each fuel tank, this prevents fuel
centrifugation which is a possible cause of undesired engine shut down.
The fuel tank filler cap is located on the top of the wing, in the area outside of the
tank and it is easily accessible from the leading edge of the aircraft. At the lowest
point of the tank it is positioned a drain sump.
The engine is equipped with an engine gear pumps, mechanical (primary). An ad-
ditional auxiliary electrical fuel pump is provided (auxiliary).
The fuel selector is operated by a fuel selector control knob located in the cabin on
the central panel. The fuel selector control and the fuel valve are connected via a
rigid control rod.

2nd Edition, Rev 5


Page 7 - 19

INTENTIONALLY LEFT BLANK

2nd Edition, Rev 0


Page 7A-20

Primary DC power is provided by an external alternator with a 28 VDC output,


rated of 70 Amps @ 2700 rpm. During normal operations, it recharges the bat-
tery.
Secondary DC power is provided by a lead type battery (GILL G-247) which
provides the energy necessary for feeding the essential electrical loads in the
event of an alternator failure.
The switch between the energy sources is automatic and no action is required in
order to activate the alternate energy source.
For ground maintenance and/or starting, an external power socket is provided.
The alternator and battery are connected to the battery bus in order to provide
energy for the electric equipment.

Each electrically fed instrument is connected to a dedicated circuit breaker


which protects the cable from the battery bus to the associated electric equip-
ment.

If the Ignition is in the position L, R, or BOTH, an


accidental movement of the propeller may start the
WARNING engine with possible danger for bystanders.

In the following figure is presented the electrical system architecture.

Ed. 1, Rev. 0
Page 7A-21

FIG.7-15. ELECTRICAL SYSTEM ARCHITECTURE

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.

2nd Edition, Rev 0


Page 7 - 23

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.

Exercise caution while applying external power.


Exercise extreme caution while disconnecting external power with en-
gine running due to airflow coming from the propeller.
Approach the power supply receptacle from rear of the wing.
CAUTION Make a positive check, upon disconnection, that:
- the power chord is free from any aircraft structure
- the receptacle is firmly closed.
Follow this procedure to start the engine using the external power source.
1. Ignition key, Master switch, Generator switch: OFF
2.
socket
3. Engine start-up procedure (see Sect. 4 in this manual)
4.
door.

2nd Edition, Rev 0


Page 7 - 24

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

FIG.7-16. PITOT-STATIC SYSTEM

2nd Edition, Rev 0


Page 7 - 25

INTENTIONALLY LEFT BLANK

2nd Edition, Rev 0


Page 7 - 26

P2010 is equipped with the following external lights:

2 combined LED NAV/POS/Strobe integrated lights located on RH and LH


wing;
1 POS/strobe combined light located on the rear (fixed on the rudder);
1 combined LED landing and taxi light located on the lower engine cowling.

The following schematic shows the configuration layout for external lights:

FIG.7-17. EXTERNAL LIGHTS

2nd Edition, Rev 0


Page 7A-27

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

FIG.7-18. CABIN CEILING LIGHTS LAYOUT


The instrument panel can be illuminated by 8 incandescence light strips, all dimma-
ble.

From mid MAP light (ceiling)

FIG.7-19. INSTRUMENT PANEL LIGHTS LAYOUT

Ed. 1Rev 0
Page 7 - 28

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-


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.

Aircraft Registration Placard:

External Power Socket and baggage compartment placards:

2nd Edition, Rev 9


Page 7 - 29

Static Ports:

Lift Point:

2nd Edition, Rev 0


Page 7AF-30

Allowed Fuel Placard:

Tire Pressure placard:

Stabilator degrees placard:

Ed. 1, Rev. 0
Page 7 - 31

Emergency exit placards:

2nd Edition, Rev 0


Page 7 - 32

Safety equipment placards:

2nd Edition, Rev 0


Page 7A-33

ELT unit position placard:

Breaker Panel placards:

Ed. 1Rev 4
Page B7-34

Magnetic Compass placard:

Battery Placard:

Ed. 2, Rev. 0
Page B7-35

Oil check placards:

Ed. 2, Rev. 0
Page 7 - 36

Pedestal placards:

2nd Edition, Rev 0


Page B7-37

Fuel selector valve and Flap control knob:

Emergency exit placards

Baggage Door opening knob:

Ed. 2, Rev. 0
Page 7 - 38

INTENTIONALLY LEFT BLANK

2nd Edition, Rev 0


Page 8 - 1

2nd Edition, Rev. 0


Page 8 - 2

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 8 - 3

This section contains factory-recommended procedures for proper ground han-


dling and routine care and servicing. It also identifies certain inspection and
maintenance requirements.
It is recommended to follow a planned schedule of lubrication and preventive
maintenance based on climatic and flying conditions encountered locally.

