Afm - P68R - Afm - Nor10.707-30b Updated Rev 20

P.
68 R
FLIGHT MANUAL
NOR10.707-30B
(Applicable only for S/N 430)
FIRST ISSUE
(12 December 2008)
SERIAL NUMBER...........................................
REGISTRATION MARKS...............................
CONFIGURATION:
- STD RANGE………………………………
- LONG RANGE………………………….…
COMPILED BY................................................
EASA APPROVED: EASA.A.A.01887 on 02 February 2009
FOR U.S. REGISTERED AIRCRAFT, THIS MANUAL IS APPROVED

BY EASA ON BEHALF OF THE FEDERAL AVIATION
ADMINISTRATION IN ACCORDANCE WITH 14 CFR 21.29
THIS DOCUMENT MUST BE CARRIED IN THE AIRCRAFT AT ALL TIMES.

Published by
Vulcanair S.p.A.
A.F.M. P/N NOR10.707- 30B
P.68 R
APPLICABILITY
Application of this Manual is limited to the specific Vulcanair
P68R model aircraft designated by serial number and registration on the
face of the title page.
This handbook cannot be used for operational purposes unless kept
in a current status.
REVISIONS
The information contained in the Flight Manual will be kept current

by revisions distributed to the airplane owners.
Revision material will consist of information necessary to update
the text of the present Manual and/or add information to cover added
airplane equipment.
Whenever necessary, revisions will be distributed as complete page
replacements or additions, and shall be inserted into the handbook in
accordance with the instructions given below.
(a) Revised pages will replace only pages with the same page
number.
(b) Insert all additional pages in proper numerical order within
each section.
(c) Page number followed by a small letter shall be inserted in
direct sequence with the same common numbered page.
Revised text and illustrations shall be indicated by a black vertical
line along the outer margin of the page, opposite revised, added or deleted
material. Revised or added pages will only be identified by the revision
number at the bottom of the page.
Black lines will indicate only current revisions with changes and
additions to or deletions of existing text and illustrations.
Changes in capitalization, spelling, punctuation or the physical
location of material on a page will not be identified.
DATE: 12 December 2008 i

A.F.M. P/N NOR10.707-30B
P.68 R
LOG OF REVISIONS
REV. REVISED REF. APPROVAL

DATED
No. PAGES
No. Dated
1-i; 1-16; 4-26; 5-2;
Under Authority
5-4; 5-5; 5-6; 5-23;
26 March of DOA No. 26 May
1 5-27; 5-31; 5-32;
2009 EASA.21J.009 2009
5-33; 5-34; 5-35; with No.
5-37; 7-17; 7-18;
AS-AFM/09/015
7-19; 7-24
1-10; 1-11; 2-2;

2-14; 2-20; 4-2;
4-20; 4-23; 4-24; Under Authority
8-i; 8-iv; of DOA No.
24 April 26 May
2 Suppl. X: page 5; EASA.21J.009
2009 2009
Suppl. X/2: page 5; with No.
Added: AS-AFM/09/016
Supplement AA;
Supplement D/2
Suppl. S/2: pages 1; Under Authority

08 June of DOA No.
2 ; 16 ; 17 ; 18 11 June
3 EASA.21J.009
2009 2009
Suppl. S/3: pages 1; with No.
2 ; 16 ; 17 ; 18 AS-AFM/09/024
Title; iii; 1-1; 1-3;

1-6; 1-7; 5-37; Under Authority
5-38; 7-1; 7-12; of DOA No.
7-13; 7-14; 7-15; 18 June 03 July
EASA.21J.009
2009 with No. 2009
4 Added pages:
7-13a; 7-13b; AS-AFM/09/028
7-14a; 7-14b
2-12; 2-16; 2-17; 18 June 02 July

EASA.A.C.12350
6-3; 6-5; 6-6 2009 2009
Rev. 4
ii DATE: 18 June 2009
A.F.M. P/N NOR10.707- 30B
P.68 R
LOG OF REVISIONS (Cont.)
REV. REVISED REF. APPROVAL

DATED
No. PAGES
No. Dated
Under Authority
iii; 7-20; 7-23; of DOA No. 03 July
17 June
Added pages: iia; EASA.21J.009 2009
2009
5 iib; 7-20a; 7-20b with No.
AS-AFM/09/029
17 June 02 July
4-5; 4-15; 4-16 EASA.A.A.02132
2009 2009
Under Authority
8-iv; of DOA No.
6 07 Sep. 13 Oct.
Added EASA.21J.009
2009 2009
Supplement AB with No.
AS-AFM/09/038
Under Authority
8-iii; 8-iv; of DOA No.
7 16 Oct. 04 Nov.
Supplements EASA.21J.009
2009 2009
X; X2: All pages with No.
AS-AFM/09/040
1-10; 2-2; 2-14;

2-20; 4-2; 4-20;
8 09 Nov. EASA 02 Feb.
4-24 ;
2009 No. 10028663 2010
Suppl.X : page 5;
Suppl.X/2: page 5
Rev. 8
DATE: 09 November 2009 iia
A.F.M. P/N NOR10.707-30B
P.68R

REV. REF. APPROVAL
REVISED PAGES DATED
No. No. Dated
Under Authority
10 May of DOA No. 26 May
Cover page; 1-15
2010 EASA.21J.009 2010
9 with No. AS-AFM/10/028
3-8; 4-ii; 4-26; 6-3; 10 May EASA No. 08 June

6-4; 6-5 2010 10030271 2010
16 Feb. 03 Mar.
10 Added Supplement AC EASA No. 10029089
2010 2010
Under Authority
14 Dec. of DOA No. 08 Feb.
8i; 8ii;
2009 EASA.21J.009 2010
11
with No. AS-AFM/10/004
14 Dec. EASA 04 Feb.

Added Supplement G/3
2009 No. 10028704 2010
iii; 7-25; 8-iv;

Under Authority
12 Added pages: iic; iid; 02 Mar. of DOA No. 02 Mar.
7-25a; 7-25b; 2010 EASA.21J.009 2010
Added Supplement AD with No. AS-AFM/10/013
Cover page; 5-18; 8-i;

Under Authority
Supplement B:
13 02 Sep. of DOA No. 02 Sep.
Complete reprint;
2010 EASA.21J.009 2010
Deleted pages: with No. AS-AFM/10/032
iic; iid
Under Authority
25 Nov. of DOA No. 25 Nov.
14 7-6; 7-7; 7-8; 7-18
2010 EASA.21J.009 2010
Rev. 18
iib DATE: 31 October 2011
A.F.M. P/N NOR10.707- 30B
P.68R

REV. REF. APPROVAL
REVISED PAGES DATED
No. No. Dated
Under Authority
7-17; 19 Jan. of DOA No. 27 Jan.
15
Added pages: iic, iid 2011 EASA.21J.009 2011
Under Authority
22 July of DOA No. 22 July
16 7-18; 7-19
2011 EASA.21J.009 2011
Under Authority
7-17 ; 7-20 ; 12 Sep. of DOA No. 14 Sep.
17
7-20a ; 7-20b 2011 EASA.21J.009 2011
iii; 1-4; 2-2; 2-3; 2-8;

2-9; 2-10; 2-14; 4-2; 4-
23; 6-6; 6-10; 8-i;
Section 5: Complete Under Authority
reprint (as per of DOA No.
31 Oct. 31 Oct.
18 MTOW=1960 kg) EASA.21J.009
2011 2011
Added Suppl. F (as per
MTOW=1960 kg) (see EASA No. 10030271)
Suppl. X: pages 2; 5;
Suppl. X/2: pages 2; 5
iii; 8-i; Revision 19 to AFM

ref. NOR10.707-30B is
Section 5: Complete
23 Apr. approved under the 27 Apr.
19 reprint
2015 authority of DOA ref. 2015
Supplement F : EASA.21J.009
Complete reprint with AS-AFM/15/017
Revision 20 to AFM
ref. NOR10.707-30B is
22 Nov. approved under the 22 Nov.
20 5-34
2017 authority of DOA ref. 2017
EASA.21J.009
with AS-AFM/17/020
Rev. 20
DATE: 22 November 2017 iic
A.F.M. P/N NOR10.707-30B
P.68R
This page intentionally left blank
Rev. 15
iid DATE: 19 January 2011
A.F.M. P/N NOR10.707- 30B
P.68R
TABLE OF CONTENTS
SECTION TITLE LIST OF EFFECTIVE PAGES
1 GENERAL 1-i, 1-ii

and
1-1 through 1-16
2 OPERATING LIMITATIONS 2-i, 2-ii
and
2-1 through 2-22
3 EMERGENCY 3-i, 3-ii
PROCEDURES and
3-1 through 3-18
4 NORMAL PROCEDURES 4-i, 4-ii

and
4-1 through 4-26
5 PERFORMANCE 5-i, 5-ii
and
5-1 through 5-34
6 WEIGHT & BALANCE 6-i, 6-ii

and
6-1 through 6-12
7 SYSTEMS DESCRIPTION 7-i, 7-ii
and
7-1 through 7-32
Plus 7-14a; 7-14b; 7-20a; 7-20b; 7-25a; 7-25b
8 SUPPLEMENTS 8-i, 8-ii, 8-iii, 8-iv,

8-1,8-2
and
Supplements of
Equipment Installed
Rev. 19
DATE: 23 April 2015 iii
A.F.M. P/N NOR10.707-30B
P.68 R
This Page Intentionally Left Blank
iv DATE: 12 December 2008

A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
SECTION 1
GENERAL
TABLE OF CONTENTS
Paragraph Page
1.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 ASSOCIATED PUBLICATIONS . . . . . . . . . . . . . . . . . . . . 1-1
1.3 ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.4 PROPELLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.5 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.6 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.7 WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1.8 DIMENSIONS AND AREAS. . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.9 SYMBOLS, ABBREVIATIONS AND

TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1.10 UNIT CONVERSION CHART . . . . . . . . . . . . . . . . . . . . . . 1-16
Rev. 1
DATE: 26 March 2009 1-i
A.F.M. P/N NOR10.70730B
Section 1
GENERAL P.68 R
1-ii DATE: 12 December 2008

A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
SECTION 1
GENERAL
1.1 INTRODUCTION
Vulcanair P.68R (from s/n430, onward) is a twin engine small
aircraft equipped with retractable landing gear. It is an updated version of
the Partenavia P.68R aircraft. Differences between the basic P.68R and the
P.68R from s/n430 included and onward, mainly are: increased fuel tank
capacity (Total capacity of 538 liters), forward crew/emergency door, up
to dated avionics and so on. It benefits from the 30years long service
experience gathered by several hundreds of aircraft of the same type flying
all over the world.
Section 1 of this handbook presents basic aircraft data and
general information which will be of value to the user.
1.2 ASSOCIATED PUBLICATIONS

Useful publications relating to equipment are listed below for the
convenience of the user:
(a) P.68R Maintenance Manual (NOR10.709-9 P.68B plus

NOR10.771-31, NOR10.771-57 and NOR10.771-62 P.68R).
(b) TEXTRON LYCOMING IO-360-A1B6 Engine Operator's
Manual (FAA Approved Manual P/N 60297-12).
(c) HARTZELL Propeller Owner's Manual (FAA Approved Manual
115N).
(d) Operating Instructions for Navigation and Communication
installations, as published by the relevant equipment
manufacturers.
Rev. 4
DATE: 18 June 2009 1-1
A.F.M. P/N NOR10.70730B
Section 1
GENERAL P.68 R
1.3 ENGINES
(a) Number of Engines 2
(b) Engine Manufacturer Textron - Lycoming
(c) Engine Model Number IO-360-A1B6
(d) Rated Horsepower (BHP) 200
(e) Propeller Speed (RPM) 2700
(f) Engine Type Four cylinder, direct drive

horizontally opposed, air
cooled, fuel-injected, 361
cubic-inch displacement
1.4 PROPELLERS
(a) Number of Propellers 2
(b) Propeller Manufacturer Hartzell Propeller Inc.
(c) Blade Model FC 7666A-4
(d) Number of Blades 2
(e) Hub Model HC-C2YK-2C( )F
(f) Propeller Diameter (in/m) 72 / 1.829
(g) Propeller Type Constant speed, fully

feathering, non-reversible,
hydraulically operated
1-2 DATE: 12 December 2008

A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
1.5 FUEL
(a) Total and usable fuel
FUEL TABLE
TOTAL FUEL USABLE FUEL

CAPACITY
SYSTEM
U.S. gals lt U.S. gals lt
STD RANGE
142 538 137 520
CONFIGURATION
LONG RANGE
184 696 177 670
CONFIGURATION
(b) Fuel Grade Aviation Grade 100/100LL.

Isopropyl alcohol may be added to
the fuel supply in quantities not to
exceed 1% of the total. Refer to the
latest edition of Lycoming S.I. No.
1070.
1.6 OIL
(a) Oil Sump Capacity (each engine) 2 / 7.6
(U.S. gal/lt)
(b) Usable Oil (each engine) 1.5 / 5.7
(U.S. gal/lt)
(c) Oil Specification Refer to latest FAA
Approved revision of
Lycoming Spec. No. 301
and Lycoming Service
Instruction 1014
Rev. 4
DATE: 18 June 2009 1-3
A.F.M. P/N NOR10.707-30B
Section 1
P.68R GENERAL
1.7 WEIGHTS
lb kg
(a) Maximum Takeoff Weight 4548 2063
(b) Maximum Landing Weight 4321 1960
Maximum Weight in Baggage

(c) Compartment at 1.542 m aft of 400 181
datum
(d) Maximum Zero Fuel Weight 4321 1960
Rev. 18
1-4 DATE: 31 October 2011
A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
1.8 DIMENSIONS AND AREAS

A three view illustration, showing the principal dimensions of
the Aircraft, appears in Fig. 1-1.
The following table shows the area values.
AREA
m2 ft2
(GROSS)
Wing 18.60 200.21
Wing Flaps 2.42 25.83
Ailerons 1.76 18.95
Fin & Rudder 2.03 21.85
Stabilator 3.85 41.44
DATE: 12 December 2008 1-5

A.F.M. P/N NOR10.70730B
Section 1
GENERAL P.68 R
Figure 1-1
THREE VIEW
Rev. 4
1-6 DATE: 18 June 2009
A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
Figure 1-2
CABIN, BAGGAGE COMPARTMENT AND ENTRY DIMENSIONS
Rev. 4
DATE: 18 June 2009 1-7
A.F.M. P/N NOR10.70730B
Section 1
GENERAL P.68 R

A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
1.9 SYMBOLS, ABBREVIATIONS AND

TERMINOLOGY
The following definitions are of symbols, abbreviations and
terminology used throughout the handbook and those which may be of
added operational significance to the pilot.
(a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the

indicated speed of an aircraft,
corrected for position and
instrument error. Calibrated
airspeed is equal to true airspeed in
standard atmosphere at sea level.
KCAS Calibrated Airspeed expressed in

"Knots".
IAS Indicated Airspeed is the speed of

an aircraft as shown by the airspeed
indicator when corrected for
instrument error. IAS values
published in this manual assume
zero instrument error.
KIAS Indicated Airspeed expressed in

"Knots".
TAS True Airspeed is the airspeed of an

airplane relative to undisturbed air
which is the CAS corrected for
altitude, temperature and
compressibility.
KTAS True Airspeed expressed in

"Knots".

A.F.M. P/N NOR10.70730B
Section 1
GENERAL P.68 R
VA Maneuvering Speed is the

maximum speed at which
application of full available
aerodynamic control will not
overstress the airplane.
VFE Maximum Flap Extended Speed is

the highest speed permissible with
wing flaps in a prescribed extended
position.
VLO (Retraction) Maximum Gear Retraction Speed.

It is the maximum operating speed
for landing gear retraction.
VLO (Extension) Maximum Gear Extension Speed.
It is the maximum demonstrated
speed for landing gear extension.
VLE Maximum Gear Extended Speed.
It is the maximum demonstrated
speed to fly the aircraft with the
landing gear in extended and
locked position.
VMCA Air Minimum Control Speed is the
minimum flight speed at which the
aircraft is directionally controllable
as determined in accordance with
Certification Regulations. Aircraft
certification conditions include:
one engine becoming inoperative
and wind milling; not more than a
5° bank towards the operative
engine; takeoff power on operative
engine; flaps in takeoff position
and most rearward C.G.
Rev.8
1-10 DATE: 09 November 2009
A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
VNO Maximum Structural Cruising

Speed is the speed that should not
be exceeded except in calm air and
then only with caution.
VNE Never Exceed Speed is the speed

limit that may not be exceeded at
any time.
VS Stalling Speed or the minimum

steady flight speed at which the
aircraft is controllable.
VS1 Stalling speed or the minimum

steady flight speed obtained in a
specific configuration.
VSO Stalling Speed or the minimum

steady flight speed at which the
aircraft is controllable in the
landing configuration.
VX Best Angle-of-Climb Speed is the

airspeed which delivers the greatest
gain of altitude in the shortest
possible horizontal distance.
VY Best Rate-of-Climb Speed is the

airspeed which delivers the greatest
gain in altitude in the shortest
possible time.
SCREEN SPEED The speed which must be obtained

at, or before, the screen height of
50 feet is reached.
Rev.2
DATE: 24 April 2009 1-11
A.F.M. P/N NOR10.70730B
Section 1
GENERAL P.68 R
(b) Meteorological Terminology
ISA International Standard Atmosphere

in which the air is assumed as a dry
perfect gas. The temperature at sea
level is 15° Celsius (59.
Fahrenheit). The pressure at sea
level is 29.92 inches Hg (1013.32
mbar). The temperature gradient
from sea level to the altitude at
which temperature is -56.5° C (-
69.7° F) is 0.00198° C (-0.003566°
F) per foot and zero above that
altitude.
OAT Outside Air Temperature is the free

air static temperature obtained
either from in-flight temperature
indications or ground
meteorological sources, corrected
for instrument error and density
effects.
PRESSURE Altitude measured from standard

ALTITUDE sea-level pressure (29.92" Hg) by a
pressure or barometric altimeter. It
is the indicated pressure altitude
corrected for position and
instrument error. In this handbook,
altimeter instrument errors are
assumed to be zero.
WIND The wind velocities recorded as

variables on the charts of this
handbook are to be understood as
the headwind or tailwind
components of the reported winds.

A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
(c) Power Terminology
BHP Brake Horsepower means the

power delivered at the propeller
shaft.
MAXIMUM Maximum power permissible for

CONTINOUS POWER unrestricted periods of use.
RPM Rotational speed of the propeller

shaft measured in Revolutions Per
Minute.
(d) Aircraft Performance and Flight Planning Terminology.
DEMONSTRATED The demonstrated crosswind

CROSS-WIND velocity is the velocity of the
crosswind component for which
adequate control of the aircraft
during takeoff and landing was
actually demonstrated during
certification tests, but is not
considered a limitation.
ACCELERATE-STOP The distance required to accelerate

DISTANCE an aircraft to a specified speed and,
assuming failure of an engine at the
instant that speed is attained, to
bring the aircraft to a complete
stop.

A.F.M. P/N NOR10.70730B
Section 1
GENERAL P.68 R
(e) Weight and Balance Terminology
REFERENCE An imaginary vertical plane from

DATUM which all horizontal distances are
measured for balance purposes.
ARM The horizontal distance from the

reference datum to the centre of
gravity (C.G.) of an item.
MOMENT The product of the weight of an

item multiplied by its arm.
(Moment divided by a constant is
used to simplify balance
calculations by reducing the
number of digits)
CENTRE OF The point at which an aircraft

GRAVITY (C.G.) would balance if suspended. Its
distance from the reference (C.G.)
datum is found by dividing the total
moment by the total weight of the
aircraft.
C.G. ARM The arm obtained by adding the

individual component moments and
dividing the sum by the total
weight.
C. G. LIMITS The extreme centre of gravity

locations within which the aircraft
must be operated at a given weight.
USABLE FUEL Fuel available for flight planning.
UNUSABLE FUEL Fuel remaining after a runout test

has been completed in accordance
with certification regulations.

A.F.M. P/N NOR10.707-30B
Section 1
P.68 R GENERAL
BASIC EMPTY Manufactured empty weight plus

WEIGHT unusable fuel, full operating fluids
including engine oil, and hydraulic
oil, and optional equipment actually
installed.
PAYLOAD Weight of occupants, cargo and

baggage.
USEFUL PAYLOAD Difference between Maximum Zero

Fuel Weight and Basic Empty
Weight.
MAXIMUM Maximum weight approved for the

TAKEOFF WEIGHT start of the takeoff run.
MAXIMUM Maximum weight approved for the

LANDING WEIGHT landing touchdown.
MAXIMUM ZERO Maximum weight with no usable

FUEL WEIGHT fuel.
Rev. 9
DATE: 10 May 2010 1-15
A.F.M. P/N NOR10.707-30B
Section 1
GENERAL P.68 R
1.10 UNIT CONVERSION CHART
Figure 1-3
Rev. 1
1-16 DATE: 26 March 2009
A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
PARAGRAPH PAGE
2.1 GENERAL 2-1
2.2 AIRSPEED LIMITATIONS 2-2
2.3 AIRSPEED INDICATOR MARKINGS 2-3
2.4 POWERPLANT LIMITATIONS 2-4
2.5 POWERPLANT INSTRUMENT MARKINGS 2-6
2.6 SYSTEM INSTRUMENT MARKINGS 2-7
2.7 WEIGHT LIMITS 2-8
2.8 CENTER OF GRAVITY LIMITS 2-8
2.9 MANOEUVRE LIMITS 2-9
2.10 FLIGHT MANOEUVRE LOAD FACTOR LIMITS 2-10
2.11 CREW LIMITS 2-10
2.12 TYPE OF OPERATION LIMITS 2-10
2.13 FUEL LIMITATIONS 2-12
DATE: 12 December 2008 2-i

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68 R
SECTION 2
LIMITATIONS
TABLE OF CONTENTS (Cont.)
PARAGRAPH PAGE
2.14 FLAP LIMITS 2-13
2.15 SEATING LIMITATIONS 2-13
2.16 LOADING LIMITS 2-14
2.17 LIMITATION PLACARDS 2-14

A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
SECTION 2
LIMITATIONS
2.1 GENERAL
Section 2 of this Manual presents the aircraft operating
limitations, the significance of these limitations, instrument markings,
colour coding and the basic placards necessary for safe operation of the
aircraft, its powerplant, standard systems, and standard equipment.
NOTE
Refer to Section 8 of this Flight Manual

for amended operating limitations,
operating procedures, performance data
and other necessary information for
aircraft equipped with specific options.

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68R
2.2 AIRSPEED LIMITATIONS
SPEED KCAS KIAS

Design Manoeuvring Speed (VA)
Do not make full or abrupt control movements above
this speed.
1500kg (3007lbs) 108 111
2063kg (4548lbs) 127 130
NOTE
Linear interpolation may be used for intermediate gross weight.
Maximum Flaps Extended Speed (VFE)

Do not exceed this speed at the given flap setting.
0° - 15° flap 152 157
15° - 30° flap 138 143
30° - 35° flap 101 103
Air Minimum Control Speed (VMCA)
Lowest Airspeed at which the aircraft is controllable
with one engine operating. 60 62
Never Exceed Speed (VNE) 197 201

Do not exceed this speed under any circumstances.
Maximum Structural Cruising Speed (VNO) 157 161

Do not exceed this speed except in calm air and then
with caution.
Maximum Gear Operating Speed: VLO (Extension) 131 135

Do not extend landing gear above this speed.
Maximum Gear Operating Speed: VLO (Retraction) 102 105

Do not retract landing gear above this speed.
Maximum Gear Extended Speed: VLE 131 135

Do not exceed this speed with landing gear
extended.
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 2
P.68R LIMITATIONS
2.3 AIRSPEED INDICATOR MARKINGS
MARKINGS KIAS
White Arc
(Full Flaps operating range, lower limit is
maximum weight stalling speed in landing
configuration. Upper limit is maximum speed
permissible with flaps extended). 61 to 103
Lower Red Radial Line
(Air Minimum Control Speed) 62
Blue Radial Line
(One engine inoperative best rate of climb
speed). 88
Green Arc
(Normal Operating Range. Lower limit is
maximum weight stalling speed with flaps and
landing gear retracted. Upper limit is maximum
structural cruising speed). 67 to 161
Yellow Arc
(Caution Range. Operation must be conducted
with caution and only in smooth air). 161 to 201
Upper Red Radial Line
(Maximum Speed for all operations) 201
CROSSWIND
The maximum demonstrated crosswind velocity for take-off and landing is
25 kts.
Rev. 18
DATE: 31 October 2011 2-3
A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68 R
2.4 POWERPLANT LIMITATIONS
(a) Number of Engines 2
(b) Engine Manufacturer Textron Lycoming
(c) Engine Model Number IO-360-A1B6
(d) Engine Operating Limits

(1) Maximum Continuous Power 200 HP @ 2700 RPM
(2) Maximum Cylinder Head Temperature 475 °F
(3) Maximum Oil Temperature 245 °F
(4) Oil Pressure
- Minimum for Idle 25 PSI
- Maximum 90 PSI
(5) Maximum Fuel Pressure 35 PSI
(e) Fuel Specifications

100 or 100LL Aviation Grade Fuel is the minimum grade approved
for this engine (see Lycoming Service Instruction No.1070 latest
approved revision for more details).
Isopropyl alcohol is approved as an anti-ice additive in a

concentration of no more than 1% by volume of the total fuel
quantity.
NOTE
Avoid rapid taxi turns before takeoff or
excessive nose up attitude with ¼ fuel or
less in each tank

A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
(f) Oil
(1) Specifications
Lubricating Oil should conform to Lycoming Spec. No. 301-F or
subsequent FAA approved revisions. Refer to the latest approved
revision of Lycoming Service Instruction No.1014.
(2) Oil Sump Capacity (each engine) 7.6 lt

Usable Oil (each engine) 5.7 lt
(g) Propellers
(1) Number of Propellers 2
(2) Number of blades (per propeller) 2
(3) Propeller Manufacturer Hartzell Propeller Inc.
(4) Propeller Hub Model HC-C2YK-2C( )F
(5) Propeller Blade Model FC 7666A-4
(6) Propeller Diameter 72"; 1.829 mt.
(No reduction permitted)
(7) Propeller Blade Angle Range (at 30" sta.)
- Low Pitch 14.2° +/- 0.2°
- Feather 81.2° +/- 0.3°
(8) Propeller RPM limit 2700

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68 R
2.5 POWERPLANT INSTRUMENT MARKINGS

(a) Cylinder Head Temperature
Green range (Normal Operating Range) 200 - 439° F
Yellow range (Caution Range) 440 – 475° F
Red Line (Maximum) 475° F
(b) Fuel Pressure

Red range (Minimum) 14 PSI
Yellow line (Caution Range) 15 PSI
Green range (Normal Operating Range) 16 - 30 PSI
Yellow range (Caution Range) 31 - 35 PSI
Red line (Maximum) 36 PSI
(c) Tachometer
Green range (Normal Operating Range) 550 – 2700 RPM
Red line (Maximum) 2700 RPM
(d) Oil Pressure

Red line (Minimum) 25 PSI
Yellow range (Minumum Caution Range) 26 - 59 PSI
Green range (Normal Operating Range) 60 – 86 PSI
Yellow range (Caution Range) 87 – 90 PSI
Red line (Maximum) 90 PSI
(e) Oil Temperature

Green range (Normal Operating Range) 75 – 224° F
Yellow range (Caution Range) 225 – 245° F
Red line (Maximum) 245° F
(f) Exhaust Gas Temperature

Green range (Normal Operating Range) 1180 – 1380° F
(g) Manifold Pressure

Green range (Normal Operating Range) 10 – 32 in/Hg
Yellow range Not Used
Red range Not Used

A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
2.6 SYSTEM INSTRUMENT MARKINGS
(h) Fuel Flow

Green range (Normal Operating Range) 0 – 22 GPH
Yellow range Not Used
Red range Not Used
(i) Pneumatic Suction Gauge (if installed)
Normal Operating Range 4.5 to 5.2” Hg

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68R
2.7 WEIGHT LIMITS

It is the responsibility of the aircraft owner and/or pilot to ensure
that the aircraft is properly loaded. Maximum allowable weights are listed
below. Refer to Section 6 "Weight and Balance" for loading instructions.
kg lb
(c) Maximum Weight in Baggage Compartment 181 400
(d) Maximum Zero Fuel Weight 1960 4321
WARNING
Exceeding the mass limits will lead to overstressing of
the airplane as well as to degradation of flight
characteristics and flight performances.
2.8 CENTER OF GRAVITY LIMITS

(Refer to Figure 2-1)
(a) Rearward Limits:
 0.526 m (20.7 inches) aft of datum at all weights.
(b) Forward Limits:
 0.344 m (13.5 inches) aft of datum at Maximum Takeoff
weight of 2063 kg (4548 pounds).
 0.259 m (10.2 inches) aft of datum at 1600 kg (3527 pounds)
or less.
Linear variation between given points.
NOTE
The datum line is tangent to the wing
leading edge.
NOTE
Changes in center of gravity position due
to landing gears extension/retraction are
negligible.
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 2
P.68R LIMITATIONS
12,90% 17,90% 22,90% 27,90% 32,90%

2200
MTOW 2063 kg
2000
MZFW 1960 kg
1800
WEIGHT [kg]
1600
1400
1200
1000
0,200 0,250 0,300 0,350 0,400 0,450 0,500
C.G. Position [meters aft Datum]
Figure 2-1
AIRCRAFT WEIGHTS vs CENTRE OF GRAVITY
2.9 MANOEUVRE LIMITS

 This is a normal category aircraft.
 Aerobatic maneuvers, including spins, are prohibited.
 At speeds in excess of the maneuvering speed (see para. 2.2), the
controls must not be fully or abruptly deflected.
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68R
2.10 FLIGHT MANOEUVRE LOAD FACTOR

LIMITS
(a) Positive Load Factor (Flaps Up – 0°) +3.75 g’s
(b) Negative Load Factor (Flaps Up – 0°) - 1.50 g’s
(c) Positive Load Factor (Flaps Down – 35°) 2.00 g’s
2.11 CREW LIMITS

The minimum crew is one pilot who must occupy the left hand
seat.
2.12 TYPE OF OPERATION LIMITS

The standard aircraft is approved for day operations under VFR
Visual Operations. With the proper optional equipment installed and
operational, the aircraft is approved for night VFR Visual Operations and
for day and night IFR Operations. The aircraft has not been approved for
flight in known icing conditions.
WARNING
Severe icing may result from environmental conditions outside of those for
which the aircraft is certificated. Flight in freezing rain, freezing drizzle, or
mixed icing conditions (supercooled liquid water and ice crystals) may
result in ice build-up on protected surfaces exceeding the capability of the
ice protection system, or may result in ice forming aft of the protected
surfaces.
This ice may not be shed by the ice protection systems, and may seriously
degrade the performance and controllability of the aircraft.
During flight, severe icing conditions that exceed those for which the
aircraft is certificated shall be determined by the following visual cues. If
one or more of these visual cues exists, immediately request priority
handling from Air Traffic Control to facilitate a route or an altitude change
to exit the icing conditions.
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
Unusually extensive ice accumulation on the airframe and

windshield in areas not normally observed to collect ice.
Accumulation of ice on the lower surface of the wing aft of the
protected area.
Accumulation of ice on the engine nacelles and propeller
spinners further aft than normally observed.
Since the autopilot, when installed and operating, may mask
tactile cues that indicate adverse changes in handling characteristics, use of
the autopilot is prohibited when any of the visual cues specified above
exist, or when unusual lateral trim requirements or autopilot trim warnings
are encountered while the airplane is in icing conditions.
All wing icing inspection lights must be operative prior to flight
into known or forecast icing conditions at night.

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68 R
2.13 FUEL LIMITATIONS

Fuel Quantity
UNUSABLE
TOTAL FUEL USABLE FUEL
SYSTEM FUEL
USG lt USG lt USG lt
STD
142 538 137 520 5 18
RANGE
LONG
184 696 177 670 7 26
RANGE
Figure 2-2
FUEL TABLE
NOTE
To obtain maximum fuel capacity fill one
tank, then the other tank, and then return
to first tank and top up to compensate for
the unbalance.
Rev. 4
2-12 DATE: 18 June 2009
A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
2.14 FLAP LIMITS

Do not lower flaps with cargo door open.
2.15 SEATING LIMITATIONS
FROM DATUM
No.
SEATS
meters inches
CREW 2 -0.950 -37.40
PASSENGERS STD 2 -0.146 -5.75

CONFIGURATION
2 +0.867 +34.13
PASSENGERS OPTIONAL 2 -0.146 -5.75
CONFIGURATION 3 +0.867 +34.13
PASSENGERS CLUB SEATING 2 -0.186 -7.32

CONFIGURATION
2 +0.867 +34.2
PASSENGERS CLUB SEATING 2 -0.146 -5.75

OPTIONAL CONFIGURATION
3 +0.867 +34.13

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68R
2.16 LOADING LIMITS

(a) Maximum Baggage Load 181 Kg (400 lb)
(b) Maximum Distributed Floor Loading 200 lb/sq.ft

977 Kg/sq.m
2.17 PLACARDS
In Full View of Pilot:

(a)
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
(b)
(c)
Near Magnetic Compass

(d)

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68 R
On Fuel Selector Valve Control

(e) STD RANGE CONFIGURATION
(e1) LONG RANGE CONFIGURATION
Near Parking Brake Control

(f)
On Electrical Panel
(g)
Rev. 4
2-16 DATE: 18 June 2009
A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
On Aft Cabin Wall

(h)
(i)
Near Each Fuel Tank Filler Cap

(j) STD RANGE CONFIGURATION
(j1) LONG RANGE CONFIGURATION
Near Each Oil Tank Filler Cap

(k)
Rev. 4
DATE: 18 June 2009 2-17
A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68 R
Inside Crew Door

(l)
Near Right Engine Turn Off lever on Crew Door Inside

(m)
Near Crew Door Emergency Unlock Push-Button

(n)
Near crew door handle

(o)

A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
Inside and Outside Crew Door and Passengers’ Door.

(p)
Outside Crew Door, Near Interlock Button

(q)
On Upper Side of Cabin Window Opposite Cabin Door.

(r)
On Cabin Wall Just Forward Right Engine Turn Off lever:

(s)

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68 R
Near Emergency Gear Extention Handle:

(t)
Near Landing Gear Selector Lever:

(u)
Rev. 8
A.F.M. P/N NOR10.707-30B
Section 2
P.68 R LIMITATIONS
If the aircraft is equipped with optional seats as per Mod.P68/175:

P/N 8.1203-403 pilot seat
P/N 8.1203-405 co-pilot seat
P/N 8.1201-403 second row seats
In full view of Pilot:
(v)
On Quick Release Pin of the Pilot, Copilot, Third and Fourth Seat
Backs
(w)

A.F.M. P/N NOR10.707-30B
Section 2
LIMITATIONS P.68 R

A.F.M. P/N NOR10.707-30B
Section 3
P.68 R EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE
3.1 GENERAL 3-1
3.2 AIRSPEED FOR SAFE OPERATION 3-2
3.3 ENGINE FAILURE DURING TAKE-OFF

(Speed below 62 KIAS) 3-2
(Speed above 62 KIAS) 3-3
3.5 ENGINE FAILURE DURING CRUISE FLIGHT 3-4
3.6 INFLIGHT ENGINE SECURING PROCEDURE 3-5
3.7 ENGINE IN-AIR RESTART 3-5
3.8 SINGLE ENGINE APPROACH AND LANDING 3-7
3.9 SINGLE ENGINE GO-AROUND. 3-8
3.10 ENGINE FIRE DURING GROUND OPERATION 3-8
3.11 INFLIGHT ENGINE FIRE 3-9
3.12 ELECTRIC OR CABIN FIRE DURING GROUND

OPERATION 3-9
3.13 IN-FLIGHT ELECTRIC OR CABIN FIRE 3-9

A.F.M. P/N NOR10.707-30B
Section 3
EMERGENCY PROCEDURES P.68 R
SECTION 3
PARAGRAPH PAGE
3.14 SINGLE ALTERNATOR FAILURE 3-10
3.15 DUAL ALTERNATOR FAILURE 3-10
3.16 COMPLETE ELECTRICAL FAILURE 3-11
3.17 CROSSFEED PROCEDURE 3-12
3.18 STATIC SOURCE MALFUNCTION 3-13
3.19 SPINS 3-14
3.20 LANDING GEAR EMERGENCY PROCEDURES 3-15
3.21 EMERGENCY EXITS 3-17

A.F.M. P/N NOR10.707-30B
Section 3
SECTION 3
3.1 GENERAL
The recommended procedures for various types of emergencies
and critical situations are provided in this section. All the required
emergency procedures and those necessary for operation of the aircraft as
determined by its operating and design features are presented.
This section consists of an abbreviated emergency check list
which supplies critical situation action sequences. Pilots should familiarize
themselves with the procedures given in the section in order to be prepared
to take appropriate action when an emergency situation arises.
NOTE
Refer to Section 8 of this Flight Manual for

amended operating limitations, operating
procedures, performance data and other
necessary information for aircraft equipped with
specific options.

A.F.M. P/N NOR10.707-30B
Section 3
3.2 AIRSPEED FOR SAFE OPERATION
(a) Minimum Control Speed 62 KIAS
(b) One Engine Inoperative Best Angle-of-Climb Speed 76 KIAS
(c) One Engine Inoperative Best Rate-of-Climb Speed 88 KIAS
(d) Take-off rotation speed at M.T.O.W. 65 KIAS
(e) Single engine Approach Speed 90 KIAS

(Speed below 62 KIAS)
(a) Throttles CLOSE IMMEDIATELY
(b) Brakes AS REQUIRED

Stop straight ahead.
If insufficient runway remains for a safe stop:
(c) Fuel Selector Valves ENG. SHUT-OFF

(d) Gang Bar OFF
(LH Field; Master; RH Field switches)
Maneuver to avoid obstacles.

A.F.M. P/N NOR10.707-30B
Section 3

(Speed above 62 KIAS)
1. Runway still available for landing
(a) Throttles CLOSE.
(b) Directional Control MANTAIN
(c) As Soon As Possible LAND
2. No runway available for landing
(a) Airspeed CHECK 65 KIAS min.
(b) Directional Control MANTAIN

(not more than 5 deg. bank toward
operative engine, rudder as required
for heading control)
(c) Mixtures FULL RICH
(d) Propellers FULL FORWARD
(e) Throttles FULLY OPEN
(f) Landing Gear UP
(g) Airspeed ESTABLISH 76 KIAS
When clear of obstacles
(h) Inoperative Engine

- Throttle CLOSE
- Propeller FEATHER
- Mixture IDLE CUT-OFF
(i) Flaps UP
(at a safe height)

A.F.M. P/N NOR10.707-30B
Section 3
(j) Climb Speed 88 KIAS
(k) Trims AS REQUIRED
(l) Inoperative Engine SECURE

see para 3.6
(m) As Soon As Practical LAND
3.5 ENGINE FAILURE DURING CRUISE FLIGHT
(a) Directional Control MANTAIN

(Retard operative engine throttle if
necessary to maintain control)
(b) Airspeed ATTAIN 88 KIAS min
(c) Trims ADJUST
(d) Inoperative Engine IDENTIFY and VERIFY

- Engine Air Start ATTEMPT
see para 3.7
If air start is unsuccessful
- Engine Securing Procedure COMPLETE
see para 3.6
(e) Operative Engine - Throttle ADJUST

(as required)
(f) Operative Engine - Fuel Selector ON
(see also Crossfeed Procedure para.3.17)
(g) As Soon As Possible LAND

A.F.M. P/N NOR10.707-30B
Section 3
3.6 INFLIGHT ENGINE SECURING PROCEDURE
(a) Throttle CLOSE
(b) Propeller FEATHER
(c) Mixture IDLE CUT-OFF
(d) Fuel Selector Valve ENG. SHUT-OFF
(e) Alternator Switch OFF
(f) Auxiliary Fuel Pump OFF
(g) Magneto Switch OFF
(h) Electrical Load REDUCE

to minimum required
(i) Crossfeed AS REQUIRED
3.7 ENGINE IN-AIR RESTART
(a) Fuel Selector ON
(b) Magneto Switch ON
(c) Auxiliary Fuel Pump ON
(d) Throttle FORWARD

approximately ½ inch
(e) Propeller FULL FORWARD
(f) Mixture RICH

until a fuel flow is indicated,
then IDLE CUT-OFF
(g) Starter PRESS

A.F.M. P/N NOR10.707-30B
Section 3
when engine starts,

RELEASE starter and MOVE
Mixture toward FULL RICH
(h) Auxiliary Fuel Pump OFF
(i) Alternator ON
NOTE
If start is unsuccessful, turn inoperative engine

magneto switches OFF, retard mixture to IDLE
CUT-OFF, open throttle fully, and engage starter
for several revolutions. Then repeat airstart
procedure.

A.F.M. P/N NOR10.707-30B
Section 3
3.8 SINGLE ENGINE APPROACH AND LANDING
(a) Inoperative Engine SECURE

See para. 3.6
(b) Operative Engine

- Fuel Selector BOTH ON,
FEEDING OPERATIVE ENGINE
- Mixture FULL RICH
- Propeller FORWARD
- Auxiliary Fuel Pump ON
(c) Flaps (Approach) 15°
(d) Airspeed 90 KIAS min
When landing assured:
(e) Landing Gear DOWN
(f) Landing Gear Position Indicator Lights:

- Green Light: CHECK ON
- Red Light: CHECK OFF
(g) Flaps AS REQUIRED

A.F.M. P/N NOR10.707-30B
Section 3
EMERGENCY PROCEDURES P.68R
3.9 SINGLE ENGINE GO-AROUND
(a) Power 2700 RPM - FULL THROTTLE
(b) Flaps 15°
When a positive climb is attained
(c) Landing Gear UP
(d) Flaps UP
(e) Trims ADJUST FOR CLIMB

not more than 5° bank toward
operative engine
(f) Airspeed 76 KIAS
until clear of obstacles
THEN 88 KIAS
3.10 ENGINE FIRE DURING GROUND OPERATION
(a) Fuel Selector both ENG. SHUT-OFF
(b) Mixture both IDLE CUT-OFF
(c) Throttles both CLOSE
(d) Brakes AS REQUIRED
(e) Radio CALL FOR ASSISTANCE
(f) Gang Bar PUSH for OFF

(g) As Soon As Possible EVACUATE AIRCRAFT

(after standstill) see para. 3.21
Rev. 9
3-8 DATE: 10 May 2010
A.F.M. P/N NOR10.707-30B
Section 3
3.11 INFLIGHT ENGINE FIRE
(a) Affected Engine IDENTIFY and SECURE

See para. 3.6
(b) Windshield Defroster OFF
(c) As Soon As Practically Possible LAND
WARNING
If fire goes out, do not attempt to restart engine.
3.12 ELECTRIC OR CABIN FIRE DURING

GROUND OPERATION
(a) Throttles CLOSE
(b) Mixture Levers IDLE CUT-OFF

(c) Gang Bar PUSH for OFF
(d) Brakes AS REQUIRED
(e) As Soon As Possible EVACUATE AIRCRAFT

If possible, attempt to deal with fire using fire extinguisher located
between pilot and copilot seat.
3.13 IN-FLIGHT ELECTRIC OR CABIN FIRE
(a) Fire Source ATTEMPT TO ISOLATE

Use fire extinguisher located
between pilot and copilot seat
(b) Electrical Load REDUCE to minimum
(c) Cabin Ventilating Outlets OPEN
(d) As Soon As Practically Possible LAND

A.F.M. P/N NOR10.707-30B
Section 3
3.14 SINGLE ALTERNATOR FAILURE

(ALT. OFF Warning light illuminated)
(a) Affected Alternator CHECK OUTPUT

If output is normal, disregard light and have the system checked after
landing.
If output is zero, insufficient or fluctuating, switch the Alternator

OFF and PULL the relative breaker.
3.15 DUAL ALTERNATOR FAILURE

(Both ALT. OFF Warning lights illuminated)
(a) Electrical Load REDUCE

to essential load
Proceed as for single alternator failure to use at least one alternator.

WARNING
If both alternators have been switched OFF, the

battery will maintain the essential load for
approximately 32 minutes.
Land as soon as possible.
VHF transmission should be restricted to a
maximum of 6 minutes during total flight.
WARNING
In case of a dual alternator failure, operate
landing gear emergency extension to lower the
landing gear.

A.F.M. P/N NOR10.707-30B
Section 3
3.16 COMPLETE ELECTRICAL FAILURE

Operating flight instruments:
(a) Airspeed Indicator (Std.by)
(b) Altimeter (Std.by)
(c) Magnetic Compass
NOTE
(Bus OFF and Battery Operative)
VHF1 System can be powered directly from

battery by switching "COM1/NAV1" Emergency
power ON. Loudspeaker is inoperative -
Headset(s) must be worn.
CAUTION
Flaps cannot be lowered in case of complete

electrical failure.
WARNING
Stall warning becomes inoperative.

A.F.M. P/N NOR10.707-30B
Section 3
3.17 CROSSFEED PROCEDURE
(a) Right Tank to Left Engine (Right Engine Shut-Off)

- LH Fuel Selector RIGHT TANK
- RH Fuel Selector ENG. SHUT-OFF
(b) Left Tank to Right Engine (Left Engine Shut-Off)

- RH Fuel Selector LEFT TANK
- LH Fuel Selector ENG. SHUT-OFF
(c) Right Tank to both Engines

- RH Fuel Selector RIGHT TANK
- LH Fuel Selector RIGHT TANK
(d) Left Tank to both Engines

- RH Fuel Selector LEFT TANK
- LH Fuel Selector LEFT TANK

A.F.M. P/N NOR10.707-30B
Section 3
3.18 STATIC SOURCE MALFUNCTION
(a) Alternate Source Valve OPEN
NOTE
The press-and-turn type alternate source valve is

located on the left side of the control pedestal.
The corrections to be applied to altitude and
airspeed indications do not exceed -30 ft and -4
Kts respectively.

A.F.M. P/N NOR10.707-30B
Section 3
3.19 SPINS
All spins are prohibited. In the event an unintentional spin is
initiated, recovery can be accomplished by immediately using the
following procedure.
(a) Retard both throttles to the idle position.
(b) Apply full rudder in the opposite direction to the spin.
(c) Push control wheel fully forward.
(d) Maintain controls in this position until the spin stops, then
centre the rudder.
(e) Recover from dive by smoothly pulling the control wheel

back. No abrupt control movement should be used during
recovery from the dive, as the maneuvering speed and
positive maneuvering load factor limit may be exceeded.
NOTE
The aircraft has not been spin flight tested. The

above recommended procedure is based entirely
upon theoretical studies.

A.F.M. P/N NOR10.707-30B
Section 3
3.20 LANDING GEAR EMERGENCY PROCEDURES
1) LANDING GEAR WILL NOT EXTEND
a. Airspeed BELOW 100 KIAS
b. Landing Gear Lever DOWN
c. Hydraulic Pump Breaker PULL
d. Emergency T-Handle safety guard LIFT
e. Emergency Gear Extension T-Handle PULL
f. Landing Gear Position Indicator Lights:
- Green Lights CHECK ON
- Red Light CHECK OFF
WARNING
The landing gear can not be retracted in flight

once the emergency gear extension T-handle
has been pulled. Ground Servicing is required.

A.F.M. P/N NOR10.707-30B
Section 3
LANDING GEAR WILL NOT RETRACT
a. Landing Gear Lever DOWN
b. Landing Gear Position Indicator Lights:
c. Airspeed BELOW 100 KIAS
d. As Soon As Practical LAND

A.F.M. P/N NOR10.707-30B
Section 3
3.21 EMERGENCY EXITS

Use of the cabin door and crew door as emergency exits for
ground emergency evacuation is illustrated in the figure 3.22 below.
Figure 3.22
EMERGENCY EXITS

A.F.M. P/N NOR10.707-30B
Section 3
WARNING
During evacuation ensure that the right engine is
stopped before opening the crew door.
WARNING
In case of emergency, unless the right engine is shut
off by pilot using primary engine shut off switch or
by crew using “crew-door emergency turn off lever
switch”, the crew door will not open with engine
running.
WARNING
Prior to fly, before starting the engines, the pilot
must brief passengers on emergency evacuation
procedures.
NOTE
As a consequence of the use of the emergency crew
door evacuation system, a system’s restore must be
carried out by maintenance personnel.

A.F.M. P/N NOR10.707-30B
Section 4
P.68 R NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE
4.1 GENERAL 4-1
4.2 AIRSPEED FOR SAFE OPERATION 4-2
4.3 SAFETY TIPS 4-3
4.4 PRE-FLIGHT CHECK LIST 4-5
4.5 BEFORE STARTING ENGINES 4-12
4.6 ENGINE START 4-13
4.6.1 ENGINE START WITH A/C BATTERY 4-13
4.6.2 ENGINE START WITH EXTERNAL POWER 4-15
4.7 BEFORE TAXI 4-16
4.8 TAXIING 4-17
4.9 BEFORE TAKE-OFF (Runup) 4-18
4.10 BEFORE TAKE-OFF (Final Items) 4-19
4.11 TAKE-OFF AND CLIMB 4-20

A.F.M. P/N NOR10.707-30B
Section 4
NORMAL PROCEDURES P.68 R
SECTION 4
NORMAL PROCEDURES
PARAGRAPH PAGE
4.12 CRUISE 4-20
4.13 FLIGHT IN (INADVERTENTLY

ENCOUNTERED) ICING CONDITIONS 4-21
4.14 BEFORE LANDING 4-23
4.15 BALKED LANDING 4-24
4.16 AFTER LANDING 4-24
4.17 SECURING AIRCRAFT 4-25
4.18 NOISE LEVEL 4-26
Rev. 9
4-ii DATE: 12 May 2010
A.F.M. P/N NOR10.707-30B
Section 4
SECTION 4
NORMAL PROCEDURES
4.1 GENERAL
This section describes recommended procedures for conducting
normal operations in the P68R aircraft. Necessary operational procedures,
as determined by the aircraft operating and design features, are presented.
This section consists of an abbreviated check list which supplies
an action sequence for normal procedures.
Pilots should familiarize themselves with the procedures given in
this section, in order to become proficient in the normal operations of the
aircraft.
NOTE
Refer to Section 8 of this Flight Manual for

amended operating limitations, operating
procedures, performance data and other
necessary information for aircraft equipped with
specific options.

A.F.M. P/N NOR10.707-30B
Section 4
NORMAL PROCEDURES P.68R

The following airspeeds are those which are significant for safe
operation of the aircraft. The figures are for standard aircraft flown at
maximum gross weight under normal conditions at sea level. For
additional airspeed information see Section 2.
(a) Maximum Structural Cruising Speed (VNO) 161 KIAS
(b) Design Manoeuvring Speed (VA) 129 KIAS
(c) Maximum Flap Extended Speed (VFE)

0° to 15° 157 KIAS
15° to 30° 143 KIAS
30° to 35° 103 KIAS
(d) Best Rate of Climb Speed (VY) 88 KIAS
(e) Best Angle of Climb Speed (VX) 76 KIAS
(f) Final Approach Speed (VREF) 78 KIAS
(g) Air Minimum Control Speed (VMCA) 62 KIAS
(h) Maximum Gear Extension Speed: VLO (Extension) 135 KIAS
(h1) Maximum Gear Retraction Speed: VLO (Retraction) 105 KIAS
(i) Maximum Gear Extended Speed: VLE 135 KIAS
(j) Maximum Demonstrated Crosswind Velocity 25 KTS
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 4
4.3 SAFETY TIPS

The aircraft should be given a thorough internal and external pre-
flight check. The pre-flight should include determination of aircraft
operational status, a check that necessary papers and documents are on
board and in order, and a calculation of weight and C.G. limits, takeoff
distance and inflight performance.
Baggage should be weighed, stowed, and secured. A weather
briefing for the intended flight path should be obtained, and other factors
relating to a safe flight should be checked before takeoff.
Before flying, a pilot should complete a personal check list that
includes the following items:
(a) A current proper license.
(b) Sufficient recovery time from debilitating drugs or

medication.
(c) No alcohol in the past eight hours.
(d) Proper physical condition (no colds, etc.).
(e) Emotional condition (ability to devote full concentration to

flight).
(f) Sufficient rest for fatigue recovery.
(g) No debilitating temporary physical injuries and/or

disabilities.
(h) Head-Sets check for presence and operational.
(i) Spare pair of glasses if required.

A.F.M. P/N NOR10.707-30B
Section 4
Figure 4-1
WALK AROUND

A.F.M. P/N NOR10.707-30B
Section 4
4.4 PRE-FLIGHT CHECK LIST

Remove external control surface locks if inserted.
NOTE
(Only for aircraft not embodying the change No. MOD.P68/207)
Before using external power source, select battery switch OFF.
NOTE
(Only for aircraft embodying the change No. MOD.P68/207)
Plugging and turning ON the external power source will result
in a battery charge process. Be aware of the battery state of
charge since it is not checked. Refer to the battery service
manual for any guidance or maintenance procedure.
COCKPIT
(a) Parking Brake SET
(b) Aircraft Documents CHECK
(c) Head-Sets CHECK
(d) Flight Controls FREE and CORRECT MEVEMENT
(e) Trim Controls NEUTRAL
(f) Static Source NORMAL
(g) Electrical Switches OFF
(h) Avionics OFF
(i) Circuit Breaker IN
(j) VHF1 P.S. Switch CHECK THAT VHF1 SYSTEM
IS POWERD WHEN THE
COM1-NAV1 EMERGENCY
POWER SUPPLY SWITCH IS
SELECTED TO “EMERG. SUPPLY”
(k) Head-Sets CHECK for OPERATIONAL
(l) Battery Switch ON
(m) Map Light Switch Internal Lamp CHECK ON
(n) Map Light CHECK for OPERATION
Rev. 5
DATE: 17 June 2009 4-5
A.F.M. P/N NOR10.707-30B
Section 4
(o) Annunciator TEST

(p) Fuel Quantity Gauge CHECK READINGS
(q) Flaps CHECK UP
(r) Landing Gear Switch CHECK DOWN
(s) NAV Lights ON
(t) Anti-collision Lights ON
(u) Alternate Static Source PRESS TO DRAIN
then RELEASE
(v) Magneto Switches CHECK OFF

(w) Throttles CHECK IDLE
(x) Propellers CHECK FORWARD
(y) Mixtures CHECK IDLE CUT-OFF
(z) ELT Remote Switch CHECK THAT REMOTE
SWITCH IS SET TO ARM
Should an operational check for the ELT be desired, carry out the
“FUNCTIONAL TESTING” in accordance with the procedure in the
relevant applicable manufacturer’s documentation.
(aa) Right Engine Turn Off Lever CHECK THAT LEVER IS SET
and its guard TO REARWARD POSITION
AND ITS GUARD SECURED
WITH SAFETY WIRE

A.F.M. P/N NOR10.707-30B
Section 4
LEFT WING
(a) Surface Condition CHECK
(b) Inboard Leading Edge Condition CHECK
(c) Oil Cooler CLEAR
(c1) Engine Air Intake CLEAN and SECURED
(c2) Engine Air Intake Filter CHECK FOR DAMAGE
Less than 50%
CONTAMINATION
(d) Nacelle Locking Screws CHECK and SECURE
(e) Propeller and Spinner CHECK
(f) Exhaust Pipes CHECK
(g) Fuel Filter Drain DRAIN
(h) De-ice Boot (if installed) CHECK
(i) Taxi/Landing Lights CHECK
(j) Tie Down Rope (if installed) UNTIE
(k) Wing Tip CHECK
(l) Navigation Light CHECK
(m) Anti-collision Light CHECK
(n) Static Wicks CHECK
(o) Fuel Tank Cap CHECK SECURE
(p) Aileron CHECK
(q) Fuel Tank Vent CLEAR
(r) Flap CHECK
(s) Control Lock (if installed) REMOVE
(t) HF Antenna (if installed) CHECK SECURE
and INTEGRITY

A.F.M. P/N NOR10.707-30B
Section 4
FUSELAGE (LEFT SIDE)

(a) General Condition CHECK
(b) Entrance Door CHECK
(c) Windows CHECK
(d) VHF / ADF Antenna CHECK
(e) Left Main Landing Gear / doors CHECK
Examine shock absorber for evident pressure drop,
inspect tire for creeping and general conditions,
and check Left MLG doors for general conditions.
CHECK
(f) Aircraft left side
pitch attitude
(g) Static Port CLEAR

(h) Brakes Lines Condition CHECK
(i) Chock REMOVE
(j) Tie Down Rope (if installed) UNTIE
HF Antenna (if installed) CHECK SECURE
and INTEGRITY

A.F.M. P/N NOR10.707-30B
Section 4
EMPENNAGE
(a) Surface Condition CHECK
(b) Empennage De-Ice Boots (if installed) CHECK
(c) Rudder CHECK
(d) Rudder Trim Tab CHECK
(e) Stabilator Trim Tab CHECK
(f) Anti-collision Light CHECK
(g) VOR Antenna CHECK
(h) Control Locks (if installed) REMOVE
(i) HF Antenna (if installed) CHECK SECURE
and INTEGRITY
(j) Bank attitude CHECK

A.F.M. P/N NOR10.707-30B
Section 4
FUSELAGE (RIGHT SIDE)

(b) Windows CHECK
(c) Right Main Landing Gear / doors CHECK
and check Right MLG doors for general conditions.
(d) Static Port CLEAR
(e) Brake Lines Condition CHECK
(f) Chock REMOVE
(g) Rear Door SECURE AND LOCKED
(h) ELT Unit, ELT Antenna REMOVE UPPER

SECTION OF BAGGAGE
COMPARTMENT
BULKHEAD, AND CHECK
ELT ANTENNA AND
CONNECTOR FOR
SECURITY.
REINSTALL BULKHEAD
SECTION.
CHECK ELT UNIT
INSTALLATION FOR
GENERAL CONDITION
AND SECURITY.
ENSURE ELT HEADER
SWITCH IS SET TO ARM
(i) Crew Door CHECK
(j) Antennas CHECK

A.F.M. P/N NOR10.707-30B
Section 4
RIGHT WING
Same as Left Wing Check in reverse order.
(Add Checks for stall warning detector)
NOSE SECTION
(b) Windshield and Windows CHECK
(c) Pitot Tube(s) CHECK
(d) Nose Gear / doors CHECK
and check NLG doors for general conditions.
Remove the inspection covers on the nose cone and perform :
(e) Emergency Landing Gear blow down bottle CHECK
PRESSURE IN
GREEN ARC
(f) Hydraulic fluid reservoir level CHECK
Reinstall the inspection cover on the nose cone.
(g) Nose Cone CHECK SECURED
(h) Chock REMOVE
CAUTION
If fluid de-frosting preparations are used to clear
ice and snow from wing and tail surfaces, ensure
that the solutions do not contaminate the control
surfaces ball bearings as this can lead to seizure.