2nd Edition, Rev. 0


Page 8 - 4

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 8 - 5

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.
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. Lighting damage
5. Any type of damage or failure

2nd Edition, Rev. 0


Page 8 - 6

Aircraft changes or repairs must be performed in accordance with Aircraft


Maintenance Manual and Job cards provided by TECNAM.

2nd Edition, Rev. 0


Page 8 - 7

- 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 refu-
elling operations.
- Make sure that overall aircraft instrumentation is turned OFF be-
fore performing the refuelling.
WARNING - Do not operate switches and/or pushbuttons inside the aircraft dur-
ing refuelling operation; make sure that crew left the aircraft be-
fore performing refuelling.
- Make sure that the aircraft is electrically connected to the ground.

1. Open the engine cowling (RH)


2. Clean the dipstick and soak it in the reservoir
3. Remove dipstick and read oil level
4. If required, replenish oil: oil level should be between max. and min.
Marks shown on the dipstick
5. Close the engine cowling
6. Repeat for LH engine cowling side for Oil brakes level control.

FIG. 8-1. OIL CHECK

2nd Edition, Rev. 0


Page 8 - 8

A B

FIG. 8-1 BIS OIL CHECK


A Oil brake reservoir placard
B Oil brake reservoir placard if MOD2010/020 is installed

2nd Edition, Rev. 0


Page 8 - 9

For each wheel proceed as follows:


1. Remove wheel fairing
2. Unscrew the tire cap
3. Connect a gauge
4. Read the pressure value
5. If required, rectify the pressure (nose tire 2.2 Bar / 32 psi, main landing
gear tires 2.5 Bar / 36 psi)
6. Fit the tire cap
7. Install wheel fairing

FIG. 8-2. TIRE PRESSURE PLACARDS

2nd Edition, Rev. 0


Page 8 - 10

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

1. After disassembling upper cowling, move the propeller to a horizontal


position.
2. Using a standard screwdriver, press and rotate 90° the two Cam-locks
positioned on lower cowling by the firewall.
3. Disconnect the ram-air duct from the NACA intake. Pull out the first
hinge pin positioned on the side of the firewall, then, while holding
cowling, pull out second hinge pin; remove cowling with downward
motion.
4. For installation follow reverse procedure.

2nd Edition, Rev. 0


Page 8 - 11

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

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.6.3.

Mooring is strongly recommended when the wind is more than 15 knots


and the a/c is completely refuelled.
CAUTION

2nd Edition, Rev. 0


Page 8 - 12

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0


Page 8 - 13

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. Centre 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 stick 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 (and to the wings (in correspond-
ence of wing struts) and tail cone tie-down rings at approximately 45 degree
with respect to the ground.

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

C
C

A
D

x y
y

2nd Edition, Rev. 0


Page 8 - 14

The aircraft can be lifted up by hydraulic jacks in correspondence of the points


shown by external placards.
For the correct procedure please refer to the Maintenance Manual.

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.

2nd Edition, Rev. 0


Page 8 - 15

Aircraft surface must be kept clean to ensure expected flight per-


formance. Excessively dirty surfaces can affect normal flight con-
CAUTION ditions.

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.

2nd Edition, Rev. 0


Page 8 - 16

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.

2nd Edition, Rev. 0


Page 9-1

2nd Edition, Rev. 0


Page 9-2

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.

2nd Edition, Rev. 0


Page 9-3

Aircraft S/N Registration marks Date

Sup. Rev. APPLICABLE


Title Date
N N YES NO
D01 GARMIN GFC700 Autopilot 5
D02 Variable Pitch Propeller 6
D03 Alternative avionic configuration 4
D04 Automotive Fuel 2
D05 Argentine AFMS 0
D06 Reserved / / /
GFC700 Autopilot for Variable Pitch
D07 4
Propeller equipped aeroplanes
Alternative avionics configuration for
D08 2
variable pitch propeller equipped airplanes
D09 Reserved / / /
Lycoming IO-390 Engine and
D10 4
GARMIN G1000 NXi Avionic Suite
D11 Brazil AFMS 0
D12 Battery relocation 0
D13 New engine cowling 0
Autopilot provision for IO-390 equipped
D14 0
airplanes
D15 G1000 NXi avionics suite 2
Lycoming IO-390 Engine and G1000 Nxi
D16 Avionic Suite including Autopilot GFC 3
700
D17 ADF Becker 3500 for G1000NXi 0
D18 AFM Supplement for Israel 1

2nd Edition, Rev. 13


Page 9-4

INTENTIONALLY LEFT BLANK

2nd Edition, Rev. 0

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