A.F.M. P/N NOR10.707-30B
Section 4
4.5 BEFORE STARTING ENGINES
(a) Pre-flight COMPLETE

(b) Entrance Door and Crew Door CLOSED and SECURE
(c) Passenger Briefing COMPLETE
(d) Seats ADJUST
(e) All Seat Back Rests Quick Release Pins SECURE
(only for A/C equipped with optional
seats as per change No. Mod.p68/175)
(f) Belts and Harnesses SECURE
(g) Parking Brake TEST and SET
(h) Auxiliary Fuel Pumps OFF
(i) Altimeter and Clock SET
(j) Throttles OPEN ½ INCH
(k) Propellers FULL FORWARD
(l) Mixtures IDLE CUT-OFF
(m) Fuel Selector RH ENG.-RH TANK
LH ENG.-LH TANK
(n) Battery and Alternators ON

(o) Fuel Quantity Indicator CHECK
(p) Landing Gear Switch CHECK DOWN
(q) Circuit Breakers IN
(r) Voltmeter CHECK
(s) Landing Gear Position indicator Lights
(t) Strobe Light ON
(u) Cockpit Light AS REQUIRED

A.F.M. P/N NOR10.707-30B
Section 4
(v) Avionics OFF

(z) Trim Tabs CHECK and SET FOR T/O
(aa) Alternate Air Controls OFF
4.6 ENGINE START (Left Engine First)

First engine start may be made using either the aircraft battery or
an external power unit. When starting on the external power unit, the
battery and both alternators must be switched OFF.
4.6.1 ENGINE START WITH A/C BATTERY
(a) Battery and Alternators CHECK ON

(b) Left Magneto Switch ON
(c) Auxiliary Fuel Pump ON
(d) Mixture Control RICH until a stabilized fuel flow
is indicated then IDLE CUT OFF
(e) Propeller CHECK CLEAR

(f) Starter ENGAGE
CAUTION
Do not crank for more than 10 seconds. Wait at

least 20 seconds to cool-down between attempts.
Repeat up to 6 times, then let starter cool for 30
minutes.

A.F.M. P/N NOR10.707-30B
Section 4
NOTE
In the event of backfire during engine start-up,

shut down the engine and check the entire intake
system for security and damage before flight. In
this case the downstream face of the foam
element will show charring. Replace any
damaged element.
(g) Mixture Control ADVANCE as engine starts

(h) Magneto Switches ON
(i) Oil Pressure CHECK RISING
WARNING
Oil pressure should rise within 30 seconds,

except in very cold weather, when it may take
somewhat longer.
If the oil pressure gauge does not show any
indication, shut down the engine and
investigate.
(j) Starter Light CHECK OFF

(k) Auxiliary Fuel Pump OFF
(l) Throttle 1000 RPM
(m) Right Engine REPEAT as for first engine
(n) Alternators CHECK
(o) One VHF COMM ON and SET

A.F.M. P/N NOR10.707-30B
Section 4
4.6.2 ENGINE START WITH EXTERNAL POWER

Only for aircraft not embodying the change No. MOD.P68/207
(a) Battery and Alternators OFF
(b) External Power Source CONNECT/ON
Only for aircraft embodying the change No. MOD.P68/207

(a) Alternators OFF
(b) External Power Source CONNECT/ON
(b1) Battery Master Switch ON
For all the aircraft

(c) Left Magneto Switch ON
(d) Auxiliary Fuel Pump ON
(e) Mixture Control RICH until a stabilized fuel flow
is indicated then IDLE CUT OFF
(f) Propeller CLEAR
(g) Starter ENGAGE
CAUTION
Do not crank for more than 10 seconds. Wait at
least 20 seconds to cool-down between attempts.
Repeat up to 6 times, then let starter cool for 30
minutes.
NOTE
In the event of backfire during engine start-up,
shut down the engine and check the entire intake
system for security and damage before flight. In
this case the downstream face of the foam element
will show charring. Replace any damaged
element.
(h) Mixture Control ADVANCE as engine starts

(i) Magneto Switches ON
(j) Oil Pressure CHECK RISING
Rev. 5
DATE: 17 June 2009 4-15
A.F.M. P/N NOR10.707-30B
Section 4
WARNING
Oil pressure should rise within 30 seconds,
except in very cold weather, when it may take
somewhat longer.
If the oil pressure gauge does not show any
indication, shut down the engine and
investigate.
(k) Starter Light CHECK OFF

(l) Auxiliary Fuel Pump OFF
(m) Throttle 1000 RPM
(n) Right Engine REPEAT as for first engine
(o) External Power Source OFF/REMOVE
(p) Battery
(only for aircraft not embodying
the change No. MOD.P68/207) ON
(q) Alternators ON and CHECK
(r) One VHF COMM ON and SET
4.7 BEFORE TAXI
(a) Battery and Alternators Switches CHECK ON

(b) Navigation Lights AS REQUIRED
(c) Taxi/Landing Lights AS REQUIRED
(d) Gyro Instruments SET
(e) Altimeter SET
(f) Radios ON, SET & CHECK
(g) Flaps CHECK FULL RANGE

then UP
(h) Brakes RELEASE
Rev. 5
4-16 DATE: 17 June 2009
A.F.M. P/N NOR10.707-30B
Section 4
4.8 TAXIING
(a) Brakes CHECK

(b) Throttle AS REQUIRED
(c) Flight Instruments CHECK
(d) Gyro Instruments CHECK

A.F.M. P/N NOR10.707-30B
Section 4
4.9 BEFORE TAKE-OFF (Run up)

(b) Fuel Selectors RH ENG.-RH TANK
LH ENG.-LH TANK
(c) Auxiliary Fuel Pumps OFF

(d) Mixture Control FULL RICH
(e) Propellers FULL FORWARD
(f) Alternate Air OFF
(g) Throttles 1200 RPM
(h) Left Engine:
(1) Throttle ADVANCE to 1500 RPM
(2) Alternator Output CHECK
(3) Vacuum Gauge (4.5 to 5.2"Hg) VERIFY
(if installed)
(4) Propeller CHECK feathering at 1000 RPM;
return to 1500 RPM.
NOTE
Check oil pressure decreases and manifold
pressure increases during deceleration to
1000 RPM.
Check oil pressure increases and manifold
pressure decreases during acceleration to
1500 RPM.
(5) Mixture CHECK

(6) Alternate Air ON, then OFF again
(7) Throttle ADVANCE to reach 2100 RPM
(8) Magnetos CHECK 175 RPM Max Drop;
50 RPM Max Differential
100 RPM Normal Drop
(9) Throttle 1200 RPM
(h) Right Engine: REPEAT as for left engine

A.F.M. P/N NOR10.707-30B
Section 4
4.10 BEFORE TAKE-OFF (Final Items)
(a) Auxiliary Fuel Pumps ON

(b) Ice Protection (if installed) AS REQUIRED
NOTE
Flight in known icing conditions is prohibited.
(c) Flight Instruments SET and CHECK

(d) Engine Instruments CHECK green ARC
(e) Alternate Air OFF
WARNING
When flying in a high humidity environment

at any air temperature, open the engine
alternate air doors.
(f) Annunciator CLEAR

(g) Rudder Trim SET
(h) Longitudinal Trim SET for TAKE-OFF
(White Arc)
(i) Flaps 15°

(j) Doors Locked, Seat Belts Fastened CHECK
(k) Quadrant Friction ADJUST
(l) Flight Controls CHECK for free and
full TRAVEL
(m) MIXTURE Control FULL RICH
(n) PROPELLERS FULL FWD
(o) Parking Brake RELEASE

A.F.M. P/N NOR10.707-30B
Section 4
4.11 TAKE-OFF AND CLIMB
(a) Directional Gyro SET

(b) Brakes APPLY
(c) Throttles FULLY OPEN
to maintain 2700 RPM
before brake release
(d) Brakes RELEASE
VMC = 62 KIAS
(e) Rotation 65 KIAS min.
(at M.T.O.W.)
(f) Airspeed accelerate to 76 KIAS

until above 50 ft
(g) Brakes APPLY and RELEASE
just before landing gear retraction
(h) Landing Gear UP when positive rate climb is

(below 105 KIAS) established
(i) Flaps UP, at safe altitude
(j) Auxiliary Fuel Pumps OFF, at safe altitude
(k) Climb Power SET
(l) Mixtures SET
(m) Best Rate of Climb Speed 88 KIAS
4.12 CRUISE
(a) Cruise Power SET

(b) Mixtures LEAN for smooth operations
(EGT below 1380°F)
(c) Engine Instruments CHECK
(d) Cabin Air Controls AS REQUIRED
Rev. 8
A.F.M. P/N NOR10.707-30B
Section 4
4.13 FLIGHT IN (INADVERTENTLY

ENCOUNTERED) ICING CONDITIONS
THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE
TO SEVERE IN-FLIGHT ICING:
Visible rain at temperature below +5 degrees Celsius ambient air
temperature.
Droplets that splash or splatter on impact at temperatures below
+5 degrees Celsius ambient air temperature.
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT:
These procedures are applicable to all flight phases from takeoff
to landing. Monitor the ambient air temperature. While severe icing may
form at temperatures as cold as - 18 degrees Celsius, increased vigilance is
warranted at temperatures around freezing with visible moisture present. If
the visual cues specified in the Limitations Section of the AFM for
identifying severe icing conditions are observed, accomplish the following:
Immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the severe icing conditions in
order to avoid extended exposure to flight conditions more severe than
those for which the aircraft has been certificated.
Avoid abrupt and excessive maneuvering that may exacerbate
control difficulties.
Do not engage the autopilot (if installed).
If the autopilot (when installed and operating) is engaged, hold
the control wheel firmly and disengage the autopilot.
If an unusual roll response or uncommanded roll control
movement is observed, reduce the angle-of-attack.
Do not extend flaps when holding in icing conditions. Operation
with flaps extended can result in a reduced wing angle-of-attack, with the
possibility of ice forming on the upper surface further aft on the wing than
normal, possibly aft of the protected area.
Execute slightly movements of flight controls, trim and
propellers’ pitch before ice accretions.

A.F.M. P/N NOR10.707-30B
Section 4
If the flaps are extended, do not retract them until the airframe is
clear of ice.
Report these weather conditions to Air Traffic Control.
NOTE
When flying in a high humidity environment at

any air temperature, open the engine alternate
air doors.
(In visible moisture and at temperatures below + 5°C)
(a) Pitot Heat ON

(b) Stall Detector Heat ON
(c) Surface De-Icing (if installed) AS REQUIRED
(d) Propeller Ice Protection Switch ON
(if installed)
NOTE
Do not operate pneumatic surface deicers more

than once per minute (if installed)

A.F.M. P/N NOR10.707-30B
Section 4
P68R NORMAL PROCEDURES
4.14 BEFORE LANDING
(a) Fuel Selector RH ENG.-RH TANK

LH ENG.-LH TANK
(b) Auxiliary Fuel Pumps ON

(e) Flaps (below 157 KIAS) DOWN 15°
(f) Flaps (below 143 KIAS) DOWN 30°
(g) Landing Lights AS REQUIRED
(h) Landing Gear (below 135 KIAS) DOWN
(i) Landing Gear Position Indicator Lights
- Green Light CHECK ON
(j) Flaps (below 103 KIAS) DOWN 35°
(k) Approach Speed (Full Flaps) 78 KIAS min.
(l) Air Minimum Control Speed 62 KIAS
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 4
4.15 BALKED LANDING
(a) Power 2700 RPM

FULL THROTTLE
(b) Balked Landing Transition Speed 80 KIAS

(c) Flaps REDUCE to 15°
(d) Trim ADJUST for Climb
As soon as positive rate of climb is established
(e) Landing Gear (below 105 KIAS) UP
(f) Flaps RETRACT
when all obstacles are cleared
and safe altitude and airspeed
achieved
4.16 AFTER LANDING
(a) Brakes AS NECESSARY

after nose wheel touch down
After clearing runway:
(b) Flaps UP
(c) Auxiliary Fuel Pumps OFF
(d) Pitot Heat (if installed) OFF
(e) Propeller De-icing (if installed) OFF
(f) Radio and NAV Aids AS REQUIRED
(g) Heating and Ventilation AS REQUIRED
(h) Taxi / Landing Lights AS REQUIRED
Rev. 8
A.F.M. P/N NOR10.707-30B
Section 4
4.17 SECURING AIRCRAFT

(b) Set COM1 to 121.5MHz LISTEN FOR ELT SWEEP TONE
If tone is heard, perform the “Inadvertent ELT Activation”
procedure laid out in the relevant applicable manufacturer’s
documentation.
(c) Radio and NAV Aids OFF

(d) All Switches, except Battery,
Alternator and Magneto Switches OFF
(e) Throttles IDLE

(f) Propellers FORWARD
(g) Mixtures IDLE CUT-OFF
when there is a
decided drop in CHT
(h) Magneto Switches OFF
(i) Battery and Alternators OFF
(j) Fuel Selector OFF
(k) Control Locks (if required) INSTALL
(l) Tie Down Ropes (if required) TIE

A.F.M. P/N NOR10.707-30B
Section 4
NORMAL PROCEDURES P.68R
4.18 NOISE LEVEL

Increased emphasis on improving the quality of our environment
requires effort by the Pilots to minimize the effect of aircraft noise on the
public.
The noise level, determined according to ICAO Annex
16,Volume I, Chapter 10, for the P.68R at maximum continuous power
and at Maximum Take-Off Weight, is 78.8 dB(A).
The noise level, determined according to 14CFR Part 36
Appendix G regulations, for the P.68R at maximum continuous power and
at Maximum Take-Off Weight, is 78.8 dB(A).
NOTE
For U.S. registered aircraft:

No determination has been made by 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.
Rev. 9
4-26 DATE: 10 May 2010
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
PARAGRAPH PAGE
5.1 GENERAL 5-1
5.2 INTRODUCTION - PERFORMANCE CHARTS 5-1
5.3 FLIGHT PLANNING EXAMPLE 5-2
5.4 AIRSPEED CALIBRATION 5-8
5.5 ALTIMETER CORRECTION 5-9
5.6 ALTERNATE STATIC SOURCE 5-9
5.7 TEMPERATURE CORRECTION CHART 5-9
5.8 WIND COMPONENT 5-9
5.9 STALL SPEED 5-12
5.10 TAKE-OFF DISTANCE 5-13
5.11 TWIN ENGINE CLIMB - MCP CLIMB 5-15
5.12 ONE ENGINE INOPERATIVE CLIMB 5-17
5.13 BALKED LANDING CLIMB 5-19
5.14 TIME, FUEL AND DISTANCE TO CLIMB - MCP 5-21

CLIMB
Rev. 19
DATE: 23 April 2015 5-i
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
PARAGRAPH PAGE
CRUISE PERFORMANCE - BEST ECONOMY
5.15
MIXTURE
• SEA LEVEL 5-23
• 3000 FT 5-24
• 6000 FT 5-25
• 9000 FT 5-26
• 12000 FT 5-27
5.16 OPERATING ENVELOPE 5-28
5.17 RANGE PROFILE 5-29
5.18 TIME, FUEL AND DISTANCE TO DESCENT 5-31
5.19 LANDING DISTANCE TO CLEAR 50 FT 5-33

OBSTACLE
Rev. 19
5-ii DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
SECTION 5
PERFORMANCE
5.1 GENERAL
This section provides performance information applicable to the P.68R,
required by certification regulations and useful for flight planning.
Performance information associated with those optional systems and
equipment which required flight manual supplements are provided by Section
8 (Supplements).
5.2 INTRODUCTION - PERFORMANCE CHARTS

Performance data charts presented in this Section may be used to know what
to expect from the aircraft under various conditions, and also to facilitate the
planning of flights with reasonable accuracy.
The performance charts are unfactored and do not make any allowance for
varying degrees of pilot proficiency or airframe material or mechanical
deterioration.
NOTE
Performance loss should be expected when
incorporating external modifications causing a
significant increase in the aerodynamic drag.
Rev. 19
DATE: 23 April 2015 5-1
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
5.3 FLIGHT PLANNING EXAMPLE

This paragraph provides information to facilitate the flight planning by using
the pertinent performance data charts presented in this Section.
The following example illustrates the correct use of the performance charts.
NOTE
To obtain the fuel quantity in US Gal divide the
fuel quantity expressed in lbs by 6.01.
Associated Conditions:
AIRCRAFT
Take-Off Weight 4200 lbs
Usable fuel 587.3 lbs (97.7 US Gal)
TAKE-OFF AIRPORT
Outside Air Temperature 21°C (ISA +10°C)
Pressure altitude 2000 ft
Wind direction and speed 180° at 8 Kts
Runway direction 330°
CRUISE
Outside Air Temperature ISA
En-Route Distance 400 nM
ARRIVAL AIRPORT
Procedure:
Take-Off Distance
The measured take-off distances are reported as a function of ambient
temperature, including variations for weight change and wind influence.
1. Calculate the angle between wind direction and runway direction
180°-330°= -50°
2. Calculate the wind component parallel to runway (from Figure 5-3)
5 Kts - tailwind
Rev. 19
5-2 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
3. Enter Figure 5-5 at 21° OAT

4. Proceed horizontally right up to the 2000 ft airport altitude line
5. Proceed vertically downwards to the reference line
6. Follow the slope of the adiacent take-off lines until intersecting the
horizontal 4200 lbs line
horizontal 5 Kts - tailwind line
9. Proceed vertically downwards to obtain the required take-off distance of
1680 ft (512 m)
Rate of climb – AEO MCP climb
2. Proceed vertically upwards until intersecting the 2000 ft rate-of-climb
graph
3. Proceed horizontally right up to the reference line
4. Follow the slope of the adiacent rate of climb lines until intersecting the
vertical 4200 lbs line
5. Proceed horizontally right to obtain the AEO MCP rate of climb of 1170
ft/min
Rate of climb – OEI climb
1. Enter Figure 5-7 at 2000 ft airport altitude
2. Proceed horizontally right up to the rate of climb at ISA +10°C
4. Follow the slope of the adiacent rate-of-climb lines until intersecting the
5. Proceed vertically downwards to obtain the OEI rate of climb of 250
ft/min
Rate of climb – Balked landing climb
1. Enter Figure 5-8 at 2000 ft airport altitude
3. Proceed vertically downwards the reference line
ft/min
Rev. 19
DATE: 23 April 2015 5-3
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Time, Fuel and Distance to Climb – MCP climb

Time, fuel and distance to climb are determined by calculating the difference
between the airport and cruise conditions, thus the indicated procedure must
be followed twice: the first for the airport conditions and the second for the
cruise conditions.
1. Enter Figure 5-9 at the given altitude (airport or cruise)
2. Proceed horizontally right up to the time-to-climb line at given
temperature
4. Follow the slope of the adiacent time-to-climb lines until intersecting the
5. Proceed vertically downwards to obtain the time to climb at the given
altitude
6. Repeat the steps from 1 to 5 to calculate the fuel to climb at the given
altitude
7. Repeat the steps from 1 to 5 to calculate the distance to climb at the given
altitude
In this example the calculation gives the following results:
Airport Time to Climb 1.5 min
Cruise Time to Climb 5.2 min
Time to Climb 5.2 - 1.5 = 3.7 min
Airport Fuel to Climb 4.4 lbs
Cruise Fuel to Climb 13.9 lbs
Fuel to Climb 13.9 - 4.4 = 9.5 lbs (1.6 US Gal)
Airport Distance to Climb 3.0 nM
Cruise Distance to Climb 7.0 nM
Distance to Climb 7.0 - 3.0 = 4.0 nM
Time, Fuel and Distance to Descent
Time, fuel and distance to descent are determined by calculating the
difference between the cruise and landing airport conditions, thus the
indicated procedure must be followed twice: the first for the cruise conditions
and the second for the landing airport conditions.
1. Enter Figure 5-13 at the given altitude (cruise or airport)
2. Proceed vertically up to the time-to-descent line relating to selected R/S
and read the required time to descent
Rev. 19
5-4 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
3. Proceed vertically up to the fuel-to-descent line relating to selected R/S

and read the required fuel to descent
4. Proceed vertically up to the distance-to-descent line relating to selected
R/S and read the required distance to descent
In this example the calculation gives the following results, with a selected
R/S of 500 fpm:
Landing Airport Time to Descent 4.0 min
Cruise Fuel to Descent 12.5 min
Time to Descent 12.5 - 4.0 = 8.5 min
Landing Airport Fuel to Descent 3.5 lbs
Cruise Fuel to Descent 11.5 lbs
Fuel to Descent 11.5 - 3.5 = 8.0 lbs (1.3 US Gal)
Landing Airport Distance to Descent 12.1 nM
Cruise Distance to Descent 36.5 nM
Distance to Descent 36.5 - 12.1 = 24.4 nM
Cruise Performance – Best Economy Mixture
The cruise distance is obtained by subtracting the calculated distance to climb
and distance to descent from the total en-route distance:
Cruise Distance = En-route Distance - Climb Distance - Descent Distance
= 400 - 4.0 - 24.4 = 371.6 nM
The cruise power setting should be determined on the basis of the required
and available fuel load.
From the Cruise Performance Table (figure 5-10), at a cruise altitude of 6000
ft (ISA) and a power rating of 65.5% (2350 RPM and 22" Hg), the cruise
airspeed is 159 KTAS at MTOW. Due to the lower take-off weight the cruise
airspeed must be increased by 1 Kt.
From the same table, the fuel flow is 18.1 GPH (108.8 lbs/hr) total.
Cruise time and fuel may be calculated by the following formulas:
Cruise Time = Cruise Distance / Cruise Speed
= 371.6 / 160 = 2.32 hours or 139.3 min
Cruise Fuel = Fuel Flow x Cruise Time
= 18.1 x 2.32 = 42.0 US Gal (252.4 lbs)
Rev. 19
DATE: 23 April 2015 5-5
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Total Flight Time

The total flight time is determined by adding time to climb, cruise time, and
time to descent:
Total Flight Time = Time to Climb + Cruise Time + Time to Descent
= 3.7 + 139.3 + 8.5 = 151.5 min
Total Required Fuel
The total required fuel is obtained by adding fuel for start, taxi and take-off
(20 lbs), fuel to climb, cruise fuel, and fuel to descent:
Total Required Fuel = Fuel for Start, Taxi and Take-Off + Fuel to Climb +
Cruise Fuel + Fuel to Descent
= 20.0 + 9.5 + 252.4 + 8.0 = 289.9 lbs (48.2 US Gal)
Reserve Fuel
The reserve fuel is determined by subtracting the calculated total required
fuel from the usable fuel:
Reserve Fuel = Usable Fuel - Total Required Fuel
= 587.3 – 289.9 = 297.4 lbs (49.5 US Gal)
Reserve fuel must exceed 60 lbs to allow a minimum of 45 minutes of flight
time at 45% power (2200 RPM).
Landing Distance
The measured landing distances (over 50 ft obstacle) are reported as a
function of ambient temperature, including variations for weight change and
wind influence.
1. Calculate the landing weight by substracting the total required fuel from
the take-off weight
= 4200 - 289.9 = 3910.1 lbs
330°-300°= 30°
10 Kts - headwind
5. Proceed horizontally right up to the 2000 ft landing airport altitude line
7. Follow the slope of the adiacent landing distance lines until intersecting
the horizontal 3910 lbs line
Rev. 19
5-6 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE

horizontal 10 Kts - headwind line
10. Proceed vertically downwards to obtain the required landing distance of
1360 ft (414 m)
Rev. 19
DATE: 23 April 2015 5-7
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
5.4 AIRSPEED CALIBRATION
a. Airspeed Indicator System Error vs. I.A.S.
b. Airspeed Indicator System Error vs. C.A.S.
Figure 5-1
AIRSPEED CALIBRATION
Rev. 19
5-8 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.5 ALTIMETER CORRECTION

The maximum static error correction to be applied to the altimeter reading
does not exceed 30 feet.
5.6 ALTERNATE STATIC SOURCE

The alternate source valve is located on the left side of the control pedestal.
No static error correction must be applied to the altitude and airspeed
indicator readings when static air is supplied by the alternate static source.
5.7 TEMPERATURE CORRECTION CHART

See Figure 5-2.
5.8 WIND COMPONENT

See Figure 5-3.
Maximum demonstrated crosswind velocity for take-off and landing is 25
Kts.
Rev. 19
DATE: 23 April 2015 5-9
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Figure 5-2
TEMPERATURE CONVERSION
Rev. 19
5-10 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
Figure 5-3
WIND COMPONENT
Rev. 19
DATE: 23 April 2015 5-11
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
5.9 STALL SPEED

(Figure 5-4)
Throttles IDLE
NOTE
Maximum altitude loss experienced during
conventional stall is 120 feet.
Maximum altitude loss experienced during one
engine inoperative stall is 500 feet.
ANGLE OF BANK
CONFIGURATION
0° 30° 60°
Weight
FLAPS GEAR KIAS KIAS KIAS
(kg)
0° UP 67 72 95
0° DOWN 67 72 95
2063 15° UP 64 69 91
15° DOWN 64 69 91
35° DOWN 61 65 86
0° UP 65 70 93
0° DOWN 65 70 93
1960 15° UP 62 67 89
15° DOWN 62 67 89
35° DOWN 60 64 84
Figure 5-4
STALL SPEED
Rev. 19
5-12 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.10 TAKE-OFF DISTANCE

(Figure 5-5)
Power 2700 RPM, full throttle, before brake release
Flaps 15°
Level, Hard Surface, Dry Runway
WARNING
Poor maintenance condition of the airplane,
deviation from the given procedures as well as
unfavorable external factors (e.g. high
temperature, rain, unfavorable wind
conditions, including cross-wind) will increase
the take-off distance.
CAUTION
 The Ground Run is approx. 60% of Take-Off
Distance.
 Increase Ground Run by 25% when operating
from a grass surface.
These values are typical ones. On wet ground or
wet soft grass covered runways, the Ground Run
may become significantly longer than stated
above.
Rev. 19
DATE: 23 April 2015 5-13
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Figure 5-5
TAKE-OFF DISTANCE
Rev. 19
5-14 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.11 TWIN ENGINE CLIMB - MCP CLIMB

(Figure 5-6)
Power 2700 RPM, full throttle
Mixture FULL RICH up to 5000 ft; at higher
altitude LEAN for smooth operations.
Do not exceed 435°F (224°C) CHT
Flaps UP
Landing Gear UP
Best Rate-of-Climb Speed 88 KIAS
Rev. 19
DATE: 23 April 2015 5-15
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Figure 5-6
TWIN ENGINE CLIMB - MCP CLIMB
Rev. 19
5-16 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.12 ONE ENGINE INOPERATIVE CLIMB

(Figure 5-7)
Flaps UP
Landing Gear UP
Rev. 19
DATE: 23 April 2015 5-17
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
11000
10000
9000
8000
7000
ALTITUDE [ft]
6000
ISA
ISA+10°C
5000
ISA+20°C
ISA+30°C
4000
3000
2000
1000
0
-100 0 100 200 300 400 500
4700
REFERENCE LINE
4500
4300
WEIGHT [lbs]
4100
3900
3700
3500
-100 0 100 200 300 400 500
RATE OF CLIMB [fpm]
Figure 5-7
ONE ENGINE INOPERATIVE CLIMB
Rev. 19
5-18 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.13 BALKED LANDING CLIMB

(Figure 5-8)
Flaps 35°
Landing Gear DOWN
Balked Landing Transition Speed 80 KIAS
Rev. 19
DATE: 23 April 2015 5-19
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
10,000
ISA
ISA+10°C
ISA+20°C
ISA+30°C
8,000
ALTITUDE [ft]
4,000
2,000
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
REFERENCE LINE
4,500
4,300
WEIGHT [lbs]
3,900
3,700
3,500
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
RATE OF CLIMB [fpm]
Figure 5-8
BALKED LANDING CLIMB
Rev. 19
5-20 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.14 TIME, FUEL AND DISTANCE TO CLIMB - MCP

CLIMB
(Figure 5-9)
Flaps UP
Landing Gear UP
NOTE
To obtain the total fuel used, add 20 lbs for start,
taxi and take-off.
Rev. 19
DATE: 23 April 2015 5-21
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Figure 5-9
TIME, FUEL AND DISTANCE TO CLIMB - MCP CLIMB
Rev. 19
5-22 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.15 CRUISE PERFORMANCE - BEST ECONOMY

MIXTURE
 SEA LEVEL
NOTES
1. Increase speed by 1 KTAS for each 200 lbs
below 4548 lbs
2. To obtain the fuel flow in lbs/h multiply the
fuel flow in GPH by 6.01
POWER
ALTITUDE I. S. A. -20 °C I. S. A. I. S. A. +20 °C
SETTING
RPM "Hg %BHP KTAS GPH %BHP KTAS GPH %BHP KTAS GPH
2450 25 77.7 160 21.1 75.0 161 20.5 72.5 162 20.0
2450 23 69.8 153 19.5 67.3 154 18.8 65.1 155 18.5
2450 21 61.2 146 17.5 59.0 146 17.1 57.1 147 16.6
2450 19 53.3 138 15.8 51.4 138 15.5 49.7 139 15.1
2400 25 76.2 158 20.6 73.5 160 20.0 71.7 161 19.5
2400 23 67.9 152 18.8 65.5 153 18.3 63.3 154 17.8
2400 21 60.4 145 17.1 58.3 146 16.8 56.4 146 16.3
SEA LEVEL
2400 19 52.1 136 15.5 50.3 137 15.0 48.6 137 14.6
2350 25 74.1 157 20.0 71.5 158 19.5 69.1 159 19.0
2350 23 66.3 150 18.3 64.0 151 17.8 61.9 152 17.3
2350 21 58.6 143 16.6 56.5 144 16.1 54.6 144 15.8
2350 19 50.8 135 15.0 49 135 14.6 47.4 136 14.3
2300 25 72.6 155 19.5 70.0 156 19.0 67.7 157 111
2300 23 64.8 149 17.8 62.5 150 17.3 60.4 150 16.8
2300 21 57.0 141 16.1 55.0 142 15.6 53.2 143 15.3
2300 19 49.8 135 14.6 48.0 135 14.1 46.4 136 13.8
Figure 5-10
Sheet 1 of 5
Rev. 19
DATE: 23 April 2015 5-23
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
 3000 ft
NOTES
below 4548 lbs
POWER
SETTING
2450 25 81.3 166 22.0 78.4 167 21.3 75.8 168 20.6
2450 23 73.0 159 20.1 70.4 160 19.5 68.0 161 19.0
2450 21 64.5 152 18.3 62.2 152 17.8 60.1 153 17.3
2450 19 56.2 144 16.5 54.2 144 16.0 52.4 144 15.6
2400 24 75.2 161 20.5 72.5 162 19.8 70.1 163 19.3
2400 22 67.2 154 18.6 64.8 155 18.1 62.6 155 17.6
2400 20 58.6 146 16.8 56.5 146 16.3 54.6 147 16.0
3000 feet
2400 18 50.8 136 15.1 49.0 137 14.8 47.4 137 14.5
2350 24 73.1 159 19.8 70.5 160 19.3 68.1 161 18.6
2350 22 65.4 152 18.1 63.0 153 17.6 60.9 154 17.1
2350 20 57.3 145 16.3 55.2 145 16.0 53.4 145 15.5
2350 18 49.5 135 14.6 47.8 135 14.3 46.1 135 14.0
2300 24 71.6 158 19.3 69.0 159 18.8 66.7 159 18.3
2300 22 63.8 151 17.6 61.5 151 17.1 59.4 152 16.6
2300 20 56.0 143 16.0 54.0 143 15.5 52.2 144 15.1
2300 18 48.1 133 14.1 46.4 133 13.8 44.8 133 13.5
Figure 5-10
Sheet 2 of 5
Rev. 19
5-24 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
 6000 ft
NOTES
below 4548 lbs
POWER
SETTING
2450 24 79.9 170 21.6 77.0 170 21.0 74.4 171 20.5
2450 22 72.2 163 20.0 69.5 164 19.3 67.1 164 18.8
2450 20 63.3 155 18.0 61.0 155 17.5 58.9 155 17.0
2450 18 54.5 144 16.1 52.5 144 15.6 50.7 144 15.3
2400 24 78.4 168 21.1 75.5 169 20.5 72.9 169 20.0
2400 22 70.1 161 19.3 67.5 162 18.8 65.2 162 18.3
2400 20 61.3 154 17.5 59.0 154 17.0 57.0 154 16.5
6000 feet
2400 18 53.4 143 15.6 51.4 143 15.3 49.6 143 14.8
2350 24 75.8 166 20.3 73.0 166 19.8 70.5 167 19.3
2350 22 68.0 159 18.6 65.5 159 18.1 63.3 160 17.6
2350 20 59.7 151 17.0 57.5 151 16.5 55.5 151 16.0
2350 18 52.2 142 15.3 50.3 141 14.8 48.6 141 14.5
2300 24 74.1 165 19.8 71.4 165 19.3 68.9 165 18.6
2300 22 66.4 158 18.1 64.0 158 17.6 61.8 158 17.1
2300 20 58.5 149 16.5 56.3 149 16.0 54.4 149 15.6
2300 18 50.5 139 14.8 48.6 139 14.3 46.9 139 14.0
Figure 5-10
Sheet 3 of 5
Rev. 19
DATE: 23 April 2015 5-25
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
 9000 ft
NOTES
below 4548 lbs
POWER
SETTING
2450 21 70.2 171 19.5 67.6 172 19.0 65.2 171 18.5
2450 20 66.0 162 18.6 63.5 162 18.0 61.3 162 17.6
2450 19 61.5 157 17.6 59.2 157 17.1 57.1 157 16.6
2450 18 57.2 153 16.6 55.0 152 16.1 53.1 152 15.8
2400 21 68.4 164 19.0 65.8 165 18.3 63.5 164 17.8
2400 20 63.9 159 18.0 61.5 160 17.5 59.3 159 17.0
2400 19 59.8 155 17.1 57.5 155 16.6 55.5 155 16.1
9000 feet
2400 18 55.6 151 16.1 53.5 150 15.6 51.6 150 15.3
2350 21 66.5 162 18.3 64.0 162 17.8 61.8 162 17.3
2350 20 62.2 158 17.5 59.9 158 17.0 57.8 157 16.5
2350 19 58.1 153 16.5 55.9 153 16.1 53.9 152 15.6
2350 18 54.5 148 15.8 52.4 148 15.3 50.6 148 15.0
2300 21 64.9 161 17.8 62.5 160 17.3 60.3 160 16.8
2300 20 60.6 156 17.0 58.3 156 16.5 56.3 155 16.0
2300 19 56.6 152 16.0 54.5 151 15.6 52.6 151 15.1
2300 18 52.6 146 15.1 50.6 145 14.8 48.8 145 14.3
Figure 5-10
Sheet 4 of 5
Rev. 19
5-26 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
 12000 ft
NOTES
below 4548 lbs
2. To obtain the fuel flow in lbs/h multiply the fuel
flow in GPH by 6.01
POWER
SETTING
2450 19 64.0 165 18.1 61.5 165 17.6 59.3 163 17.1
2450 18 59.6 160 17.1 57.3 160 16.6 55.2 160 16.3
2450 17 55.1 153 16.3 53.0 153 15.8 51.1 155 15.3
2400 19 62.4 163 17.6 60.0 163 17.1 57.9 163 16.6
2400 18 58.0 158 16.6 55.8 158 16.1 53.8 158 15.8
2400 17 53.8 157 15.8 51.7 152 15.3 49.8 152 15.0
2400 16 49.4 146 14.8 47.5 146 14.3 45.8 146 14.0
12000 feet
2350 19 60.3 160 17.0 58.0 160 16.5 55.9 161 16.1
2350 18 56.4 156 16.1 54.2 156 15.6 52.3 156 15.3
2350 17 52.4 150 15.3 50.4 150 14.8 48.6 150 14.5
2350 16 48.3 144 14.3 64.4 144 14.0 44.7 144 13.6
2300 19 58.8 158 16.5 56.5 158 16.0 54.5 159 15.6
2300 18 54.6 152 15.6 52.5 152 15.1 50.6 153 14.8
2300 17 50.5 148 14.8 48.6 147 14.3 46.9 147 14.0
2300 16 46.5 141 13.8 44.8 141 13.5 43.2 141 13.1
Figure 5-10
Sheet 5 of 5
Rev. 19
DATE: 23 April 2015 5-27
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
5.16 OPERATING ENVELOPE

(Figure 5-11)
Aircraft Weight 4548 lbs
Wind ZERO
Flaps UP
Landing Gear UP
24000
2700 rpm
FULL THROTTLE
20000
STALL SPEED
16000
ALTITUDE [ft]
55% @ 2350 rpm

12000
8000
65% @ 2450 rpm
4000
75% @ 2450 rpm
0
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
TRUE AIR SPEED [kts]
Figure 5-11
CRUISE SPEED vs. ALTITUDE
Rev. 19
5-28 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.17 RANGE PROFILE

(Figure 5-12)
STD RANGE CONFIGURATION
Total Fuel 520 lt
Climb to desired altitude
Mixture BEST ECONOMY
Ambient ISA, zero wind
Rate of descent 750 fpm
LONG RANGE CONFIGURATION

Total Fuel 670 lt
NOTE
Range computation includes 20 lbs of fuel for
start, taxi and take-off, plus the fuel required
climb, cruise and descent, plus 45min reserve
fuel at 45% power.
Rev. 19
DATE: 23 April 2015 5-29
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Figure 5-12
RANGE PROFILE
Rev. 19
5-30 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.18 TIME, FUEL AND DISTANCE TO DESCENT

(Figure 5-13)
Power As required
Flaps UP
Landing Gear UP
Airspeed 158 KIAS
NOTE
Distances shown are for zero wind. These
information may be used for all descent weights.
Rev. 19
DATE: 23 April 2015 5-31
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Figure 5-13
TIME, FUEL AND DISTANCE TO DESCENT
Rev. 19
5-32 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30B
Section 5
P.68R PERFORMANCE
5.19 LANDING DISTANCE TO CLEAR 50 FT

OBSTACLE
(Figure 5-14)
Throttle IDLE at 50 ft above ground level
Flaps 35°
Maximum effective braking
Speed at 50 ft obstacle 1.3 Vs0
CAUTION
Increase Ground Run by 12% when operating
Rev. 19
DATE: 23 April 2015 5-33
A.F.M. P/N NOR10.707-30B
Section 5
PERFORMANCE P.68R
Figure 5-14
LANDING DISTANCE
Rev. 20
A.F.M. P/N NOR10.707-30B
Section 6
P.68 R WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
TABLE OF CONTENTS
PARAGRAPH PAGE
6.1 INTRODUCTION 6-1
6.2 AIRPLANE WEIGHING PROCEDURES 6-2
6.3 WEIGHT AND BALANCE DATA RECORD 6-3
6.4 WEIGHT AND BALANCE DETERMINATION

FOR FLIGHT 6-5
6.5 EQUIPMENT LIST 6-11

A.F.M. P/N NOR10.707-30B
Section 6
WEIGHT AND BALANCE P.68 R

A.F.M. P/N NOR10.707-30B
Section 6
SECTION 6
WEIGHT AND BALANCE
6.1 INTRODUCTION
This section contains the necessary information and procedures
for correct aircraft loading and centre of gravity calculation. This section
also contains the procedures to establish the weight and balance for flight
and describes the arms and weights of all equipment installed on the
aircraft at the time of delivery. Weight and Balance limitations specified in
Section 2 must never be exceeded and it is the responsibility of the pilot to
ensure that the aircraft is loaded within limits before any flight.
Centre of gravity is a determining factor for flight characteristics
during take-off and for static longitudinal stability. A properly loaded
aircraft will provide good performance throughout the flight envelope.
Using the basic empty weight and C.G., the pilot can easily
determine the weight and C.G. position for the loaded aircraft by
computing the total weight and moment and then determining whether they
are within the approved envelope.
A weight and balance calculation is necessary to determine how
much fuel or baggage can be boarded so as to keep the C.G. within
allowable limits. Check calculations before adding fuel to ensure against
overloading.
The method for determining take-off weight and C .G ., the forms
used when weighing the aircraft and determining basic empty weight, the
C.G. position and calculating useful load, are contained in this section.

A.F.M. P/N NOR10.707-30B
Section 6
6.2 AIRPLANE WEIGHING PROCEDURES

The aircraft was weighted prior to delivery, and its Basic Empty
Weight and Centre of Gravity location are recorded in Figure 6-3.
Any change in equipment or aircraft modification can affect the
Basic Empty Weight and Centre of Gravity.
The following is a weighing procedure to determine the Basic Empty
Weight and Centre of Gravity location.
(a) Preparation:
(1) Remove excessive dirt, grease, moisture, etc., from the
aircraft before weighing.
(2) To prevent scale reading errors, tow the aircraft inside a
closed building or in to an area free from any wind
disturbances.
(3) To determine the centre of gravity, place the aircraft in a
level attitude. (See (b) below).
(4) When weighing the aircraft, all equipment included in the
certified empty weight must be installed.
(5) De-fuel the aircraft and drain the sumps.
(6) Move sliding seats to the most forward position. Raise flaps
to the retracted position. Place all controls surfaces in
neutral position.
(7) Fill to full capacity with oil.
(b) Leveling
Prior to level the aircraft, place the scales under the aircraft
wheels as appropriate (1350 lbs min beneath each main wheel
and 500 lbs min beneath the nose wheel)
To laterally level the aircraft, place a spirit-level across the
sliding rails between frames 7 and 8, and either deflate the tyre or
on the high side of the aircraft.
To longitudinally level the aircraft, partially withdraw the two
leveling screws located below the left window between fuselage
frames 8 and 9 and place a spirit level on these screws.
Deflate or inflate the nose wheel tyre as necessary in both
instances to centre the bubble longitudinally.

A.F.M. P/N NOR10.707-30B
Section 6
(c) Weighing Aircraft

(1) Properly calibrate, zero and use scales in accordance with
the scale manufacturer's instructions.
(2) Record the scale readings in the WEIGHING FORM
(Figure 6-1).
(3) Note any tare when the aircraft is removed from the scales
and deduct from each reading.
(d) Centre of Gravity
(1) Complete the WEIGHING FORM to determine the Centre
of Gravity arm of the aircraft as weighed.
(e) Basic Empty Weight
(1) In order to determine the Basic Empty Weight and the C.G.
location, complete figure 6-2 by adding items a+b for STD
Range Configuration, or items a+c for Long Range
Configuration, as appropriate.
6.3 WEIGHT AND BALANCE DATA RECORD

The Basic Empty Weight, Centre of Gravity Location, and Useful
Load listed in Figure 6-3 are for the aircraft as delivered from the factory.
These figures apply only to the specific aircraft as identified by the Serial
Number and Registration Marks shown.
Figure 6-4 provides a Weight and Balance Record Form that
presents the current status of aircraft basic empty weight, and a complete
history of previous modifications. Any change to installed equipment or
any modification which affects weight or moment must be entered into the
Weight and Balance Record.
Rev. 9
DATE: 10 May 2010 6-3
A.F.M. P/N NOR10.707-30B
Section 6
WEIGHING ON WHEELS
Obtain measurement A and B measuring horizontally along the aircraft

center line.
WEIGHING 1 2 3=1-2 4 5=4x3

POINT SCALE NET
READING TARE WEIGHT ARM MOMENT
(kg) (kg) (kg) (m) (kg m)
N B
L A
R A
W C.G. M
TOTAL
………… ……….. …………
C.G. = M / W
% MAC= (C.G./1.550) × (100) = ............%
Figure 6-1
WEIGHING FORM
Rev. 9
6-4 DATE: 10 May 2010
A.F.M. P/N NOR10.707-30B
Section 6

FOR FLIGHT
NOTE
It is the responsibility of the pilot and/or
aircraft owner to ensure that the aircraft is
properly loaded.
WARNING
When no passengers or baggage are
loaded behind crew seats, fill the fuel tanks
sufficiently to meet approved C.G. limits.
(a) Use the Loading Form (Figure 6-5) and add the weight of all
items to be loaded to the Basic Empty Weight. Observe
Maximum Take Off Weight Limitation.
(b) Determine the moment of all items to be carried in the aircraft.
(c) Add the moment of all items to be loaded to the Basic Empty
Weight moment.
(d) By using the figures of item (a) and item (c) (above), locate a
point on the Centre of Gravity Moment Envelope (Figure 6-6). If
the point falls within the Envelope, the loading meets weight and
balance requirements.
WEIGHT × ARM = MOMENT
ITEM
kg m kgm
a. Weight (as weighed) - - -
b. Unusable Fuel for

13 0.770 10.01
STD Range Configuration only
c. Unusable Fuel for

19 0.770 14.63
Long Range configuration only
Basic Empty Weight (a+b) or (a+c) - - -
Figure 6-2
BASIC EMPTY WEIGHT
Rev. 4
DATE: 18 June 2009 6-5
A.F.M. P/N NOR10.707-30B
Section 6
WEIGHT AND BALANCE P.68R
Aircraft Serial Number____________________

Registration Marks_______________________
AIRCRAFT ACTUAL BASIC EMPTY WEIGHT

ITEM Weight × C.G. Arm = Moment
(Aft of Datum)
Basic Empty Weight
Optional Equipment
(if not on board when factory weighed)
Actual Basic Empty Weight
AIRCRAFT USEFUL LOADS

NORMAL CATEGORY OPERATION
Maximum Take Off Actual Basic Empty
- = Useful Load
Weight Weight
4548 lbs - lbs = lbs
2063 kg - kg = kg
Maximum Zero Fuel Actual Basic Empty

- = Useful Payload
Weight Weight
4321 lbs - lbs = lbs
1960 kg - kg = kg
THIS ACTUAL BASIC EMPTY WEIGHT, C.G. AND USEFUL LOADS

ARE FOR THE AIRCRAFT AS DELIVERED FROM THE FACTORY.
REFER TO WEIGHT AND BALANCE RECORD (Figure 6-4) WHEN
ALTERATIONS HAVE BEEN MADE.
Figure 6-3
WEIGHT AND BALANCE DATA FORM
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 6
Figure 6-4
WEIGHT AND BALANCE RECORD

A.F.M. P/N NOR10.707-30B
Section 6
Figure 6-5
Sheet 1 of 2
WORK SHEET

A.F.M. P/N NOR10.707-30B
Section 6
Figure 6-5
Sheet 2 of 2
WORK SHEET

A.F.M. P/N NOR10.707-30B
Section 6
WEIGHT AND BALANCE P.68R
2100
2000
MAXIMUM ZERO FUEL WEIGHT
1900
1800
AIRCRAFT WEIGHT [kg]
1700
WEIGHT AND BALANCE
1600 ENVELOPE
1500
1400
1300
1200
1100
1000
200 300 400 500 600 700 800 900 1000 1100
MOMENT [kgm]
Figure 6-6
WEIGHT/MOMENT ENVELOPE
Rev. 18
A.F.M. P/N NOR10.707-30B
Section 6
6.5 EQUIPMENT LIST

The list of equipment which must (or may, if optional) be
installed aboard the Vulcanair P.68R aircraft is laid out in the “P68R
EQUIPMENT LIST” P/N NOR10.719-4, latest applicable revision.

A.F.M. P/N NOR10.707-30B
Section 6
This page is intentionally left blank

A.F.M. P/N NOR10.707-30B
Section 7
P.68 R DESCRIPTION AND OPERATION
SECTION 7
DESCRIPTION AND OPERATION

OF THE AIRCRAFT AND ITS SYSTEMS
TABLE OF CONTENTS
PARAGRAPH PAGE
7.1 AIRCRAFT 7-1
7.2 AIRFRAME 7-1
7.3 POWERPLANT 7-2
7.4 ENGINE CONTROLS 7-3
7.5 FLIGHT CONTROLS 7-4
7.6 LANDING GEAR 7-5
7.7 HYDRAULIC SYSTEM 7-6
7.8 BRAKE SYSTEM 7-10
7.9 FUEL SYSTEM 7-12
7.10 ELECTRICAL SYSTEM 7-17
7.11 EXTERNAL POWER 7-23
7.12 INSTRUMENT PANEL 7-23
7.13 ANNUNCIATOR PANEL 7-23
7.14 STALL WARNING 7-24

A.F.M. P/N NOR10.707-30B
Section 7
DESCRIPTION AND OPERATION P.68 R
SECTION 7

PARAGRAPH PAGE
7.15 CABIN AIR SYSTEM 7-24
7.16 BAGGAGE COMPARTMENT 7-25
7.17 PITOT/STATIC SYSTEM 7-25
7.18 VACUUM SYSTEM 7-27
7.19 EMERGENCY EVACUATION 7-28

A.F.M. P/N NOR10.707-30B
Section 7
SECTION 7

7.1 AIRCRAFT
The P68R is a twin-engine high-wing monoplane.
7.2 AIRFRAME
The airframe is mainly of all-metal construction, with tail cone,
fairings and wing tips made of fiberglass.
The fuselage is a semi-monocoque structure with rivetted skin,
the fully cantilevered wing and empennage are both of all metal, stressed-
skin construction.
Each wing carries one integral fuel tank for STD Range
Configuration, while an additional wing integral fuel tank may be fitted
for Long Range Configuration.
The tail unit is composed of a swept-back vertical stabiliser and
rudder, and with an all moving horizontal tailplane. Trim tabs are on both
rudder and stabilator trailing edge.
Both ailerons and flaps are of all metal construction.
The P.68 R is equipped with hydraulically actuated, fully
retractable tricycle landing gear; the nose gear retracts backrward into the
fuselage nose and the main gears retract into the fuselage belly.
The landing gear doors are mechanically linked to their respective
landing gear components and remain open when the gear is extended.
Shock absorption is provided on each gear by an oleo-pneumatic shock
strut. The nose wheel is steerable through the rudder pedals.
Refer to paragraphs 7.6 and 7.7 hereunder for detailed description
and operation of the landing gear and its hydraulic system.
Brakes are hydraulically actuated through the rudder pedal tips.
Refer to paragraph 7.8 hereunder for detailed description and operation of
the Brake System.
Rev. 4
DATE: 18 June 2009 7-1
A.F.M. P/N NOR10.707-30B
Section 7
The cabin may be accessed through the cabin door under the left
wing and the forward right-side crew door. The aft baggage compartment
is accessed through the rear door on the right side of the fuselage.
The cabin and the crew doors may be used as Emergency Exits.
Refer to paragraph 7.19 hereunder for detailed description and operation of
these Emergency Exits.
Two different seating arrangements are available: "Standard
Configuration” with all seats facing forward and “Club Seating
Configuration“ with the two middle seats facing aft.
To give the aircraft a continuous metal surface, lightning strike
bonding is fitted between fiberglass and metal components.
Static wicks are installed on the wing and tailplane trailing edges
to clear the aircraft of surface static electricity that could disrupt low
frequency radio reception or otherwise cause VHF interference.
7.3 POWERPLANT
The P.68 R is powered by two Lycoming IO-360-A1B6 engines,
which are air-cooled, four cylinder, normally aspirated fuel-injected units
with direct propeller drive. Rated power is 200 HP at 2700 RPM at sea
level.
Each engine is enclosed in cowlings consisting of two side panels,
upper, lower, and nose sections, and two side fillets. Baffles are fitted to
direct cooling air through the engine compartment.
The Dual Ignition system comprises two mechanically driven
magnetos, a shielded wiring harness, and spark-plugs.
Fuel injection is ensured by an engine driven fuel pump that feeds
the servo fuel injector, located in the manifold behind the alternate air box.
The servo fuel injector senses the air in the manifold, compares it to
external static air pressure, and then sends fuel at the correct pressure to
the distributor, and then to a fuel nozzle in the air intake close to the
cylinders. Air is fed through the manifold ducting after being filtered. An
alternate air system is also fitted between the filter and the manifold intake
to prevent ice build-up.
The engine lubrication system consists of a wet sump, engine
driven oil pump, an oil filter and an oil cooler.

A.F.M. P/N NOR10.707-30B
Section 7
Engines drive Hartzell two bladed, constant speed, fully

feathering metal propellers.
Propeller speed is maintained constant by a governor that controls
the engine oil pressure being fed to the pitch change mechanism.
7.4 ENGINE CONTROLS

The engines and propellers are operated by three sets of control
levers mounted on the control pedestal below and at the centre of the
instrument panel. Controls are (from left to right): power levers, propeller
speed levers and mixture control levers. Control lever friction is adjusted
by a friction wheel located on the right side of the control pedestal.
Friction should be set for smooth but not loose control lever movement. To
increase friction, rotate the wheel clockwise, to decrease friction rotate the
wheel counterclockwise.
The alternate air controls are located on the instrument panel.

A.F.M. P/N NOR10.707-30B
Section 7
7.5 FLIGHT CONTROLS

Flight controls are of a conventional type, operated by dual
control wheels and rudder pedals.
The horizontal tail is entirely mobile (stabilator).
The control wheel operates the ailerons and the stabilator.
The rudder pedals operate the rudder and the nose wheel steering.
A typical control wheel incorporates switches associated with
autopilot operation, electrical trim and communications.
Secondary controls are provided by the stabilator and rudder trim
tabs.
Stabilator trim is operated by a wheel, located on the left side of
the control pedestal, which turns a chain sprocket. The rudder trim wheel
is located on the aft of the control pedestal.
An indicator showing trim tab position is mounted close to each
trim control wheel.
The flaps, one on each wing, are operated by an electric motor
mounted in the right wing box. This motor is connected to a drive pulley
which operates the right wing flap through a push-pull rod, and the left
wing drive pulley through cables. The left wing flap is connected to this
pulley by a push-pull rod.
Electrical up and down limit switches are provided to safeguard
against overtravel.
Flap operation is controlled by a switch mounted on the lower
part of the pedestal, while flap position is mechanically/electrically
trasmitted to the indicator located next to this switch.

A.F.M. P/N NOR10.707-30B
Section 7
7.6 LANDING GEAR

The P.68 R is equipped with hydraulically actuated, fully
retractable tricycle landing gear; the nose gear retracts backward into the
fuselage nose and the main gears retract into the fuselage belly. The
landing gear doors are mechanically linked to their respective landing gear
components and remain open when the gear is extended.
Shock absorption is provided on each gear by air-oil shock struts.
The nose wheel is steerable through the rudder pedals and when
the nose wheel is cleared from the ground or is retracted, the steering
linkage becomes disconnected, thereby freeing the rudder pedals from any
connection with the nose gear.
To guard against inadvertent retraction of the landing gear when
the airplane is on the ground a safety switch is positioned on the left MLG.
The weight of the airplaine, sensed on the left MLG, cause the safety
switch to open, thus preventing the electro-hydraulic pump from being
actuated.
The landing gear is operated by a knob in the shape of a wheel
and is located in the lower central section of the instruments panel. To
operate the gear is necessary to pull out the knob and to move it to the
desired position. This allows the electro-hydraulic pump to generate the
required hydraulic pressure to drive the landing gear towards the selected
position (Refer to paragraph 7.7 hereunder for detailed description and
operation).
The nose wheel is installed with 5.00-5, 6 ply tire. The main
wheels are installed with 6.00-6, 8 ply tires and with disc hydraulic brake
assemblies which are actuated by individual toe brake cylinders mounted
on the rudder pedals.
The landing gear emergency extension system consists of a red
emergency T-handle, a blowdown nitrogen bottle located in the nose
section of the airplane with associated valves and plumbing. When the
handle is pulled the bottle releases nitrogen under pressure into the circuit
to drive the landing gear into the down and locked position (refer to
paragraph 7.7 hereunder for detailed description and operation).

A.F.M. P/N NOR10.707-30B
Section 7
DESCRIPTION AND OPERATION P.68R
7.7 HYDRAULIC SYSTEM (Refer to Figure 7-1)

P.68R features one hydraulic normal extension/retraction system
and one pneumatic emergency extension system.
Main components of the extension/retraction system are:
- Hydraulic Power Unit
- Three hydraulic cylinders
- Two shuttle valves
- One twin shut-off valve
- Emergency bottle
Operating fluids are:

- Hydraulic fluid compliant with MIL-H-5606 (Normal
extension/retraction system)
- Dry Nitrogen (Emergency extension system)
The hydraulic power pack is located in the left hand side of the
fuselage nose section. A control knob in the shape of a wheel, mounted in
the lower central section of the instruments panel, operates the system. To
check the hydraulic fluid level open the fluid expansion tank cap (located
above the HPU on the first frame) using a graduated stick.
NORMAL EXTENSION
When the selector knob is moved to “DOWN” position, it
electrically operates the electro-hydraulic pump thus allowing the pressure
to rise in the circuit. High pressure fluid is sent, through a Tee connection,
to two shuttle valves (one for the nose landing gear circuit and the other
for the main landing gear circuit). If the emergency extension circuit is not
activated, the hydraulic fluid is then delivered through the shuttle valves
to the nose landing gear cylinder and to both main landing gear cylinders
(fed in parallel by a Tee connection). Actuating cylinders lower the nose
landing gear and the main landing gear de-activating each one of the
“Landing Gear up” position switches and illuminating the red light on the
instrument panel (Landing gear not down-locked or in-transit).
If the aircraft embodies the Service Bulletin No. 206, the red light
switches on also when the Hydraulic Pump Unit is “ON”.
Rev. 14
A.F.M. P/N NOR10.707-30B
Section 7
P.68R DESCRIPTION AND OPERATION
The “Landing gear up” hydraulic circuit delivers returning fluid

back to the integrated reservoir. With one Landing Gear in down-locked
position (mechanical down-lock) the relevant position switches are
activated and the green lights are illuminated. The Pilot assumes that the
Landing Gear is in a down-locked position when all three green position
lights are illuminated (NLG, Left MLG, Right MLG). With the landing
gears in down-locked position a pressure switch switches off the electro-
hydraulic pump.
NORMAL RETRACTION
When the selector knob is moved to “UP” position, it electrically
operates the electro-hydraulic pump thus allowing the pressure to rise in
the circuit. Pressurized fluid is sent, trough a X connection, to the nose
landing gear cylinder, to both main landing gear cylinders (fed in parallel
by a Tee connection) and to a pressure gauge (if installed). Actuating
cylinders lift the nose landing gear and the de-activating the “Landing
Gear down-locked” position switches and illuminating the red light
(Landing gear not down-locked or in-transit).
The “Landing gear down” hydraulic circuit delivers returning
fluid back to the integrated reservoir. With the Landing Gear in up
position, the up limit switches are activated and all of the lights are turned
off. The Pilot assumes that the Landing Gear is in up position when all
three green lights and the red light are extinguished. With the landing
gears in up position a pressure switch switches off the electro-hydraulic
pump
A relief valve integrated to the Hydraulic Power Pack, functions
as a safety between the pump and the selector valve, releasing fluid back to
the reservoir, should an overpressure in the circuit occur.
EMERGENCY EXTENSION
Should the normal extension system fails to set all three landing
gears in down-locked configuration the emergency extension system may
be operated (it is advisable, if flight conditions permit, further attempts to
lower the landing gear using the normal extension system before operating
the emergency extension system).
Rev. 14
DATE: 25 November 2010 7-7
A.F.M. P/N NOR10.707-30B
Section 7
The landing gear emergency system consisting of a nitrogen

blowdown bottle, a T-handle, a twin shut-off valve and a relevant
plumbing. The T-handle is located close to the actuating knob on the
control panel and is safely guarded. Pulling the emergency control handle,
the shut-off valve, operated by means of a Bowden cable, connects the
“up” hydraulic circuit directly to the overflow reservoir (fluid escapes
through the overflow bottle vent-line outboard of the aircraft. High
pressure Nitrogen, before stored into the emergency bottle, is sent trough a
Tee connection to two shuttle valves (one for the nose landing gear circuit
and the other for the main landing gear circuit) then into the “landing gear
down” line. Actuating cylinders lower the nose landing gear and the main
landing gear de-activating each one of the “Landing Gear up” position
switches and illuminating the red position light on the instrument panel
(Landing gear not up or in-transit).
The “Landing gear up” hydraulic circuit delivers returning fluid
back to the overflow bottle, then outboard of the aircraft. With one
Landing Gear in down-locked position (mechanical down-lock) the
relevant position switches are activated and the green lights on the
instrument panel are illuminated. The Pilot assumes that the Landing Gear
is in a down-locked position when all three landing gear position lights are
green. After landing the restore/drain of the hydraulic system and refill of
the emergency system must be done.
WARNING
Do not attempt to retract the landing gear
following an Emergency Extension.
LANDING GEAR UP WARNINGS

An aural warning alerts the Pilot of a “Landing gear not down-
locked” if flaps are extended in a between “Take-off” and “Land”
positions and/or one or both throttles are close or next to “idle”.
Rev. 14
A.F.M. P/N NOR10.707-30B
Section 7
Figure 7-1
HYDRAULIC SYSTEM SCHEMATIC

A.F.M. P/N NOR10.707-30B
Section 7
7.8 BRAKE SYSTEM (Refer to Figure 7.2)

The brakes are hydraulically operated by individual hydraulic
brake cylinders mounted on the rudder pedals. To operate the brakes,
apply toe pressure against the top of the rudder pedals.
The parking brake consists of a manually operated knob assembly
connected to the parking brake valve. When pressure is applied to the
brake system and the parking brake knob is pulled, the valve holds the
pressure on the brake assemblies until released. Push the knob to release
the parking brake.
Hydraulic fluid for the brake cylinders is contained in a remote
reservoir located in the nose compartment, accessible through the
inspection panels.

A.F.M. P/N NOR10.707-30B
Section 7
Figure 7-2
BRAKE SYSTEM

A.F.M. P/N NOR10.707-30B
Section 7
7.9 FUEL SYSTEM (Ref. Figures 7-3; 7-3a; 7-4; 7-5)

Two configurations are provided:
- STD Range Configuration;
- Long Range Configuration.
STD Range Configuration

Fuel is stored in two integral wing tanks (one per wing), made by
the front and rear wing spars and two close-out ribs. Total wing tank fuel
capacity is 538 lt (142 U.S.Gals) of which 520 lt (137 U.S.Gals) is usable.
Long Range Configuration

Fuel is stored in four integral wing tanks (two per wing), each
made by the front and rear wing spars and two close-out ribs. The two fuel
tanks in each wing are interconnected by two large diameter metal ducts.
Two check valves between the two fuel tanks on each wing are installed
as anti-swashing device. Total wing tank fuel capacity is 696 lt (184
U.S.Gals) of which 670 lt (177 U.S.Gals) is usable.
For both range configurations, if less than full capacity is
embarked, fuel should be equally distributed between each wing tank.
Access panels and a normal filler opening closed with a quick-
release filler cap are provided on the top surface of the tanks.
Safety Precautions while Fuelling
- With a ground wire, make an equipotential connection between the

tanker and muffler tube protruding from the engine cowlings of the
aircraft.
- Ensure that no avionics or electrical equipment on the aircraft is in
operation during fuelling.
- Do not smoke or use a naked flame in the vicinity of the aircraft while
fuelling.
- Ensure that fire fighting equipment is readily available during fuelling
operations.
For STD Range Configuration, each tank is vented overboard at

its outboard end by means of a primary vent line incorporating a vent
valve.
Rev. 4
7-12 DATE: 18 June 2009
A.F.M. P/N NOR10.707-30B
Section 7
For Long Range Configuration, the two tanks for each wing are
interconnected by a vent line and are vented overboard at outboard end of
the outboard tank by means of a primary vent line incorporating a vent
valve.
For STD Range Configuration , two fuel drain valves (one per
wing) are located under the tank sumps, while for Long Range
Configuration, two extra drain valves, one per wing, are provided under
the outboard tanks.
Fuel drain valves for both fuel filters are located on the outboard
lower engine cowlings.
To avoid accumulation of water and sediment, the fuel tank
sumps and strainers should be drained prior to the first flight of the day,
and after refueling.
An independent fuel system for each wing permits the relative
engine to operate from its own supply. Both systems, however, are
interconnected by a Cross-Feed line which allows both engines to draw
fuel from the same tank if necessary.
Fuel operations are controlled by fuel selector handles located on
the cabin overhead panel. Movement of these handles is transmitted by
teleflex cables to the fuel selector valves mounted in the wing leading
edge, outboard of the engine nacelles.
The fuel quantity is measured by a float arm transmitter installed
on the front spar of each wing and is monitored via a dual analog indicator
installed on the breaker panel. If failure occurs of the fuel quantity
indication system, the stick fuel gauge P/N 9.1049-1 must be used in
accordance with the following:
- For STD Range Configuration, vertically insert the stick into the
fuel tank through the fuel filler opening, until it touch the bottom of
the tank, then, holding it in vertical position, read the max wet value
on the stick STD range scale to know the fuel quantity in the tank.
- For Long Range Configuration, vertically insert the stick into the
fuel filler opening on the outboard tank, until it touch the bottom of
the tank, then, holding it in vertical position, read the max wet value
on the stick Long range scale to know the fuel quantity in the tank.
Rev. 4
DATE: 18 June 2009 7-13
A.F.M. P/N NOR10.707-30B
Section 7
Fuel Flow and Fuel Pressure readings for each engine are
presented on a dedicated integrated engine display.
Fuel is drawn through a strainer in the fuel tank sump to a selector
valve. It then passes through a fuel filter to the auxiliary fuel pump, and
into the engine driven fuel pump which forces the fuel to the engine servo
fuel injector.
CAUTION
Before any flight, it is Pilot’s
responsibility to verify the actual fuel
quantity present onboard and that it is
appropriate for intended flight.
Rev. 4
7-13a DATE: 18 June 2009
A.F.M. P/N NOR10.707-30B
Section 7
Rev. 4
DATE: 18 June 2009 7-13b
A.F.M. P/N NOR10.707-30B
Section 7
Figure 7-3
FUEL SYSTEM SCHEMATIC
- STD RANGE CONFIGURATION -
Rev. 4
7-14 DATE: 18 June 2009
A.F.M. P/N NOR10.707-30B
Section 7
Figure 7-3a
FUEL SYSTEM SCHEMATIC
- LONG RANGE CONFIGURATION -
Rev. 4
DATE: 18 June 2009 7-14a
A.F.M. P/N NOR10.707-30B
Section 7
Rev. 4
7-14b DATE: 18 June 2009
A.F.M. P/N NOR10.707-30B
Section 7
Figure 7-4
FUEL CONTROL SYSTEM SCHEMATIC
Rev. 4
DATE: 18 June 2009 7-15
A.F.M. P/N NOR10.707-30B
Section 7
Figure 7-5
FUEL CONTROL TRANSMITTER

A.F.M. P/N NOR10.707-30B
Section 7
7.10 ELECTRICAL SYSTEM

(Refer to Figures 7-6; 7-7; 7-8; 7-9a; 7-9b)
The aircraft system is powered by two 70 Amp alternators.
A 24 volt, 18 A/h or 24 volt, 19 A/h battery, which is installed,
provides for engine starting and as a reserve power source in case of
alternator power loss; it is located in the fuselage tail-cone, aft of the
baggage compartment.
Two voltage regulators p/n NOR7.375-3 maintain effective
alternator load sharing while regulating the system bus voltage at 27.5 +/-
0.5 volts.
Two overvoltage relays p/n NOR7.367-2, one for each alternator
circuit, are also incorporated in the system to prevent damage to all
electrical loads in case of regulator failure.
Both the voltage regulators and the overvoltage relays are located
in the tail-cone near the battery; they are accessible through the removable
panel in the close-out panel.
If the aircraft installs two solid-state electronic voltage regulators p/n
NV7.003-130A, the overvoltage relays are incorporated in voltage
regulators units.
A low voltage unit is installed to indicate a bus-bar voltage equal
to, or less than, the battery voltage.
The electrical system is controlled by three switches, located on
the pilot’s left side panel, labeled LH FIELD, MASTER, RH FIELD. They
may be switched off simultaneously by a gang bar.
Avionic systems power is controlled by one switch, labeled
“AVIONICS” located on the pilot’s left side panel.
The electrical system may be monitored through the volt and amp
indicators.
Switches and circuit breakers (of the push-to-reset type) are
located on the pilot’s left side panel.
NOTE
A tripped circuit breaker should not be reset in
flight unless deemed necessary for continued
safe flight and landing. Only one reset should
be attempted.
Rev. 17
DATE: 12 September 2011 7-17
A.F.M. P/N NOR10.707-30B
Section 7
Lighting includes standard navigation lights, landing/taxi lights on the
left wing leading edge, one tail anti-collision light and two wing
anticollision lights (one in each wing). Cabin lighting consists of four
reading lights, each with its own switch. Cockpit lighting consists of
various indicator lights, instrument panel lighting and one map light. The
latter is connected directly to the battery just after the battery relay.
On the instrument panel, over the landing gear selector knob, there is a
light assembly with one red and three green lights. The green lights will
come on when each of the three wheels are down and locked. The red light
will come on when any or all the wheels are unlocked (intermediate
position). When the landing gear is up and locked there is no indication
lights.
WARNING
Hydraulic Pump Unit is not intended for continuative
use. Maximum duty cycle is 30 seconds. If red light is
“ON” for more than 30 seconds, pull the Hydraulic
Pump Breaker.
Besides, the red light switches on also when flaps are extended in a
between “Take-off” and “Land” positions and/or one or both throttles are
close or next to “idle” . In these last cases the pilot is alerted by an aural
warning, too.
Two underwing courtesy lights (one in each wing) are located inboard
of the engine nacelles, to illuminate the area around the cabin, the entrance
door and the landing gear.
Also located on the pilots left side panel is the VHF COM emergency
switch. When moved to the “Battery” position, the pilot is able to maintain
radio communications in case of electrical system failure. The loudspeaker
is inoperative in this configuration, so a headset must be worn.
A wing ice inspection light is installed in the left outboard nacelle.
Other electrical systems include pitot heat, a stall warning horn, and
dimming rheostat switches to control instrument panel lighting.
Two auxiliary power sockets rated at 28Vdc 2A (max) are provided.
One socket is located in the cockpit area, and another serves the passenger
compartment.
One 30A at 28 Vdc auxiliary power socket is provided on the right
wall of the cabin just forward of the 3rd seat row as an optional installation.
This auxiliary power socket is powered through the standard automatic cut
off circuit that will disconnect power from the auxiliary power socket
whenever an alternator failure occurs.
Rev. 16
7-18 DATE: 22 July 2011
A.F.M. P/N NOR10.707-30B
Section 7
An automatically activated Emergency Locator Transmitter (ELT) is

installed aboard the aircraft. The transmitter unit is installed on the
baggage compartment left wall, forward of the aft bulkhead, and the
antenna is installed on the upper skin of the fuselage between frames 11
and 12. A remote switch with a warning light is installed on the instrument
panel.
Although the ELT is designed to activate automatically in the event of
a crash, the transmitter may also be manually activated by either the header
switch on the transmitter body, or via the remote switch on the instrument
panel. For detailed technical and operating information, refer to the
relevant applicable manufacturer’s documentation.
TAKE PRECAUTIONS TO AVOID INADVERTENT
TRANSMITTER ACTIVATION AND CONSEQUENT TRIGGERING
OF A FALSE ALARM. REFER TO THE “INADVERTENT ELT
ACTIVATION” PROCEDURE IN THE RELEVANT APPLICABLE
MANUFACTURER’S DOCUMENTATION.
The ELT is for AVIATION EMERGENCY USE ONLY,
unauthorized use is prohibited. It must be used in accordance with the
national and local regulations.
Rev.16
DATE: 22 July 2011 7-19
A.F.M. P/N NOR10.707-30B
Section 7
DELETED
Rev. 17
7-20 DATE: 12 September 2011
A.F.M. P/N NOR10.707-30B
Section 7
Figure 7-9a
POWER DISTRIBUTION SCHEMATIC
FOR AIRCRAFT EQUIPPED WITH
VOLTAGE REGULATORS P/N NOR7.375-3
Rev. 17
DATE: 12 September 2011 7-20a
A.F.M. P/N NOR10.707-30B
Section 7
Figure 7-9b
POWER DISTRIBUTION SCHEMATIC
FOR AIRCRAFT EQUIPPED WITH
VOLTAGE REGULATORS P/N NV7.003-130A
Rev. 17
7-20b DATE: 12 September 2011
A.F.M. P/N NOR10.707-30B
Section 7
Figure. 7-7
ANNUNCIATOR PANEL

A.F.M. P/N NOR10.707-30B
Section 7
Figure. 7-8
LANDING GEAR LIGHTS

A.F.M. P/N NOR10.707-30B
Section 7
7.11 EXTERNAL POWER

An external power receptacle, located on the right side of the
fuselage tail-cone, allows an external auxiliary power source to be
connected.
NOTE
Any external power source used for engine starting should
have a minimum capacity of 300 Amps at 28 Volts D.C.
NOTE
(Only for aircraft not embodying the change No. MOD.P68/207)
Before connecting the external power source, make sure that
the battery and alternator switches are in the off position.
NOTE
(Only for aircraft embodying the change No. MOD.P68/207)
Plugging and turning ON the external power source will
result in a battery charge process. Be aware of the battery
state of charge since it is not checked. Refer to the battery
service manual for any guidance or maintenance procedure.
7.12 INSTRUMENT PANEL

The instrument panel is designed to accommodate engine
monitoring instruments and required VFR and IFR flight instruments.
Radio navigation and communication apparatus are located in the
center area of the instrument panel.
The flap control switch and position indicator are located on the
instrument panel.
Fuel pump switches, magneto switches and starter buttons are
installed on the cockpit overhead panel. A magnetic compass is installed
on the windshield divider.
7.13 ANNUNCIATOR PANEL (Refer to Figure 7-7)

The annunciator panel is located on the top of the instrument
panel; it includes alternator amber lights, low voltage red light, fuel pump
and surface de-icer green light.
Rev. 5
DATE: 17 June 2009 7-23
A.F.M. P/N NOR10.707-30B
Section 7
7.14 STALL WARNING

The stall warning system consists of a high incidence sensor
installed on the right wing leading edge, and a horn located near the
loudspeaker over the pilot’s head.
The system can be checked on the ground by switching the
battery ON and by moving the wing sensor vane upwards.
NOTE
If the battery is switched OFF in flight, the
stall warning system becomes inoperative.
7.15 CABIN AIR SYSTEM

Cabin air is provided by the following systems:
Cabin air heating system is provided by means two heat
exchanger on the engine mufflers. The system is controlled by two
separate control knobs on the right side of the instrument panel that open
and close the air heating valves installed into the LH & RH wing leading
edges. Hot air is supplied to the cabin through five adjustable air valves. A
separate defrosting system is provided by means a fan heater installed on
the fuselage structure between fuselage frames No. 1 and No. 2.
The fresh air in cabin is provided by the following systems:
The fresh air in the cockpit area is provided by two adjustable air
outlets installed on the instrument panel, one at left side of the pilot and
the other at right side of the copilot. The fresh air is produced by two
blowers installed on the aft face of the fuselage frame No. 1.
The fresh air to the passengers is provided by four adjustable air
outlets installed on the cabin ceiling, in correspondence of the second and
third rows of the seats. The fresh air is produced by a blower, which is
constituted by a motor and a blower wheel assembly and is installed on the
shelf located behind the baggage compartment rear bulkhead. This system
can be replaced by an optional air conditioning system.
Two additional adjustable fresh air outlets on the cabin ceiling
flow fresh air just rearward the pilot and copilot. The forced fresh air is
produced by the same electrical blower flowing fresh air to the passengers.
Rev. 1
7-24 DATE: 26 March 2009
A.F.M. P/N NOR10.707-30B
Section 7
For aircraft embodying the change No. MOD.P68/232 the fresh

air to the cabin is provided by means of a forward and a rear fan systems
as below described:
The forward fan system, composed by two blowers installed on
the aft face of the fuselage frame No.1, provides to supply external fresh
air to the crew through two adjustable air outlets located on the instrument
panel. These outlets can be closed when external air is not desired. The
blowers are controlled by the “dynamic air” switch located on the breaker
panel; this system is protected by 1A circuit breaker.
The rear fan system, composed by two blowers installed on the
shelf located behind the rear bulkhead of the baggage compartment,
provides to supply fresh air to the crew and passengers through six
adjustable air outlets located on the cabin ceiling (one blower and two air
outlets for the crew and the other blower and four air outlets for the
passengers) . This system is controlled by two switches, one for the crew
blower and the other for the passenger blower; this system is protected by
two 10 A circuit breakers (one for each circuit). The rear fan system is
connected to CUT-OFF system and so it’s operative only when both
engines are running or when a GPU is connected.
7.16 BAGGAGE COMPARTMENT

Located in the rear of the cabin and accessible through the door
on the right side of the fuselage. It features a reinforced floor that can
resist up to 200lb/sq.ft.. Four cargo belts lash-down points are provided.
7.17 PITOT STATIC SYSTEM (Refer to Figure 7-9)

The pitot/static system supplies static air pressure to altimeter and
rate of climb indicator, and both dynamic and static air pressure to the
airspeed indicator.
The standard pitot tube for dynamic pressure pick-up is mounted
on the left side of the fuselage nose, while the static source pick-ups are
located on both sides of the rear fuselage.
An alternate static source pick-up is located in the cabin on the
left side of the control pedestal.
Rev. 12
DATE: 02 March 2010 7-25
A.F.M. P/N NOR10.707-30B
Section 7
An electrical heating element is installed within the pitot tube to

prevent ice obstruction during severe weather conditions.
An optional second pitot tube may be installed on the right side of
the fuselage nose.
Rev. 12
7-25a DATE: 02 March 2010
A.F.M. P/N NOR10.707-30B
Section 7
Rev. 12
DATE: 02 March 2010 7-25b
A.F.M. P/N NOR10.707-30B
Section 7
Figure. 7-9
PITOT-STATIC SYSTEM SCHEMATIC

A.F.M. P/N NOR10.707-30B
Section 7
7.18 VACUUM SYSTEM (If installed)

(Refer to Figure 7-10)
Suction for the gyro instruments is provided by an engine-driven
dry air pump system consisting of two vacuum pumps, two relief valves, a
check and manifold valve, a central filter, a suction gauge, and all
necessary lines and hoses.
The suction relief valve controls and regulates gyro system
pressure to between 4.5 and 5.2 inches of mercury.
The gauge, which is installed on the instrument panel, has two red
malfunction indicator flags.
Figure. 7-10
VACUUM SYSTEM SCHEMATIC

A.F.M. P/N NOR10.707-30B
Section 7
7.19 EMERGENCY EVACUATION

(Refer to Figures 7-11 and 7-12)
Two exits are located on opposite sides of the fuselage and may
be used, in case of emergency, as “Emergency Exits”. Those are:
CABIN DOOR
Located on the left hand side at the centre of the fuselage, the cabin door
may also be used as an Emergency Exit (see Figure 7-11)
To ESCAPE through this door:
1. Unlock door handle
2. Pull door handle to open and evacuate the aircraft.
To RESCUE from outside, through this door:

CREW DOOR
Located on the right hand side in the forward fuselage section, the crew
door may also be used as an Emergency Exit (see Figure 7-11).
Because of the proximity of this door to right propeller disc, a safety
device forces right engine shut-down prior to door emergency open. Such
device consist of a safe-guarded pull-and-move forward right engine turn
off lever located on the crew door that controls an engine turn off switch
located behind the right side wall of the cabin just forward the engine turn
off lever. It automatically grounds both right engine magnetos forcing its
shut down.
On this door another safety device is present to avoid crew door openings
with the right engine not shut-off (sensor on right engine OIL pressure).
Such device is overridden by operating the “Crew door right engine turn
off lever” as explained in Figure 7-12. Not activation of this engine turn
off lever not interferes with the opening of the crew door. With the right
engine shut-off as per normal procedure, it is not required to operate the
engine turn off lever. If activated, to reset the above engine shut-down
device, proceed as follows (see Figure 7-12):
a. Pull and move fully rearward the right engine turn off lever then
lower the lever guard and secure this last with a 0.5 mm diameter
safety wire in copper material;

A.F.M. P/N NOR10.707-30B
Section 7
b. Remove the access hole cover on the right side wall of the cabin just
forward the right engine turn off lever;
c. Trough the opened access hole turn ON the right engine turn off
switch;
d. Reinstall the access hole cover previously removed;
To ESCAPE through this door:

1. Lift up the lever guard then Pull and move forward the right
engine turn off lever;
2. Push the interlock button (only after propeller stop);
To RESCUE from outside, through this door:

1. Crash crew door window;
2. Push the interlock button;

A.F.M. P/N NOR10.707-30B
Section 7
Figure. 7-11
EMERGENCY EVACUATION

A.F.M. P/N NOR10.707-30B
Section 7
WARNING
During evacuation ensure that the right engine is stopped before
opening the crew door.
WARNING
In case of emergency, unless the right engine is shut off by pilot using
primary engine shut off switch or by crew using “crew-door
emergency turn off lever switch”, the crew door will not open with
engine running.
WARNING
Prior to fly, before starting the engines, the pilot must brief passengers
on emergency evacuation procedures.

A.F.M. P/N NOR10.707-30B
Section 7
Figure. 7-12
EMERGENGY TURN OFF LEVER OPERATION

A.F.M. P/N NOR10.707-30B
Section 8
P.68R SUPPLEMENTS
SECTION 8
SUPPLEMENTS
TABLE OF CONTENTS
INTRODUCTION Page 8-1
SUPPLEMENT A RESERVED
SUPPLEMENT B SURFACE DE-ICE BOOT
SYSTEM AND PROPELLER
ELECTRIC ANTI-ICE SYSTEM 10 pages
SUPPLEMENT C RESERVED
SUPPLEMENT D RESERVED
SUPPLEMENT D/1 RESERVED
SUPPLEMENT D/2 S-TEC 55X AUTOPILOT WITH
SAGEM INTEGRATED
COCKPIT (As per change No.
MOD.P68/127) 64 pages
SUPPLEMENT E WINDSHIELD DEFROSTING
SYSTEM (As per change No.
MOD.P68/82 plus MDM 019/07
and MDM 005/08) 10 pages
SUPPLEMENT F MTOW DECREASE TO 1960 kg
(4321 lb) 42 pages
SUPPLEMENT G RESERVED
SUPPLEMENT G/1 RESERVED
SUPPLEMENT G/2 RESERVED
SUPPLEMENT G/3 AIR CONDITIONING SYSTEM 12 pages
(as per change No. MOD.P68/01,
plus MOD.P68/78, plus
MOD.P68/231)
SUPPLEMENT H RESERVED
SUPPLEMENT I RESERVED
Rev. 19
DATE: 23 April 2015 8-i
A.F.M. P/N NOR10.707-30B
Section 8
SUPPLEMENTS P.68 R
SECTION 8
SUPPLEMENTS
SUPPLEMENT J RESERVED
SUPPLEMENT K RESERVED
SUPPLEMENT L RESERVED
SUPPLEMENT M RESERVED
SUPPLEMENT N RESERVED
SUPPLEMENT O RESERVED
SUPPLEMENT P RESERVED
SUPPLEMENT Q GARMIN GMA 340 AUDIO

PANEL (As per change No.
MOD.P68/179)
12 pages
SUPPLEMENT R RESERVED
SUPPLEMENT R/1 GARMIN GTX 330

TRANSPONDER (As per change
No. MOD.P68/134)
8 pages
SUPPLEMENT S RESERVED
SUPPLEMENT S/1 RESERVED
SUPPLEMENT S/2 GARMIN GNS 430W (WAAS)

VHF COMMUNICATIONS
TRANSCEIVER VOR/ILS
RECEIVER/GPS RECEIVER (As
per change No. MOD.P68/126) 30 pages
Rev. 11
A.F.M. P/N NOR10.707-30B
Section 8
P.68 R SUPPLEMENTS
SECTION 8
SUPPLEMENTS
SUPPLEMENT S/3 GARMIN GNS 530W (WAAS)

VHF COMMUNICATIONS
TRANSCEIVER VOR/ILS
RECEIVER/GPS RECEIVER (As
per change No. MOD.P68/126) 30 pages
SUPPLEMENT T RESERVED
SUPPLEMENT U RESERVED
SUPPLEMENT V RESERVED
SUPPLEMENT W RESERVED
SUPPLEMENT X SAGEM INTEGRATED

COCKPIT (As per changes Nos.
MOD. P68/123, MOD.P68/199,
MDM 048/09, MDM 035/09, as
applicable) 50 pages
SUPPLEMENT X/1 RESERVED
SUPPLEMENT X/2 SAGEM INTEGRATED

COCKPIT WITH AXITUDE AX1-
200 AHRS (As per changes Nos.
MOD.P68/123, MOD.P68/195,
MOD.P68/199, MDM 048/09,
MDM 035/09, as applicable) 52 pages
SUPPLEMENT X/3 RESERVED
SUPPLEMENT X/4 FUEL CONSUMING FEATURE

IN SAGEM INTEGRATED
COCKPIT (As per changes Nos.
MOD.P68/123 and MOD.P68/194) 10 pages
Rev. 7
DATE: 16 October 2009 8-iii
A.F.M. P/N NOR10.707-30B
Section 8
SUPPLEMENTS P.68 R
SECTION 8
SUPPLEMENTS
SUPPLEMENT Y AVIDYNE TAS600 TRAFFIC

ADVISORY SYSTEM (As per
changes Nos. MOD.P68/118 and
MOD.P68/171)
14 pages
SUPPLEMENT Z RESERVED
SUPPLEMENT AA AUTOMATIC WING FLAPS

CONTROL SYSTEM (As per
change No. MOD.P68/211) 12 pages
SUPPLEMENT AB “CARGO DOOR OPEN”
ALERTING SYSTEM
(As per change No. MOD.P68/94) 10 pages
SUPPLEMENT AC SUPPLEMENTAL BUILT-IN
OXYGEN SYSTEM (As per
change Nos. MOD.P68/223) 30 pages
SUPPLEMENT AD SAGEM INTEGRATED
COCKPIT DISPLAY SYSTEM
STORMSCOPE WX500 OPTION
(As per change No. MOD.P68/228) 12 pages
Rev. 12
8-iv DATE: 02 March 2010
A.F.M. P/N NOR10.707-30B - Section 8
P.68 R SUPPLEMENTS
SECTION 8
SUPPLEMENTS
8.1 INTRODUCTION
This section consists of a series of supplements, each of which covers
a single optional system which may be installed in the aircraft.
NOTE
The information contained in each supplement applies only
when the related equipment is installed in the aircraft.
Complete figure 8-1 by inserting the applicable supplements
for the installed equipment, so as to define the aircraft
configuration.

SUPPLEMENTS P.68 R
The following is a list of Supplements applicable to the P.68 R

aircraft:
SERIAL NUMBER..……………..............................
REGISTRATION MARKS. …………......................
INSERTION
SUPPLEMENT BY APPROVED
DATE
Figure 8-1

P.68R SUPPLEMENT B – Sec.1
SUPPLEMENT B
SURFACE DE-ICE BOOT

SYSTEM AND PROPELLER ELECTRIC
ANTI-ICE SYSTEM
SECTION 1 – GENERAL
This supplement must be attached to the ENAC Approved Airplane
Flight Manual when the Surface De-Ice Boot System and/or Propeller
Electric Anti-Ice System are installed.
The information contained herein supplements the basic approved
Airplane Flight Manual. For limitations, procedures and performance
information not contained in this supplement consult the basic approved
Airplane Flight Manual. Wherever conflict arises between information in
this supplement and the approved Flight Manual, the information herein
must take precedence.
The aircraft is equipped with pneumatic De-Ice boots on wing and

empennage and electric propeller Anti-Ice.
Rev. 13
DATE: 02 September 2010 Page 1 of 10
SUPPLEMENT B – Sec.1 P.68R
NOTES, CAUTIONS AND WARNINGS

In this Supplement the Note, Caution and Warning indications are
supplied in accordance with these definitions:
NOTE An operating procedure, technique or
maintenance practice which is considered
essential to emphasize.
CAUTION An operating procedure, technique or
maintenance practice which may result in a
minor damage if not carefully followed.
WARNING An operating procedure, technique or
maintenance practice which may result in
personal injury or loss of life if not
carefully followed.
Rev. 13
Page 2 of 10 DATE: 02 September 2010
SECTION 2 - OPERATING LIMITATIONS

A. This aircraft is not approved for flight in icing conditions.
B. De icing boots must be off for take-off and during final

approach for landing.
C. Placards - On front panel, in full view of the pilot
WARNING
Severe icing may result from environmental conditions
outside of those for which the airplane is certificated. Flight
in freezing rain, freezing drizzle, or mixed icing conditions
(super cooled liquid water and ice crystals) may result in ice
build-up on protected surfaces exceeding the capability of
the ice protection system, or may result in ice forming aft of
the protected surfaces.
This ice may not be shed using the ice protection systems,
and may seriously degrade the performance and
controllability of the airplane.
During flight, severe icing conditions that exceed those for
which the airplane is certificated shall be determined by the
following visual cues. If one or more of these visual cues
exists, immediately request priority handling from Air
Traffic Control to facilitate a route or an altitude change to
exit the icing conditions.
A. Unusually extensive ice accumulation on the airframe

and windshield in areas not normally observed to
collect ice.
Rev. 13
B. Accumulation of ice on the lower surface of the wing

aft of the protected area.
C. Accumulation of ice on the engine nacelles and

propeller spinners farther aft than normally observed.
Since the autopilot, when installed and operating, may mask

tactile cues that indicate adverse changes in handling
characteristics, use of the autopilot is prohibited when any
of the visual cues specified above exist, or when unusual
lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
All wing icing inspection lights must be operative prior to

flight into known or forecast icing conditions at night.
NOTE
This supersedes any relief provided by the Minimum
Equipment List (MEL).
Rev. 13
SECTION 3 - EMERGENCY PROCEDURES

A. If uneven Anti-icing of Propeller Blades is indicated.
1. Propeller Anti-Ice Switch – OFF
Rev. 13
SECTION 4 - NORMAL PROCEDURES

Flight in (Inadvertently Encountered)
Icing Conditions
FOR PROCEDURES TO EXIT THE SEVERE ICING

ENVIRONMENT REFER TO SECTION 4, PARA 4.13 OF THE BASIC
AIRPLANE FLIGHT MANUAL.
A. Before take-off
1. Surface De-Ice Switch - ACTUATE - visually check
operation of boots then OFF.
2. Propeller Anti-Ice Switch - ON - check propeller anti-ice
ammeter.
3. Pitot Heat Switch - ON - check volt-amperometer.
B. In Flight - Inadvertent icing encounter

1. Before Entering Visible Moisture
a. Pitot Heat Switch – ON
b. Wing icing inspection light – ON (at night)
2. If Icing Conditions are inadvertently encountered
a. Propeller Anti-ice Switch – ON
3. If Ice Accumulates to approximately 1/2 Inch thickness
a. Surface De-Ice Switch – ACTUATE
4. Prepare for landing check:
a. Surface De-Ice Switch – OFF.
Rev. 13
NOTES
1. This aircraft is not approved for flight in icing

conditions since wing, horizontal stabilizer and
vertical stabilizer deice boots alone do not provide
adequate protection for the entire aircraft. If icing
is encountered inadvertently, close attention
should be given to the pitot–static system,
propellers, induction system and other components
subject to icing, and appropriate action taken to
leave the icing area as soon as possible.
2. Proper operation of propeller anti-ice system is

indicated by periodic fluctuation from 8 to 12
Amps on propeller anti-ice amperometer. A
reading below 8 Amps indicates that the blades of
the propellers are not being deiced uniformly.
Should this occur, it is imperative that the system
be turned OFF. Do not operate when propellers
are static.
3. Positioning the surface de-ice switch to ACTUATE

will result in one complete inflation lasting
approximately7seconds.
Rev. 13
SECTION 5 – PERFORMANCES
There is no change to airplane performances when the Surface De-Ice
Boot System and/or Propeller Electric Anti-Ice System are installed.
Rev. 13
SECTION 6 - WEIGHT AND BALANCE

The installation of the Surface De-Ice System and/or Propeller
Electric Anti-ice System are listed in the “P.68R Equipment List”
P/N NOR10.719-4.
Rev. 13
Rev. 13
P.68 R SUPPLEMENT D/2 – Sec.1
SUPPLEMENT D/2
S-TEC 55X AUTOPILOT
WITH SAGEM INTEGRATED COCKPIT
(As per change No. MOD.P68/127)
SECTION 1 - GENERAL
This Supplement must be attached to approved Flight Manual when
the aircraft is equipped with S-TEC 55X Autopilot, as per change No.
MOD. P68/127 and with SAGEM Integrated Cockpit Display System, as
per change No. MOD. P68/123.
The information contained herein supplements the basic Flight Manual.
For limitations, procedures and performance not contained in this
supplement consult the basic Flight Manual. Whenever conflict arises
between information enclosed herein and the approved Flight Manual, the
information in this supplement must take precedence.
In any case, S-TEC “Pilot’s Operating Handbook Fifty Five X” P/N

87109 and, if applicable, S-TEC “Altitude Selector/Alerter P/N 01279
Pilot’s Operating Handbook” P/N 87110 latest applicable revision must
be regarded as completion of this supplement and must be always carried
on board.
Reference Publication:
• S-TEC “Pilot’s Operating Handbook Fifty Five X” P/N 87109 3rd
Edition dated 30 September 2006;
• S-TEC “Altitude Selector/Alerter P/N 01279 Pilot’s Operating
Handbook ” P/N 87110 issued on 26 October 2000.
Rev. 2
DATE: 24 April 2009 Page 1 of 64
A.F.M. P/N NOR10.707-30B – Section 8
SUPPLEMENT D/2 – Sec.1 P.68 R

personal injury or loss of life if not carefully
followed.
Rev. 2
Page 2 of 64 DATE: 24 April 2009

(a) Autopilot operation is prohibited at speeds above 180 KIAS
(b) Maximum rate of climb or descent during autopilot operation is

1600 fpm
(c) Use of flap during autopilot operation:

1. With autotrim operating, flap extension is limited to 15°
down
2. With autotrim NOT operating, use of flap is prohibited
(d) The autopilot must be OFF during takeoff and landing
(e) The autopilot must be disengaged during go-around or missed

approach
(f) The system is approved for Category I operation only
(g) The minimum altitude for autopilot operating is 200 ft AGL in

approach and 500 ft AGL during cruise, climb and descent.
NOTE
In accordance with FAA recommendation (AC 00-24B),
use of basic "Altitude Hold" mode is not recommended
during operation in severe turbulence.
PLACARDS
NONE
Rev. 2
CAUTION
In the event of an autopilot malfunction, or anytime the
autopilot is not performing as expected or commanded,
do not attempt to identify the system problem.
Immediately regain control of the aircraft by
overpowering the autopilot as necessary and then
immediately disconnect the autopilot.
DO NOT RE-ENGAGE THE AUTOPILOT UNTIL
THE PROBLEM HAS BEEN IDENTIFIED AND
CORRECTED.
3.1 AUTOPILOT MALFUNCTION

In case of Autopilot Malfunction (accomplish simultaneously):
Airplane Control Wheel GRASP FIRMLY

and regain aircraft control
AP DISC/TRIM INTER Switch PRESS
Or:
AP Circuit Breaker PULL
Or, whenever a pitch mode is engaged:
Manual Electric Trim Switch PRESS both segments

either forward or aft
Altitude loss during autopilot or autotrim malfunction:

Climb, cruise or descent 50° bank
(3 seconds delay in recovery) 300 ft max altitude loss
Approach 20° bank
(1 second delay in recovery) 80 ft max altitude loss
Rev. 2
3.2 ELECTRIC TRIM MALFUNCTION
In case of Electric Trim Malfunction (either manual electric or

autotrim):
A/P DISC/TRIM INTER Switch DEPRESS and HOLD
TRIM Master Switch OFF
TRIM Circuit Breaker Pull
AP DISC/TRIM INTER Switch RELEASE
Aircraft RETRIM manually
3.3 SINGLE ENGINE OPERATIONS
(a) Engine Failure during Approach:
AP DISC/TRIM INTER Switch DEPRESS
Directional Control MAINTAIN

(Retard operative engine Power Lever
if necessary to maintain control.
If required, 5 deg. bank
toward operative engine)
Approach Manually COMPLETE
Rev. 2
(b) Engine Failure during Climb, Cruise or Descent:
Directional Control MAINTAIN

(Retard operative engine Power Lever
if necessary to maintain control.
If required, 5 deg. bank
toward operative engine)
Trims ADJUST
Inoperative Engine IDENTIFY and VERIFY
Engine Failure During Flight Procedure PERFORM

(Basic Manual - §3.5)
Rev. 2
3.4 ALTITUDE SELECTOR/ALERTER: LOST ENCODER DATA
NOTE
The ASA provides only switching information to the
autopilot and can not contribute to autopilot
malfunction. However, if the ASA is not performing as
expected or commanded, do not attempt to identify the
system problem.
Immediately remove the ASA from the autopilot
system, pushing the MAN Switch.
DO NOT ATTEMPT FURTHER USE UNTIL THE
PROBLEM HAS BEEN IDENTIFIED AND
CORRECTED.
On the ASA display three dashes (--.-) flashes for 5 seconds then steady,
accompanied with three “ding dong” chimes:
MAN Switch PRESS
Aeroplane Pitch CONTROL using

autopilot VS and ALT Mode
NOTE
If, during flight, the encoder altitude reappears instead
of three dashes (--.-) , the ASA may be reprogrammed as
necessary.
Rev. 2

NOTE
The use of the following procedures may be subjected
to the competent Airworthiness Authority for
authorisation..
4.1 POWER UP TEST
Trim Master Switch OFF
Battery Master Switch ON
Autopilot Circuit Breaker CHECK IN
Avionics Master Switch ON and NOTE on AP display:
(a) all annunciations appears for 10 seconds

(b) software revision number appears between 10 and 20 seconds
(c) within 3 minutes, RDY annunciation alone re-appears
NOTE
In the event of a Programmer/Computer failure, the
FAIL annunciation only re-appear and the autopilot will
not operate.
In the event of a Turn Coordinator failure, the
autopilot display remain blank and the autopilot will not
operate.
Rev. 2
P.68 R SUPPLEMENT D/2 – Sec. 4
4.2 ALTITUDE SELECTOR/ALERTER PRE-FLIGHT TEST
Altitude Selector Switch ON
Transponder with Altitude Encoder STAND-BY
NOTE
If the ASA is not receiving a valid encoder signal, on
the ASA display appears three dashes (--.-), followed by
three “ding dong” chimes. A period of time, should be
allowed for the encoder to come on-line. When the
encoded altitude is displayed, recycle power to ASA and
continue the pre-flight test.
Altimeter SET to local setting or

field elevation, as appropriate
ASA:
(a) Display NOTE all annunciations

for 5 seconds ending with the audio tone
then, 29.9 appears with BARO flashing
(b) Input Selector Knob ROTATE to set

the nearest 1 in Hg
Or for millibars:
BARO Switch PUSH
Then,
Input Selector Knob ROTATE to set
(c) ALT Switch PRESS and NOTE

ALT SEL on display with SEL flashing
Rev. 2
(d) Selector Knob ROTATE to set an altitude 400 ft

above the value indicated on the altimeter
(e) VS Switch PRESS
(f) Input Selector Knob ROTATE to set

desired vertical speed
(g) ALT Switch PRESS
Autopilot:
(a) HDG Mode Selector Switch PRESS
(b) ALT Mode Selector Switch and

VS Mode Selector Switch Simultaneously PRESS
and NOTE VS and ALT both illuminate
(c) AP Modifier Knob ROTATE

to match field elevation and NOTE
VS annunciation on display extinguishes when
ALT SEL on ASA is within 100 ft of the altimeter altitude
NOTE
If the altitude engagement may not occur in ± 100 ft of
the indicated altitude, read just the BARO CAL or
calibrate the Encoder/Altimeter.
(d) AP DISC/TRIM INTER Switch PRESS
ASA ADJUST for Altitude and

Vertical Speed desired after takeoff
Rev. 2
4.3 BEFORE FLIGHT TEST
Before flight and with engine running, perform the following test:
1. HDG Mode Selector Switch PRESS and NOTE

HDG annunciation appears
2. A/C Control Wheel MOVE right and left and

SENSE reduced freedom
since roll servo is engaged
3. A/C Control Wheel MOVE to override

the roll servo
NOTE
Roll servo can be overridden. If not, disconnect
autopilot and DO NOT USE.
4. ALT Mode Selector Switch PRESS and NOTE

ALT annunciation appears with HDG
5. A/C Control Wheel MOVE forward and aft

to sense reduced freedom
since pitch servo is engaged
6. A/C Control Wheel MOVE to override

the pitch servo
NOTE
Pitch servo can be overridden. If not, disconnect
autopilot and DO NOT USE.
7. CWS Switch PRESS, HOLD and NOTE

CWS, VS and +0 annunciations
Rev. 2
8. A/C Control Wheel MOVE right and left,

forward and aft
to sense servos disengaged
9. CWS Switch RELEASE and

CHECK VS selected
10. A/C Control Wheel MOVE right and left

forward and aft
to sense servos engaged
11. Trim Master Switch ON
12. Manual Electric Trim Switch PRESS on both segments

forward or aft and NOTE
AP disconnects as follows:
(a) RDY flashes and Audible Alert sounds a periodic tone while
all other annunciations are extinguished
(b) after 5 seconds, RDY stops flashing and Audible Alert is
squelched
13. HDG Mode Selector Switch PRESS and NOTE

14. AP DISC/TRIM INTER Switch PRESS and NOTE

AP disconnects as follows:
(a) RDY flashes and Audible Alert sounds a periodic tone while
all other annunciations are extinguished
(b) after 5 seconds, RDY stop flashing and Audible Alert is
squelched
NOTE
PRESS and HOLD AP DISC/TRIM INTER Switch to
limit the Audible Alert to a single “beep”.
Rev. 2
4.4 ALTITUDE SELECTOR/ALERTER IN-FLIGHT NORMAL

OPERATING PROCEDURES
Transponder with Altitude Encoder ON
Activate the desired function, set the necessary data and engage the mode
as in the following:
4.4.1 DATA ENTRY (DTA) MODE
DTA Switch PRESS and NOTE

ENT appears on display
with SEL flashing
To set a value of Baro, Decision Height or Vertical Speed:
Appropriate Switch PRESS
Selector Knob ROTATE CW to increase or

CCW to decrease then
PULL to change decimals
To return to Operate Mode:

ENT disappears on display
NOTE
In Entry Mode, the ASA is decoupled from the
autopilot, which, however, can hold the last vertical
speed commanded.
NOTE
In DTA Mode, the actual altitude can not be called up
to the display.
Rev. 2
NOTE
It is not necessary to set the Vertical Speed by using
the DTA Mode. The desired Vertical Speed can be
selected by rotating the Input selector knob in Operate
Mode.
4.4.2 BARO CALIBRATION AND ADJUSTMENT
When in DTA Mode:
BARO Switch PRESS to display

last setting
To change between inches of mercury and millibars:
BARO Switch PRESS
NOTE
When BARO is displayed in millibars, the first two
digit are omitted.
To adjust the BARO calibration:
Input Selector Knob ROTATE to display the desired value,

matching altimeter setting
to 1/10th in.Hg (or millibars)
NOTE
If encoder or altimeter vary in calibration,
compensation can be made, adjusting the BARO
calibration to a higher (lower) number than the current
altimeter, if the ASA engages altitude on the autopilot
higher (lower) than selected ones.
Rev. 2
4.4.3 VERTICAL SPEED SELECTION
CAUTION
It is responsibility of the pilot to ensure that the
selected vertical speed is within the operating limits of
the airplane.
Selection of a vertical speed beyond the capability of
the airplane can create a condition of reduced speed and
lead to a stall.
The selection of the Vertical Speed may be accomplished in the

following ways:
(a) In DTA Mode:
VS Selector Mode Switch PRESS and NOTE

+2 appears on display
Selector Knob ROTATE to select the desired value
NOTE
The value displayed is ± fpm/100 and can be changed
in 100 fpm increments.
Zero vertical speed is not selectable nor displayed,
then the indication steps from +1 to -1 and vice versa.
(b) Otherwise, in Operate Mode:
To engage the VS Mode, on AP Programmer/Computer:
VS Selector Mode Switch PRESS
Rev. 2
NOTE
When using the VS selector and VS Mode on autopilot,
the system automatically reduces the Vertical Speed as
the aeroplane approaches the altitude in the display of
the ASA, even if the ALT Mode is not engaged.
Therefore, when desiring to use only the VS Select
Function, it is convenient to select an altitude beyond
the expected operating range.
NOTE
If a new altitude selected is incompatible with the
existing vertical speed, then the system
AUTOMATICALLY reverses the vertical speed sign to
match the direction of the altitude change; it also sets
the vertical speed value to 500 fpm (±5 on display).
CAUTION
If a vertical speed selection is incompatible with the
existing altitude displayed, the system cause the ALT
annunciation to flash for 5 seconds to alert of the
incompatibility but the system DOES NOT
AUTOMATICALLY CHANGE the altitude selected.
NOTE
In Operate Mode, the Vertical Speed is automatically
reduced as the aeroplane approaches the selected
altitude in order to provide a smooth transition to
cruise. The reduction, in 100 fpm increments, begins at
an altitude which results in a vertical speed of 300 fpm
at the altitude capture.
For this reason, the system does not accept high
vertical speed for small altitude changes.
Rev. 2
4.4.4 ALTITUDE SELECT FUNCTION

In DTA Mode:
ALT Selector Mode Switch PRESS and NOTE

SEL flashing on display
To return to Operate Mode:

SEL steady with ALT on display
Vertical Speed Selection Procedure (§4.4.3) PERFORM
To engage the ALT Mode, on AP Programmer/Computer:
VS and ALT Selector Mode Switches PRESS simultaneously

and NOTE VS and ALT on AP display
NOTE
The autopilot Altitude Hold Mode overrides the ASA
pressing the appropriate ALT Mode Selector Switch on
autopilot Programmer/Computer.
4.4.5 ALTITUDE READ OUT
In Operate Mode:
SEL extinguishes,
ALT appears with encoded altitude
To display the selected altitude:

ALT appears with selected altitude
Rev. 2
NOTE
The value displayed should be the altitude referred to
Mean Sea Level to the nearest 100 ft.
NOTE
While in Operate Mode, repeated pushes of the ALT
Switch alternately display the encoded or selected
altitude.
4.4.6 ALTITUDE ALERT (ALR) MODE
Altitude Select Function (§4.4.4) ACTIVATE to set the

desired alert altitude
ALR Selector Mode Switch PRESS and NOTE

ALR appears
NOTE
When the aeroplane is 1000 ft from the selected alert
altitude, and again at 300ft from the selected altitude,
the ALR Mode cause a chime and flashing of the ALR
annunciation on display.
NOTE
The Alert Function can be alternately enabled and
disabled by pushing the ALR Selector Mode Switch.
When the Mode is enabled, ALR is visible on display.
4.4.7 DECISION HEIGHT (DH) ALERT MODE

In DTA Mode:
DH Selector Mode Switch PRESS and NOTE

0.0 appears on display
Selector Knob ROTATE to select the value

to the nearest 100 ft
above the Decision Height
Rev. 2

the selected DH for 5 sec then,
the system reverts to Altitude Mode and display the altitude until
the DH is reached.
NOTE
At the set DH window, the DH Mode provide for
alerting by activation of the chime and flashing of DH
annunciation.
NOTE
The DH Mode can be disabled by pushing the DH
Selector Mode Switch, causing the DH annunciation to
extinguish and the altitude displayed.
Repeated activations of the DH Selector Mode Switch
in Operate Mode disable or enable the DH Mode,
without changing the display; it is necessary to select
DTA and ENT to display or change the DH value.
Rev. 2
4.5 IN-FLIGHT NORMAL OPERATING PROCEDURES
Autopilot RDY Light CHECK ON
Airplane TRIM
Perform the appropriate procedure to engage the desired mode:
NOTE
A pitch mode (ALT, VS, GS) can only be engaged after a
roll mode (HDG, NAV, NAV APR, REV, REV APR, NAV
GPSS) has been engaged.
4.5.1 HEADING MODE
Heading Bug SET on desired heading
HDG Mode Selector Switch PRESS and NOTE

4.5.2 NAVIGATION MODE
NOTE
NAV Mode may be coupled with GPS D/TO; in this case,
Course Pointer must not be used since the autopilot does
not accept any more course input from HSI.
Navigation Receiver TUNE, IDENTIFY and MONITOR

VOR frequency
Course Pointer TURN

until CDI needle is centred
NAV Mode Selector Switch PRESS and NOTE

NAV appears
Rev. 2
NOTE
NAV annunciation flashes whenever the CDI needle
deflection exceed 50% or NAV Failure Indication is in
view. In the latter event, the FAIL annunciation also
flashes.
CAUTION
If the NAV receiver signal becomes invalid while
NAV Mode is engaged, NAV and FAIL flash on the
display. If the autopilot is a in NAV intercept mode, it
will hold wing level; if it is in a NAV tracking mode, it
will follow the course.
The pilot must monitor the navigation failure indicator
to ensure that the autopilot is tracking a valid navigation
information.
NOTE
During the intercept sequence, the Autopilot limits the
turn rate of the airplane to 90 % of a standard rate turn.
Fifteen seconds after course capture, the turn rate is
reduced to 45% of a standard turn rate and after seventy
five seconds the turn rate is reduced to 15% of a
standard turn rate.
NOTE
The pilot should make speed, distance and time
consideration during the 75 seconds period from course
capture to the beginning of tracking to account for the
airplane position.
4.5.2.1 Pilot Selectable Intercept Angle
Heading Bug SET an intercept heading

to the desired course
Rev. 2
Course Pointer SET on course
HDG Mode Selector Switch PRESS and HOLD

HDG and NAV appear
4.5.3 NAVIGATION GLOBAL POSITIONING

SYSTEM STEERING MODE
GPS Navigation Receiver SET on course
NAV Mode Selector Switch PRESS twice

(once if NAV Mode is already engaged)
and NOTE NAV and GPSS appear
NOTE
During this mode of operation, the autopilot limits the
turn rate of the airplane to 130 % of a standard rate
turn.
NOTE
During this mode of operation, the autopilot does not
accept any course input from the HSI.
NOTE
If a course has not been programmed into GPS
Navigation Receiver upon attempted engagement of the
GPSS Mode, the NAV and GPSS annunciations will flash
and the autopilot will return to basic wing level hold.

Rev. 2
NAV Mode Selector Switch PRESS twice and NOTE

HDG, NAV and GPSS appear
4.5.4 ALTITUDE HOLD MODE
NOTE
The ALT HOLD Mode can only be engaged if a roll
mode (HDG, NAV, NAV APR, REV, REV APR, NAV
GPSS) is already engaged.
Airplane STABILIZE at desired altitude
ALT Mode Selector Switch PRESS and NOTE

ALT come on annunciation present
To change selected altitude:
AP Modifier Knob ROTATE

CW for increase altitude
(CCW for decrease altitude)
NOTE
In ALT HOLD Mode the maximum altitude change
from the original captured altitude is ± 360 ft.
NOTE
Whenever the vertical acceleration exceeds the range
between 0.4g and 1.6 g, the autopilot automatically
disconnects the pitch servo. When the vertical
acceleration moves back in the allowed range, the pitch
servo is automatically re-engaged.
Rev. 2
4.5.5 VERTICAL SPEED MODE
CAUTION
The VS Mode is used to hold a PILOT selected
vertical speed. Since the autopilot receives no airspeed
information, it is responsibility of the pilot to ensure that
the selected vertical speed is within the operating limits
of the airplane.
Selection of a vertical speed beyond the capability of
the airplane can create a condition of reduced speed and
lead to a stall.
NOTE
The VS Mode can only be engaged if a roll mode
(HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) is
already engaged.
Airplane STABILIZE at desired vertical speed
VS Mode Selector Switch PRESS and NOTE

VS and vertical speed (± fpm/100) appear
To change selected vertical speed:
AP Modifier Knob ROTATE

CW to increase vertical speed
(CCW to decrease vertical speed)
NOTE
In VS Mode the maximum vertical speed selectable is ±
1600 fpm.
If the VS annunciation flash:
AP Modifier Knob ROTATE as necessary

until VS stops flashing
Rev. 2
NOTE
4.5.6 CONTROL WHEEL STEERING MODE
NOTE
The CWS Mode can only be engaged if a roll mode
(HDG, NAV, NAV APR, REV, REV APR, NAV GPSS)
and a pitch mode (ALT;VS, GS) are already engaged.
CWS Mode Selector Switch PRESS and HOLD
Airplane STABILIZE at desired attitude
CWS Mode Selector Switch RELEASE and NOTE

CWS, VS and vertical speed (± fpm/100) appear
NOTE
The CWS Mode holds the airplane at its captured turn
rate and vertical speed.
If the turn rate of the airplane is initially greater than
90% of the standard turn rate at the desired attitude,
then the autopilot limits it to 90% of a standard turn rate
upon the CWS Mode engagement.
NOTE
Rev. 2
4.5.7 STABILIZER TRIM

4.5.7.1 Manual Trim
(Trim Master Switch OFF and Pitch Mode engaged)
NOTE
Trim annunciations are provided only if a pitch mode
(ALT;VS, GS) is already engaged.
If TRIM ∧ ( ∨ ) appears and audible alert sounds a periodic tone:
Trim Control Wheel MOVE Nose Up (Down) until

TRIM ∧ ( ∨ ) extinguishes
NOTE
If no action is taken after 4 or more seconds, the
annunciation flashes and the audible alert is squelched.
4.5.7.2 Automatic Trim

(Trim Master Switch ON and Pitch Mode engaged)
NOTE
Automatic trimming function is provided only if a pitch
mode (ALT;VS, GS) is already engaged.
TRIM ∧ ( ∨ ) on AP display advises that the autopilot

is automatically trimming the airplane in the indicated
direction.
The annunciation extinguishes once the airplane is in
trim condition.
4.5.7.3 Manual Electric Trim

(Trim Master Switch ON)
NOTE
The Manual Electric Trim Switch can be used from the
RDY annunciation or when even a roll mode only (HDG,
NAV, NAV APR, REV, REV APR, NAV GPSS) is
engaged.
Rev. 2
To trim the aeroplane Nose Up (Down):
Manual Electric Trim Switch PRESS and HOLD

both segments aft (forward) and NOTE
trim wheel runs Nose Up (Down)
and TRIM appears flashing
NOTE
If the Manual Electric Trim Switch is actuated when a
pitch mode (ALT, VS, GS) is engaged, the autopilot
disconnects even if the Trim Master Switch OFF.
4.6 PRECISION APPROACH PROCEDURES
If Altitude Selector/Alerter is present, before performing any precision

approach procedure:
Decision Height Alert Mode Procedure (§4.4.7) PERFORM
4.6.1 STRAIGHT-IN ILS APPROACH

LOC frequency
Course Pointer SET to FRONT INBOUND LOC course

NAV and APR appear
Upon reaching the altitude appropriate for glide intercept:

ALT appears
Rev. 2
then, when GS Mode is automatically engaged:
On display NOTE GS also appears
NOTE
The GS Mode automatically arms if for 1 second the
following conditions exists: LOC frequency selected,
NAV and GS valid signal, NAV APR and ALT Modes
engaged, airplane within 50% CDI deflection of LOC
centreline and more than 10% GDI deflection below GS
centreline.
NOTE
The GS annunciation flashes if the GDI needle
deflection exceeds 50% or GS Flag is in view. In the
latter event, the FAIL annunciation also appears.
If necessary, to disable GS Mode:
APR Mode Selector Switch PRESS and NOTE

GS flashes on display
And, to re-arm GS Mode:

GS extinguishes and re-appears on display
When the GS Mode is automatically engaged,

NOTE ALT extinguishes
on display
NOTE
If the approach procedure positions the airplane
slightly above the GS beam centreline, manual
engagement of GS Mode can be instantly achieved by
pressing the ALT Mode Selector Switch.
Rev. 2
CAUTION
Manual engagement of GS Mode above the GS beam
centreline will result in the airplane moving quickly
toward the GS beam centreline. DO NOT ENGAGE
manually the GS Mode if GDI needle deflection is
greater than 10% above the GS beam centreline.
At Decision Height:
AP DISC/TRIM INTER Switch PRESS and NOTE

AP disconnects
4.6.2 ILS APPROACH WITH PROCEDURE TURN
Above the approach altitude:

LOC frequency
REV Mode Selector Switch PRESS and NOTE

REV and APR appear
Depending on the published procedure, maintain altitude or descent, using

the appropriate autopilot function:

ALT appears
Or:

VS and vertical speed appear
Rev. 2
At appropriate time:
Heading Bug SET to FRONT OUTBOUND

PROCEDURE TURN heading
HDG Mode Selector Switch PRESS
Before turning the airplane again:
Heading Bug TURN in two

successive 90° increments

NAV and APR appear
Upon reaching the altitude appropriate for glide intercept:

VS and vertical speed appear
At altitude for glide intercept

ALT appears
then, when GS Mode is automatically engaged:
On display NOTE GS also appears
At Decision Height:

AP disconnects
Rev. 2
4.7 NON-PRECISION APPROACH PROCEDURES
If Altitude Selector/Alerter is present, before performing any non-precision

approach procedure:
Decision Height Alert Mode Procedure (§4.4.7) PERFORM
4.7.1 STRAIGHT-IN BACK COURSE APPROACH

LOC frequency

REV and APR appear
At Decision Height:

AP disconnects
NOTE
The REV annunciation flashes if the CDI needle
deflection exceeds 50% or NAV Flag is in view. In the
latter event, the FAIL annunciation also appears.

Course Pointer SET to

FRONT INBOUND LOC course
Rev. 2

HDG, APR and REV appear
4.7.2 BACK COURSE APPROACH WITH

PROCEDURE TURN

LOC frequency

NAV and APR appear
Heading Bug SET to BACK OUTBOUND

Before turn the aeroplane again:


REV and APR appear
At Decision Height:

AP disconnects
Rev. 2
4.7.3 STRAIGHT-IN LOC APPROACH

LOC frequency

NAV and APR appear
At Decision Height:

AP disconnects
4.7.4 STRAIGHT-IN VOR APPROACH

VOR frequency
Course Pointer SET to FRONT INBOUND VOR course

NAV and APR appear
At Decision Height:

AP disconnects
4.7.5 LOC APPROACH WITH PROCEDURE TURN

LOC frequency
Rev. 2

REV and APR appear



NAV and APR appear
At Decision Height:

AP disconnects
4.7.6 VOR APPROACH WITH PROCEDURE TURN

VOR frequency
Course Pointer SET to FRONT INBOUND VOR course

REV appears
Rev. 2


NAV and APR appear
At Decision Height:

AP disconnects
4.8 AUTOPILOT DISCONNECTION
To disconnect the autopilot, use any of the following means:
(a) AP DISC/TRIM INTER Switch PRESS
(b) AP Circuit Breaker PULL
Whenever a pitch mode is engaged:
(c) Manual Electric Trim Switch PRESS both segments

either forward or aft
4.9 AUTOMATIC TRIM DISABLE
In the event of a trim runaway, to disconnect the automatic trim function

execute the following:
(a) AP DISC/TRIM INTER Switch PRESS and HOLD
(b) Trim Master Switch OFF
(c) Trim Circuit Breaker PULL
Rev. 2
4.10 ANNUNCIATION
ANNUNCIATION CONDITION ACTION

All annunciations, Autopilot Power-Up -
then RDY Self Test completed
successfully
All annunciations, Turn Coordinator Do not operate the autopilot
then display blank failure detected during until the fault has been
indefinitely Power-Up Self Test detected and solved.
All annunciations, Programmer/Computer Do not operate the autopilot
then FAIL failure detected during until the fault has been
Power-Up Self Test detected and solved.
Flashing NAV CDI needle deflection -
exceeds 50%
Flashing Invalid Radio Check Navigation Receiver
alternatively NAV Navigation Signal for proper reception. Use
and FAIL HDG Mode until problem
is corrected or use an
alternative source of
Navigation Signal.
Flashing NAV and Attempted engagement Set the desired course on
GPSS of GPSS Mode without GPS Navigation Receiver.
course programmed in
GPS Navigation
Receiver
Flashing VS when Airplane unable to Reduce commanded
VS Mode engaged maintain the vertical speed until VS
commanded vertical stops flashing
speed for 15 seconds
Flashing GS GDI needle deflection -
exceeds 50%
Invalid GS Navigation Check GS Navigation
Flashing GS and Receiver Signal Receiver for proper
steady FAIL reception.
Rev. 2
SECTION 5 - PERFORMANCE
NO CHANGE.
Rev. 2

The items of the S-TEC 55X Autopilot are listed in the “P68C
Equipment List” P/N NOR10.719-1.
Rev. 2
SECTION 7 –DESCRIPTION AND OPERATION
7.1 GENERAL DESCRIPTION

The System S-TEC 55X is a two-axis, rate based autopilot which
controls pitch and roll.
When in control of roll axis, the autopilot senses turn rate, closure rate
to the selected course and the non-rate quantities of heading error, course
error and course deviation indication.
When in control of pitch axis, the autopilot senses vertical speed and
acceleration, closure rate to the selected glideslope and the non-rate
quantities of altitude and glideslope deviation indication.
These sensed data provide feedback to the autopilot, which processes
them and activates the proper mechanisms coupled to the control systems.
In this installation, the roll and pitch servos are mechanically connected to
the ailerons and the stabilizer, respectively.
The autotrim function senses when the aeroplane needs to be trimmed
about the pitch axis and automatically drives the pitch trim servo that
moves the pitch trim tab to reduce the pilot control force.
Even if the autotrim is not activated, the System S-TEC 55X provides
annunciations whenever is necessary to manually trim the aeroplane about
the pitch axis.
The P68C installation of the S-TEC 55X autopilot comprises:
o Programmer/Computer
o Roll and Pitch Servos
o Turn Coordinator
o Altitude Pressure Transducer
o AP DISC/TRIM INTER Switch
o Control Wheel Steering Switch
Rev. 2
o Autopilot Breaker
o Horizontal Situation Indicator
o Automatic Pitch Trim, including
- Trim Master Switch

- Manual Electric Trim Switch
- Trim Servo
- Trim Breaker
o Altitude/Vertical Speed Selector/Alerter (Optional)
In the following the S-TEC 55X block diagram is shown:
Rev. 2
Fig.1-AUTOPILOT BLOCK DIAGRAM
Rev. 2
With these basic facilities, the S-TEC 55X autopilot has the following
primary capabilities:
o Turns onto selected heading and holds it
o Intercepts and tracks a VOR/GPS course
o Intercepts and tracks a localizer front/back course
o Laterally steers along a predefined course defined in GPS

navigator
o Intercepts and tracks glideslope
o Holds altitude
o Holds simultaneously vertical speed and turn rate
o Allows for control wheel steering
o Provides pitch trim annunciation
o Allows for pilot selectable intercept angle
o Executes tri-level gain scheduling to prevent altitude

overshoots upon levelling off
o Automatic electric trim
o Manual electric trim
With Optional Altitude Selector/Alerter:

o Altitude and vertical speed preselect
o Altitude and decision height alert
o Altitude read-out
The Autopilot mode selection is performed by using the mode selector

switch and modifier knob on the autopilot programmer/computer; the
relevant annunciation appears on the display to acknowledge the mode is
engaged.
Rev. 2
7.2 OPERATIONAL FUNCTION DESCRIPTION
7.2.1 HEADING MODE

The Heading mode allows to turn onto a selected heading and
hold it.
When the HDG Mode Selector Switch is pressed, the HDG
appears on the display to acknowledge that the mode is engaged.
7.2.2 NAVIGATION MODE

In Navigation Mode, the autopilot intercepts, captures and tracks
the desired course.
The NAV annunciation appears on the display to acknowledge
that the Navigation Mode is engaged.
When in NAV Mode, the system operates at different gain and
sensitivity to adjust the closure rate, as function of the CDI
deflection; in addition, it limits the airplane turn rate to a
percentage, that varies from 90% to 15%, of the standard turn
rate.
In Navigation Mode, the NAV flashes whenever the CDI
deflection is more than 50% or the NAV Failure Indication is in
view; in the latter event, the FAIL annunciation also appears.
The mode provides a 45° intercept angle, or less depending on
the CDI deflection and closure rate. In addition, by using the
Heading Mode, the pilot can select an intercept angle.
In this case, HDG and NAV annunciations appear to
acknowledge the Heading Mode engaged and the Navigation
Mode is armed; the HDG annunciation extinguishes when the
NAV Mode is engaged.
In order to track the course in higher system authority, the
Navigation Mode can be coupled with the Approach Mode,
provided that the CDI needle deflection is within 50% of the full
scale; the NAV APR annunciation indicates the coupling of the
Modes.
Rev. 2
7.2.3 NAVIGATION GLOBAL POSITIONING SYSTEM

STEERING (NAV GPSS) MODE
In Navigation Global Positioning System Steering Mode, the
autopilot intercepts, captures and tracks a course predefined into
the GPS Navigation Receiver.
During the operation, the autopilot does not accept any course
error input.
When in NAV GPSS Mode, the system limits the airplane turn
rate to a 130% of the standard turn rate and, as for the NAV
Mode, the pilot can select an Intercept Angle by using the
Heading Mode.
In NAV GPSS Mode, the NAV GPSS annunciations appear on
the display to acknowledge that the mode is engaged.
When the NAV GPSS Mode is coupled with Heading Mode, the
HDG annunciation is also present to indicate that the Heading
Mode is engaged and the Navigation Mode is armed; the HDG
annunciation extinguishes when the NAV GPSS Mode is
engaged.
7.2.4 APPROACH MODE

When the Approach Mode is activated the autopilot provides
increased sensitivity for VOR or GPS approaches. The pilot may
also select this mode if increased sensitivity is required for
enroute NAV tracking.
The APR Mode can be engaged by pressing the APR Mode
Selector Switch (or tuning a LOC frequency on navigation
receiver and pressing NAV or APR Mode Selector Switch); then,
the APR annunciation appears on the display along with the NAV
or REV annunciations, depending on the Mode coupled with the
Approach Mode.
The APR Mode provides a 45° intercept angle or a pilot
selectable angle, by activation of the Heading Mode; in this case,
HDG annunciation is also displayed.
Rev. 2
7.2.5 REVERSE MODE

When in Reverse Mode, the autopilot executes high sensitivity
gain for an approach where tracking the front course outbound or
tracking the back course inbound is required. The REV
annunciation is lit when REV Mode is selected, along with the
annunciation relative to the Mode coupled to the REV Mode.
7.2.6 ALTITUDE HOLD MODE

When in Altitude Hold Mode, the autopilot holds the airplane at
the absolute pressure altitude captured at the time the Mode is
engaged.
The captured altitude can be corrected in 20 ft increments by
rotating the Modifier Knob up to ± 360 ft from the original value.
When the mode is engaged, ALT annunciation appears on the
autopilot display.
7.2.7 VERTICAL SPEED HOLD MODE

When in Vertical Speed Hold Mode, the airplane maintains the
vertical speed existing at the time the mode is selected.
This value of the vertical speed can be corrected in 100 fpm
increments by rotating the Modifier Knob up to the limit of ±
1600 fpm.
However, since the autopilot does not receive signal from the
airspeed indicator, it is responsibility of the pilot to ensure that
the selected vertical speed is in the capability of the airplane and
it does not lead to unsafe conditions.
When the mode is engaged, the VS annunciation and the current
selected vertical speed in fpm/100 appears on autopilot display.
During climb, if the airplane becomes unable to maintain the
captured vertical speed within 200 fpm for a period of 15
seconds, the VS annunciation flashes to alert for an impending
stall condition.
Rev. 2
7.2.8 GLIDESLOPE MODE

The GS function captures and tracks an ILS glideslope to execute
a precision approach.
When the following conditions are simultaneously met for 1
second, the GS annunciation illuminates indicating the GS Mode
is armed:
(a) LOC frequency selected on navigation receiver
(b) NAV and GS signal valid, or rather no NAV or GS
FAILURE INDICATION in view
(c) NAV APR Mode engaged
(d) ALT Mode engaged
(e) Airplane within 50% CDI needle deflection of LOC
centreline
(f) Airplane more than 10% GDI needle deflection below
GS centreline
When the airplane arrives at 5% GDI needle deflection below the
GS centreline, the ALT annunciation extinguishes to indicate the
GS Mode is engaged.
The automatic GS arming feature can be disabled by pressing the
APR Mode Selector Switch when the airplane is in NAV
APR/ALT Modes; then, the GS can be manually armed by
pressing ALT Mode Selector Switch when the airplane is in NAV
APR/ALT Modes.
7.2.9 CONTROL WHEEL STEERING (CWS) MODE

When both a roll and a pitch mode are engaged, pressing and
holding the CWS Switch, disconnects both the roll and pitch
servos and the pilot can manoeuvre the airplane as desired; when
the CWS Switch is released, the servos re-engage and the
autopilot maintains the vertical speed and turn rate captured at
that time.
In the event that the captured turn rate is grater than 90% of the
standard ones, the system limits the value to 90% of the standard
turn rate.
Rev. 2
The CWS annunciation appears on display, along with the VS

annunciation and the current captured value of vertical speed.
7.2.10 STABILIZER TRIM OPERATION

7.2.10.1 Manual trim
If the Master Trim Switch is OFF and a Pitch Mode is engaged,
the autopilot provides an annunciation whenever it is necessary to
trim the airplane. When the system detects the out-of-trim
condition, via the trim sensor integrated in the pitch servo, it
displays the TRIM annunciation, along with the trim direction
indication ( ∧ or ∨ ), and sounds a periodic tone. If no action is
taken after 4 seconds, the annunciation flashes and the alert is
squelched.
7.2.10.2 Automatic trim

If the Master Trim Switch is ON and a Pitch Mode is engaged,
the autopilot automatically maintains pitch trim. When the pitch
trim servo is running, the system display the TRIM ( ∧ or ∨ )
annunciation as an advisement that it is trimming the airplane in
the indicated direction. If the autopilot is still trimming after 4
more seconds, the annunciation flashes; once the airplane is
trimmed, the annunciation extinguishes.
7.2.10.3 Manual electric trim

If the Trim Master Switch is ON, the Manual Electric Trim
Switch can command the pitch trim servo, when the autopilot is
disengaged, or engaged in Roll Mode.
Pressing aft (forward) both segments of Manual Electric Trim
Switch, the airplane trims nose up (down) and the annunciation
TRIM appears flashing on display, then extinguishes upon
release of the switch.
When a Pitch Mode is engaged, the activation of the Manual
Electric Trim Switch causes the autopilot disconnection, even if
the Trim Master Switch is in OFF position.
Rev. 2
Fig.2-BREAKER PANEL
Rev. 2
Fig.3-AUTOPILOT INSTRUMENT LAYOUT
Rev. 2
1 S-TEC SYSTEM 55X PROGRAMMER/COMPUTER

The autopilot Computer/Programmer is a panel-mounted unit that
contains the Roll Flight Guidance Computer, the Pitch Flight
Guidance Computer and the Automatic Pitch Trim Amplifier.
The unit includes operating switches and a backlit LCD that
displays system mode annunciations.
2 TRIM MASTER SWITCH

Switch located on breaker panel that activates, if a pitch mode is
engaged, the Automatic Elevator Trim.
3 ALTITUDE SELECTOR/ALETER
It allows the pilot to pre-select the vertical speed and altitude to
be used by the autopilot.
4 ALTITUDE SELECTOR SWITCH

It enables the Altitude Selector /Alerter (3).
5 HEADING (HDG) MODE SELECTOR SWITCH

When pressed, it selects the Heading Mode, which commands the
airplane to turn and to maintain the heading selected by the
heading bug on the HSI.
6 NAVIGATION (NAV) MODE SELECTOR SWITCH

When pressed, it selects the Navigation Mode for the automatic
interception and tracking of enroute navigation signals.
7 APPROACH (APR) MODE SELECTOR SWITCH

When pressed, it selects the Approach mode and the APR appears
on the display. The APR Mode provides increased sensitivity for
VOR or GPS approaches. The pilot may also select this mode if
increased sensitivity is desired for enroute NAV tracking.
8 REVERSE (REV) MODE SELECTOR SWITCH

When pressed it will select the Reverse Mode that provides roll
commands interception and tracking of the localizer back course
Rev. 2
inbound or localizer front course outbound.
9 ALTITUDE HOLD (ALT) MODE SELECTOR SWITCH

When pressed, it selects the Altitude Hold mode, which
commands the airplane to maintain the pressure altitude existing
at the moment of selection.
Altitude correction may be made while in ALT Mode by rotating
the Modifier Knob up to a maximum of ± 1600 ft/min (11).
10 VERTICAL SPEED HOLD (VS) MODE SELECTOR SWITCH

When pressed, it selects the Vertical Speed Hold mode, which
commands the airplane to maintain the vertical speed existing at
the time the mode is selected.
Vertical speed may be modified in 100 ft increments rotating the
Modifier Knob.
11 MODIFIER KNOB
When rotated, it modifies the altitude or vertical speed selected
12 CONTROL WHEEL STEERING (CWS) MODE SELECTOR

SWITCH
When pressed and held, it allows pilot to control manually the
aircraft (disengages the pitch, roll and pitch trim servos) without
disconnecting the autopilot.
When the CWS switch is released, the autopilot automatically
holds the current turn rate or vertical speed.
13 AUTOPILOT DISCONNECT/TRIM INTERRUPT (AP DISC/TRIM

INTER) SWITCH
When pressed, it disengages the autopilot. When pressed and
held, it will interrupt all electric trim power (stop trim motion),
and disengage the autopilot.
14 MANUAL ELECTRIC TRIM SWITCH

A split switch unit in which both halves must be actuated in order
Rev. 2
for the manual trim to move in the desired direction, when the
Trim Master Switch is in the ON position. When Roll and Pitch
Mode are engaged, operation of the manual electric trim
automatically disconnects the autopilot.
15 HOR1ZONTAL SITUATION INDICATOR (HSI)

Provides a pictorial presentation of aircraft deviation relative to
VOR radials or localizer beams. It also gives heading reference
with respect to magnetic north.
16 COMPASS CARD
Rotates to display heading of airplane with reference to lubber
line (18) on HSI.
17 HEADING BUG
Indicates the desired heading.
18 LUBBER LINE
Indicates aircraft magnetic heading on compass card (16).
19 HEADING SELECTOR
Positions heading bug (17) on compass card (16) by activating
the heading selector button. The Bug rotates with the compass
card.
20 COURSE BEARING POINTER

Indicates selected VOR course or localizer course on compass
card (16).
The selected VOR or localizer course remains set on the compass
card when the compass card rotates.
21 COURSE DEVIATION INDICATOR (CDI)

The center portion of the omni bearing pointer moves laterally to
indicate pictorially the relationship between the aircraft and the
selected course. It indicates degrees of angular displacement from
VOR radials and localizer beams.
Rev. 2
22 COURSE SELECTOR
Position the course bearing pointer (20) on the compass card
(16).
23 TO/FROM INDICATOR
Indicates direction of VOR station relative to selected course.
24 GLIDESLOPE DEVIATION POINTER
Indicates on glideslope scale (25) deviation of the aircraft from
glideslope beam center. The indicator is not visible when an ILS
frequency is not selected; if an ILS frequency is selected, but the
signal is flagged a “GS” is shown.
25 GLIDESLOPE SCALE
Indicate displacement from glideslope beam center. A glideslope
deviation bar displacement of TBD dots, represents full scale
(TBD°) deviation above or below glideslope beam centerline.
26 NAV FAILURE INDICATION

NAV failure indication is in view on the Primary Flight Display
when the NAV receiver signal is inadequate. If this occurs while
NAV Mode is engaged, NAV and FAIL will flash on the display;
if NAV Mode is not engaged NAV flashes when attempted to
engage.
27 GS FAILURE INDICATION
GS failure indication is in view on the Primary Flight Display
when the GS receiver signal is inadequate. If this occurs while
GS Mode is engaged, GS and FAIL will flash on the display; if
GS Mode is not engaged, GS will flash when attempted to be
engaged.
Rev. 2
Fig.4–AUTOPILOT MODE SWITCHES
Fig.5–PILOT CONTROL WHEEL
Rev. 2
Fig.6– HSI AND GLIDESLOPE INDICATOR
Rev. 2
7.3 ALTITUDE SELECTOR/ALERTER DESCRIPTION
The Altitude Selector /Alerter (ASA) is a selector that allows the pilot
to pre-select the vertical speed and altitude to be used by the autopilot. In
addition to these basic functions, the selector provides other features such
as Altitude Alert Mode , Decision Height Alert Mode and Altitude Read
Out from encoder, barometric calibration in inches of mercury and
millibars .
The ASA system combines the computer and programmer units into a
single panel mounted unit, which contains the display and the operating
switches. The system also interfaces with an altitude encoder/transponder
providing a standard 100 ft increment output.
The ASA reads and decodes from the encoder the altitude, that adjusts
by the setting of barometric calibration, then compares the decoded
altitude with the selected altitude. When these values match, the Altitude
Selector signals via computer the autopilot to engage the Altitude Hold
Mode of the autopilot.
The Vertical Speed Selector, as well as the Altitude Selector, provides
an electrical output to the autopilot pitch guidance computer that is
proportional to the intensity and direction of the set vertical speed. This
signal is not used by the autopilot until the Vertical Speed Mode is
engaged. At that time, the autopilot compares the existing value of vertical
speed to the selected ones and commands the servos to achieve the desired
value, provided that it is in the capability of the airplane.
The Vertical Speed Selector of the ASA functions any time a vertical
speed is set and the VS Mode of the autopilot is engaged. However, the
Altitude Selector functions only when the transponder and encoder are
operating and the ALT and VS Modes of the autopilot are engaged.
Rev. 2
Fig.7-ALTITUDE SELECTOR/ALERTER BLOCK DIAGRAM
Rev. 2
7.3.1 DATA ENTRY (DTA) AND OPERATE MODES

When the ASA is in Entry Data Mode, the barometric calibration,
altitude, vertical speed and decision height selections are allowed,
pushing the appropriate switch and using the input selector knob.
When the ASA is in Entry Mode, it is decoupled from the
autopilot, which, however, is able to maintain the last vertical
speed commanded.
In DTA Mode, the ASA display shows ENT steady and SEL
annunciation flashing; after the required value are selected,
pressing the DTA Switch reverts the system to Operate Mode, the
ENT annunciation extinguishes and the system can communicate
to the autopilot the settings.
7.3.2 BAROMETRIC CALIBRATION (BARO) MODE

The Barometric Calibration Mode enables the pilot to provide a
current altimeter setting
At power-up the BARO Mode is displayed after self test, at other
time, the DTA Mode have to be activated to show the last baro
setting: repeted pushes of BARO Switch cause the barometric
units alternate between in.Hg or millibars (then the first two digit
are omitted).
For the BARO Calibration, it is necessary to rotate the input
selector knob until matching the current setting shown in the
altimeter, to the nearest 1/10th of inch of mercury or millibar.
When above an altitude of 18000 ft the barometric calibration
automatically changes to 29.92 in.Hg while the last barometric
setting continue to appear on display and is used when below the
altitude of 18000 ft.
7.3.3 ALTITUDE READ OUT

When the ALT Mode Switch is pushed in Operate Mode, the
SEL annunciation extinguishes while the ALT appears, and the
system shows the encoded altitude, corrected as per barometric
calibration, on the display. Repeated pushes of the ALT Mode
Switch display alternatively show the encoded or selected
altitude.
Rev. 2
7.3.4 ALTITUDE SELECTOR (ALT) MODE

The Altitude Selector enables the pilot to pre-select an altitude to
hold. To accomplishing that, the Altitude Selector communicates
with the transponder and encoder altimeter and functions only
when both the Altitude and the Vertical Speed Modes of the
autopilot are selected.
Then, it is necessary to set the desired altitude and the vertical
speed to reach it; when the airplane arrives at the selected
altitude, the VS Mode disengages and the autopilot holds the
altitude. In normal operation, the altitude selector engages the
ALT Mode of the autopilot 50 ft prior to the arrival at the
selected altitude, either climbing or descending.
7.3.5 ALTITUDE ALERT (ALR) MODE

The Altitude Alert Mode provides for an alert when the airplane
is approaching a selected altitude. The activation of the ALR
Mode cause a chime throughout the cabin and flashing of the
ALR annunciation on ASA display at the 1000 ft and again 300 ft
from the selected altitude.
Moreover, the alert activates if the airplane deviates from the
selected altitude by more than 300 ft.
7.3.6 DECISION HEIGHT ALERT (DH) MODE

The Decision Height Alert Mode provides for an alert when the
airplane is approaching a selected DH altitude. The activation of
the DH Alert Mode causes the flashing of the DH annunciation
on the ASA display and a chime that sounds when passing an
altitude of 100 ft more than the selected DH.
However, due to possible inaccuracy in using the ASA, the DH
Mode should not be the only means to determining the missed
approach altitude.
Rev. 2
7.3.7 VERTICAL SPEED SELECTOR (VS) MODE

The Vertical Speed Selector enables the pilot to select a vertical
speed to hold, provided that it is in the capability of the airplane.
The desired vertical speed can be selected whether in DTA Mode
or in Operate Mode, rotating the input selector knob.
While in Operate Mode, the vertical speed commanded is
automatically reduced in 100 ft increments as the airplane
approaches the selected altitude, even though it is not required to
capture the altitude; as result of this, the ASA does not accept
high vertical speeds for small altitude changes.
The system includes safeguards that, under normal condition,
operate in case of any incompatibility of altitude and vertical
speed selected. In particular, if the selected altitude requires an
opposite direction of vertical speed, the system automatically
changes the vertical speed signal polarity to solve the
incompatibility; on other side, if the vertical speed selected is
incompatible with the existing altitude, the ASA causes the
altitude to flash for 5 seconds but it does not automatically
change the selection.
The vertical speed selector function may be disabled by pressing
the MAN Switch which extinguishes the VS on the ASA display.
Rev. 2
Fig.8-ALTITUDE SELECTOR/ALERTER ARRANGEMENT
Rev. 2
1. DATA ENTRY (DTA) /OPERATE SWITCH

It allows to select between Entry Mode and Operate Mode.
2. BAROMETRIC CALIBRATION (BARO) MODE

SWITCH
It switches the altitude setting between inches of mercury and
millibars.
When altitude is displayed in millibars the first two digit are
omitted.
3. ALTITUDE READ OUT/ALTITUDE SELECTOR MODE

SWITCH
The ALT Mode Switch accomplishes two functions.
When pressed in Entry Mode, it addresses the altitude selector to
set the desired altitude.
When the ALT Mode Switch is pushed in Operate Mode, the
system shows the encoded altitude on the display.
4. ALTITUDE ALERT (ALR) MODE SWITCH

The ALR Mode Switch enables the activation of the Alert Mode,
combined with the selected altitude displayed.
5. DECISION HEIGHT ALERT (DH) MODE SWITCH

The DH Alert Mode Switch enables the activation of DH Alert
Mode.
6. VERTICAL SPEED SELECTOR (VS) MODE SWITCH

When pressed, it enables the Vertical Speed Selector Mode and
displays the vertical speed, that can be adjusted to the desired
value by rotating the input selector knob (8).
7. MANUAL (MAN) MODE SWITCH

When pressed, it completely removes the ASA from the autopilot
system.
Rev. 2
8. INPUT SELECTOR KNOB

Altitude or vertical speed correction may be made by rotating the
Input Selector Knob. In particular, turning the knob CW will
increase the number and pulling the knob will change decimals.
Rev. 2
Rev. 2
P.68 R SUPPLEMENT E – Sec.1
SUPPLEMENT E
WINDSHIELD DEFROSTING SYSTEM

(As per change MOD.P68/82
plus MDM 019/07 and MDM 005/08)
This supplement must be attached to the ENAC Approved Aircraft
Flight Manual when the aircraft is equipped with a Windshield Defrosting
System as per change MOD.P68/82 plus MDM 019/07 and MDM 005/08.
Aircraft Flight Manual. For limitations, procedures and performance
Aircraft Flight Manual. Wherever conflict arises between information in
The Windshield Defrosting System assures adequate visibility at all
times for safe of operation on ground or in flight.


carefully followed.
DATE: 12 December 2008 Page 1 of 10

SUPPLEMENT E– Sec.2 P.68 R
SECTION 2 – LIMITATIONS
The Windshield Defrosting System is not approved for operation during
the following condition:
- SINGLE GENERATOR OPERATION.
PLACARDS
In Full View Of the Pilot
Near Magnetic Compass:
Page 2 of 10 DATE: 12 December 2008

SECTION 3 - EMERGENCY PROCEDURE

ENGINE OR GENERATOR FAILURE EMERGENCY
PROCEDURES
NOTE
In case of engine or generator failure, the
Windshield Defrosting System will automatically turn
OFF.
Add the following step before performing the procedure:

a) CABIN AIR-OFF-HOT
AIR WINDSHIELD Switch OFF
Then complete Engine or Generator Failure Emergency Procedure.

SUPPLEMENT E – Sec.4 P.68 R
SECTION 4 - NORMAL PROCEDURE

PREFLIGHT CHECK LIST
Add the following check:
NOTE
EXTERNAL POWER UNIT CONNECTED
AIR WINDSHIELD Switch HOT AIR WINDSHIELD
NOTE
Verify proper operation of the DEFROSTER fan
heater by putting your hand near the air outlets on the
instrument panel cover. In case of system failure, switch
OFF and investigate.
BEFORE STARTING ENGINE

Add the following step before performing the procedure
AIR WINDSHIELD Switch OFF
Then complete Before Starting Engine Procedure.
CLIMB/CRUISE/DESCENT
DEFROST AS REQUIRED

SECTION 5 – PERFORMANCE
There is no change to airplane performance when the Windshield
Defrosting System is installed.


The items of the Windshield Defrosting System are listed in the
“P68R Equipment List” P/N NOR10.719-4.

SECTION 7 - DESCRIPTION AND OPERATION

The Windshield Defrosting System consists of one fan heater P/N
1305290 and the necessary hardware to complete the system.
The fan heater is installed on the fuselage structure between fuselage
frames No. 1 and No. 2, two hot air outlets provide windshield defrosting.
The system is controlled by a function switch, installed on the breaker
panel:
a) Switch “CABIN AIR-OFF-HOT AIR WINDSHIELD”

- The “CABIN AIR” position enables the Cabin Air
Conditioning or Cabin Ventilating modes;
- The “HOT AIR WINDSHIELD” position switches the
windshield defrosting mode ON.
- The “OFF” position switches all the above mentioned
mode OFF.
An operational limits placard is provided on the overhead panel, in

full view of the pilot.
A compass correction placard is provided near the Magnetic
Compass. The air is warmed by the fan heater element before being blown
on the windshield through the same air outlets.
The system is powered through the main bus. An automatic cut-off
circuit will disconnect power from the fan heater whenever an alternator
failure occurs. The fan heater circuit is protected by a 35 Amp circuit
breaker.
A thermal switch as first protection and two thermal fuses as further
protection located inside the fan heater are provided to turn the fan heater
OFF in case of overheating. The thermal switch opens its contacts and cuts
off the electrical supply if the temperature inside the fan heater reaches
65/C +/- 10/C. When the temperature goes down by at least 10/C the
thermal switch closes its contacts and automatically reactivates the system.
Should overheating re-occur, the system must be switched OFF and
troubleshooting carried out after landing. In case of fused contacts of the
thermal switch, a first thermal fuse cuts off the electrical supply if the
temperature reaches 150/C +/- 2/C and a second thermal fuse cuts off the
power supply if the temperature reaches 221/C +/- 17/C. If this occurs, the

fan heater results inoperative, then the system must be switched OFF and,
after landing, removed and sent to the Vulcanair for overhaul.
Furthermore a diode is provided inside the fan heater that
automatically turns ON the fan element in case of failure of the fan element
circuit or in case of fused contacts of the power relay. In this last case the
system cannot be turned OFF by the switch on the breaker panel, so
investigation after landing becomes necessary.

Figure E_1-1
WINDSHIELD DEFROSTING SYSTEM


P.68R SUPPLEMENT F
SUPPLEMENT F
MTOW DECREASE TO 1960 kg (4321 lb)
This Supplement must be attached to approved Aircraft Flight Manual when
the aircraft operates with a maximum take-off weight of 1960 kg (4321lbs).
The information contained herein supplements the basic Flight Manual. For
limitations, procedures and performances not contained in this supplement
consult the basic Flight Manual. Whenever conflict arises between
information enclosed herein and the approved basic Flight Manual, the
In any case, the latest applicable revision of the following reference
publications must be regarded as completion of this Supplement and must be
always carried on board.
Rev. 19
SUPPLEMENT F P.68R

In this Supplement the Note, Caution and Warning indications are supplied in
accordance with these definitions:
carefully followed.
Rev. 19
P.68R SUPPLEMENT F
SECTION 2 – OPERATING LIMITATIONS

When the aircraft operates with MTOW of 1960 kg (4321 lb):
2.1 AIRSPEED LIMITATIONS
SPEED KCAS KIAS

Design Maneuvering Speed (VA)
Do not make full or abrupt control movements
above this speed 125 129
Maximum Flaps Extended Speed (VFE)
Do not exceed this speed at the given flap setting
0° - 15° flap 152 157
15° - 30° flap 138 143
30° - 35° flap 99 101
Air Minimum Control Speed (VMCA)
This is the lowest speed at which the airplane is
controllable with a bank of not more than 5° when
one engine suddenly becomes inoperative and the
other engine is operating at take-off power 60 62
Never Exceed Speed (VNE)
Do not exceed this speed under any circumstances 193 200
Maximum Structural Cruising Speed (VNO)
Do not exceed this speed except in calm air and
then with caution 153 158
Maximum Gear Extension Speed: VLO (Extension)
Do not extend landing gear above this speed 131 135
Maximum Gear Retraction Speed: VLO (Retraction)

Do not retract landing gear above this speed 100 105
Maximum Gear Extended Speed: VLE
Do not exceed this speed with landing gear
extended 131 135
Rev. 19
SUPPLEMENT F P.68R
MARKINGS KIAS
White range
(Full Flaps operating range, lower limit is
maximum weight stalling speed in landing
configuration. Upper limit is maximum speed
permissible with flaps extended). 60 to 101
Lower Red Line
(Air Minimum Control Speed). 62
Blue Line
(One engine inoperative best rate of climb
speed). 88
Green range
(Normal Operating Range. Lower limit is
maximum weight stalling speed with flaps and
landing gear retracted. Upper limit is
maximum structural cruising speed). 65 to 158
Yellow range
(Caution Range. Operation must be conducted
with caution and only in smooth air) 158 to 200
Upper Red Line
(Maximum Speed for all operations) 200
CROSSWIND
The maximum demonstrated crosswind velocity for take off and landing is
25 kts.
Rev. 19
P.68R SUPPLEMENT F
2.3 WEIGHT LIMITS

It is the responsibility of the aircraft owner and/or pilot to ensure that the
aircraft is properly loaded. Maximum allowable weights are listed below.
Refer to Section 6 "Weight and Balance" for loading instructions.
kg lb

(c) Maximum Weight in Baggage
Compartment 181 400
2.4 CENTER OF GRAVITY LIMITS

(Refer to Figure F2-1)
(a) Rearward Limits:
 0.526 m (20.7 inches) aft of datum at all weights.
(b) Forward Limits:

 0.325 m (12.8 in) aft of datum at maximum take-off weight of
1960 kg (4321 lb).
 0.259 m (10.2 in) aft of datum at 1600 kg (3527 lb) or less.
Linear variation between given points.
NOTE
The datum line is tangent to the wing leading
edge.
NOTE
Changes in centre of gravity position due to
landing gears extension/retraction are
negligible.
Rev. 19
SUPPLEMENT F P.68R
Figure F2-1
AIRCRAFT WEIGHTS VS. CENTER OF GRAVITY
2.5 FLIGHT MANOEUVRE LOAD FACTOR LIMITS
(a) Positive Load Factor (Flaps Up ) +3.80 g
(b) Negative Load Factor (Flaps Up) - 1.52 g
(c) Positive Load Factor (Flaps Down – 35°) +2.00 g
(d) Negative Load Factor (Flaps Down – 35°) - 0.80 g
Rev. 19
P.68R SUPPLEMENT F
2.6 LIMITATION PLACARDS
In Full View of Pilot:
Rev. 19
SUPPLEMENT F P.68R
SECTION 3 – EMERGENCY PROCEDURES

There is no change to aircraft emergency procedures when the aircraft
operates with a maximum take-off weight of 1960 kg (4321 lb).
Rev. 19
P.68R SUPPLEMENT F
SECTION 4 – NORMAL PROCEDURES

The following airspeeds are those which are significant for safe operation of
the aircraft. The figures are for standard aircraft flown at maximum gross
weight under normal conditions at sea level. For additional airspeed
information see Section 2.
(a) Maximum Structural Cruising Speed 158 KIAS
(b) Design Manoeuvring Speed 129 KIAS
(c) Maximum Flap Extended Speed

0° to 15° 157 KIAS
15° to 30° 143 KIAS
30° to 35° 101 KIAS
(d) Best Rate of Climb Speed 88 KIAS
(e) Best Angle of Climb Speed 76 KIAS
(f) Final Approach Speed (min.) 78 KIAS
(g) Air Minimum Control Speed 62 KIAS
(h) Maximum Gear Extension Speed: VLO (Extension) 135 KIAS
(h1) Maximum Gear Retraction Speed: VLO (Retraction) 105 KIAS
(i) Maximum Gear Extended Speed: VLE 135 KIAS
(j) Maximum Demonstrated Crosswind Velocity 25 KTS
Rev. 19
SUPPLEMENT F P.68R
4.2 BEFORE LANDING
(a) Fuel Selector RH ENG.-RH TANK

LH ENG.-LH TANK
(b) Auxiliary Fuel Pumps ON

(e) Flaps (below 157 KIAS) DOWN 15°
(f) Flaps (below 143 KIAS) DOWN 30°
(g) Landing Lights AS REQUIRED
(h) Landing Gear (below 135 KIAS) DOWN
(i) Landing Gear Position Indicator Lights
- Green Light CHECK ON
(J) Flaps (below 101 KIAS) DOWN 35°
(K) Approach Speed (Full Flaps) 78 KIAS min.
(L) Air Minimum Control Speed 62 KIAS
Rev. 19
P.68R SUPPLEMENT F
4.3 NOISE LEVEL

The noise level, determined according to ICAO Annex 16, Volume I, Chapter
10, for the P.68 R at maximum continuous power and at Maximum Take-Off
Weight of 1960 kg (4321 lb), is 76.4 dB(A).
In conformity with the above regulations, the maximum noise permitted level
for the P.68 R at the highest power setting and at Maximum Take-Off Weight
in the normal operating range, is 88 dB(A).
Rev. 19
SUPPLEMENT F P.68R
5.1 FLIGHT PLANNING EXAMPLE
This paragraph provides information to facilitate the flight planning by using
the pertinent performance data charts presented in this Section.
The following example illustrates the correct use of the performance charts.
NOTE
To obtain the fuel quantity in US Gal divide the
fuel quantity expressed in lbs by 6.01.
AIRCRAFT
Take-Off Weight 4200 lbs
Usable fuel 587.3 lbs (97.7 US Gal)
TAKE-OFF AIRPORT
CRUISE
En-Route Distance 400 nM
ARRIVAL AIRPORT
Procedure:
Take-Off Distance
The measured take-off distances are reported as a function of ambient
temperature, including variations for weight change and wind influence.
180°-330°= -50°
Rev. 19
P.68R SUPPLEMENT F
5 Kts - tailwind
3. Enter Figure F5-5 at 21° OAT
4. Proceed horizontally right up to the 2000 ft airport altitude line
horizontal 5 Kts - tailwind line
9. Proceed vertically downwards to obtain the required take-off distance of
1680 ft (512 m)
Rate of climb – AEO MCP climb
1. Enter Figure F5-6 at 21° OAT
2. Proceed vertically upwards until intersecting the 2000 ft rate-of-climb
graph
3. Proceed horizontally right up to the reference line
4. Follow the slope of the adiacent rate of climb lines until intersecting the
vertical 4200 lbs line
5. Proceed horizontally right to obtain the AEO MCP rate of climb of 1170
ft/min
Rate of climb – OEI climb
1. Enter Figure F5-7 at 2000 ft airport altitude
ft/min
Rate of climb – Balked landing climb
1. Enter Figure F5-8 at 2000 ft airport altitude
3. Proceed vertically downwards the reference line
ft/min
Rev. 19
SUPPLEMENT F P.68R
Time, Fuel and Distance to Climb – MCP climb

Time, fuel and distance to climb are determined by calculating the difference
between the airport and cruise conditions, thus the indicated procedure must
be followed twice: the first for the airport conditions and the second for the
cruise conditions.
1. Enter Figure F5-9 at the given altitude (airport or cruise)
2. Proceed horizontally right up to the time-to-climb line at given
temperature
4. Follow the slope of the adiacent time-to-climb lines until intersecting the
5. Proceed vertically downwards to obtain the time to climb at the given
altitude
6. Repeat the steps from 1 to 5 to calculate the fuel to climb at the given
altitude
7. Repeat the steps from 1 to 5 to calculate the distance to climb at the given
altitude
In this example the calculation gives the following results:
Airport Time to Climb 1.8 min
Cruise Time to Climb 5.8 min
Time to Climb 5.8 - 1.8 = 4.0 min
Airport Fuel to Climb 4.0 lbs
Cruise Fuel to Climb 16.0 lbs
Fuel to Climb 16.0 - 4.0 = 12.0 lbs (2.0 US Gal)
Airport Distance to Climb 2.0 nM
Cruise Distance to Climb 8.0 nM
Distance to Climb 8.0 - 2.0 = 6.0 nM
Time, Fuel and Distance to Descent
Time, fuel and distance to descent are determined by calculating the
difference between the cruise and landing airport conditions, thus the
indicated procedure must be followed twice: the first for the cruise conditions
and the second for the landing airport conditions.
1. Enter Figure 5-13 at the given altitude (cruise or airport)
2. Proceed vertically up to the time-to-descent line relating to selected R/S
and read the required time to descent
Rev. 19
P.68R SUPPLEMENT F
3. Proceed vertically up to the fuel-to-descent line relating to selected R/S

and read the required fuel to descent
4. Proceed vertically up to the distance-to-descent line relating to selected
R/S and read the required distance to descent
In this example the calculation gives the following results, with a selected
R/S of 500 fpm:
Landing Airport Time to Descent 4.0 min
Cruise Fuel to Descent 12.5 min
Time to Descent 12.5 - 4.0 = 8.5 min
Landing Airport Fuel to Descent 3.5 lbs
Cruise Fuel to Descent 11.5 lbs
Fuel to Descent 11.5 - 3.5 = 8.0 lbs (1.3 US Gal)
Landing Airport Distance to Descent 12.1 nM
Cruise Distance to Descent 36.5 nM
Distance to Descent 36.5 - 12.1 = 24.4 nM
Cruise Performance – Best Economy Mixture

The cruise distance is obtained by subtracting the calculated distance to climb
and distance to descent from the total en-route distance:
Cruise Distance = En-route Distance - Climb Distance - Descent Distance
= 400 - 6.0 - 24.4 = 369.6 nM
The cruise power setting should be determined on the basis of the required
and available fuel load.
From the Cruise Performance Table (figure F5-10), at a cruise altitude of
6000 ft (ISA) and a power rating of 65.5% (2350 RPM and 22" Hg), the
cruise airspeed is 160 KTAS at MTOW.
From the same table, the fuel flow is 18.1 GPH (108.8 lbs/hr) total.
Cruise time and fuel may be calculated by the following formulas:
Cruise Time = Cruise Distance / Cruise Speed
= 369.6 / 160 = 2.31 hours or 138.6 min
Cruise Fuel = Fuel Flow x Cruise Time
= 18.1 x 2.31 = 41.8 US Gal (251.2 lbs)
Rev. 19
SUPPLEMENT F P.68R
Total Flight Time

The total flight time is determined by adding time to climb, cruise time, and
time to descent:
Total Flight Time = Time to Climb + Cruise Time + Time to Descent
= 4.0 + 138.6 + 8.5 = 151.1 min
Total Required Fuel
The total required fuel is obtained by adding fuel for start, taxi and take-off
(20 lbs), fuel to climb, cruise fuel, and fuel to descent:
Total Required Fuel = Fuel for Start, Taxi and Take-Off + Fuel to Climb +
Cruise Fuel + Fuel to Descent
= 20.0 + 12.0 + 251.2 + 8.0 = 291.2 lbs (48.4 US Gal)
Reserve Fuel
The reserve fuel is determined by subtracting the calculated total required
fuel from the usable fuel:
Reserve Fuel = Usable Fuel - Total Required Fuel
= 587.3 – 291.2 = 296.1 lbs (49.3 US Gal)
Reserve fuel must exceed 60 lbs to allow a minimum of 45 minutes of flight
time at 45% power (2200 RPM).
Landing Distance
The measured landing distances (over 50 ft obstacle) are reported as a
function of ambient temperature, including variations for weight change and
wind influence.
1. Calculate the landing weight by substracting the total required fuel from
the take-off weight
= 4200 - 291.2 = 3908.8 lbs
330°-300°= 30°
10 Kts - headwind
5. Proceed horizontally right up to the 2000 ft landing airport altitude line
7. Follow the slope of the adiacent landing distance lines until intersecting
the horizontal 3909 lbs line
Rev. 19
P.68R SUPPLEMENT F

horizontal 10 Kts - headwind line
10. Proceed vertically downwards to obtain the required landing distance of
1360 ft (414 m)
Rev. 19
SUPPLEMENT F P.68R
5.2 TAKE-OFF DISTANCE

(Figure F5-5)
Power 2700 RPM, full throttle, before brake release
Flaps 15°
WARNING
Poor maintenance condition of the airplane,
deviation from the given procedures as well as
unfavorable external factors (e.g. high
temperature, rain, unfavorable wind
conditions, including cross-wind) will increase
the take-off distance.
CAUTION
 The Ground Run is approx. 60% of Take-Off
Distance.
 Increase Ground Run by 25% when operating
These values are typical ones. On wet ground or
wet soft grass covered runways, the Ground Run
may become significantly longer than stated
above.
Rev. 19
P.68R SUPPLEMENT F
Figure F5-5
TAKE-OFF DISTANCE
Rev. 19
SUPPLEMENT F P.68R
5.3 TWIN ENGINE CLIMB - MCP CLIMB

(Figure F5-6)
Flaps UP
Landing Gear UP
Rev. 19
P.68R SUPPLEMENT F
Figure F5-6
TWIN ENGINE CLIMB - MCP CLIMB
Rev. 19
SUPPLEMENT F P.68R
5.4 ONE ENGINE INOPERATIVE CLIMB

(Figure F5-7)
Flaps UP
Landing Gear UP
Rev. 19
P.68R SUPPLEMENT F
Figure F5-7
ONE ENGINE INOPERATIVE CLIMB
Rev. 19
SUPPLEMENT F P.68R
5.5 BALKED LANDING CLIMB

(Figure F5-8)
Flaps 35°
Landing Gear DOWN
Balked Landing Transition Speed 80 KIAS
Rev. 19
P.68R SUPPLEMENT F
Figure F5-8
BALKED LANDING CLIMB
Rev. 19
SUPPLEMENT F P.68R
5.6 TIME, FUEL AND DISTANCE TO CLIMB - MCP

CLIMB
(Figure F5-9)
Flaps UP
Landing Gear UP
NOTE
To obtain the total fuel used, add 20 lbs for start,
taxi and take-off.
Rev. 19
P.68R SUPPLEMENT F
Figure F5-9
TIME, FUEL AND DISTANCE TO CLIMB - MCP CLIMB
Rev. 19
SUPPLEMENT F P.68R
5.7 CRUISE PERFORMANCE - BEST ECONOMY

MIXTURE
 SEA LEVEL
NOTES
below 4321 lbs
POWER
SETTING
2450 25 77.7 160 21.1 75.0 161 20.5 72.5 162 20.0
2450 23 69.8 153 19.5 67.3 154 18.8 65.1 155 18.5
2450 21 61.2 146 17.5 59.0 146 17.1 57.1 147 16.6
2450 19 53.3 138 15.8 51.4 138 15.5 49.7 139 15.1
2400 25 76.2 158 20.6 73.5 160 20.0 71.7 161 19.5
2400 23 67.9 152 18.8 65.5 153 18.3 63.3 154 17.8
2400 21 60.4 145 17.1 58.3 146 16.8 56.4 146 16.3
SEA LEVEL
2400 19 52.1 136 15.5 50.3 137 15.0 48.6 137 14.6
2350 25 74.1 157 20.0 71.5 158 19.5 69.1 159 19.0
2350 23 66.3 150 18.3 64.0 151 17.8 61.9 152 17.3
2350 21 58.6 143 16.6 56.5 144 16.1 54.6 144 15.8
2350 19 50.8 135 15.0 49 135 14.6 47.4 136 14.3
2300 25 72.6 155 19.5 70.0 156 19.0 67.7 157 18.5
2300 23 64.8 149 17.8 62.5 150 17.3 60.4 150 16.8
2300 21 57.0 141 16.1 55.0 142 15.6 53.2 143 15.3
2300 19 49.8 135 14.6 48.0 135 14.1 46.4 136 13.8
Figure F5-10
Sheet 1 of 5
Rev. 19
P.68R SUPPLEMENT F
 3000 ft
NOTES
below 4321 lbs
POWER
SETTING
2450 25 81.3 167 22.0 78.4 168 21.3 75.8 169 20.6
2450 23 73.0 160 20.1 70.4 161 19.5 68.0 162 19.0
2450 21 64.5 153 18.3 62.2 153 17.8 60.1 154 17.3
2450 19 56.2 145 16.5 54.2 145 16.0 52.4 145 15.6
2400 24 75.2 162 20.5 72.5 163 19.8 70.1 164 19.3
2400 22 67.2 155 18.6 64.8 156 18.1 62.6 156 17.6
2400 20 58.6 147 16.8 56.5 147 16.3 54.6 148 16.0
3000 feet
2400 18 50.8 138 15.1 49.0 139 14.8 47.4 139 14.5
2350 24 73.1 160 19.8 70.5 161 19.3 68.1 162 18.6
2350 22 65.4 153 18.1 63.0 154 17.6 60.9 155 17.1
2350 20 57.3 146 16.3 55.2 146 16.0 53.4 146 15.5
2350 18 49.5 137 14.6 47.8 137 14.3 46.1 137 14.0
2300 24 71.6 159 19.3 69.0 160 18.8 66.7 160 18.3
2300 22 63.8 152 17.6 61.5 152 17.1 59.4 153 16.6
2300 20 56.0 144 16.0 54.0 144 15.5 52.2 145 15.1
2300 18 48.1 135 14.1 46.4 135 13.8 44.8 135 13.5
Figure F5-10
Sheet 2 of 5
Rev. 19
SUPPLEMENT F P.68R
 6000 ft
NOTES
below 4321 lbs
flow in GPH by 6.01
POWER
SETTING
2450 24 79.9 171 21.6 77.0 171 21.0 74.4 172 20.5
2450 22 72.2 164 20.0 69.5 165 19.3 67.1 165 18.8
2450 20 63.3 156 18.0 61.0 156 17.5 58.9 156 17.0
2450 18 54.5 146 16.1 52.5 146 15.6 50.7 146 15.3
2400 24 78.4 169 21.1 75.5 170 20.5 72.9 170 20.0
2400 22 70.1 162 19.3 67.5 163 18.8 65.2 163 18.3
2400 20 61.3 159 17.5 59.0 159 17.0 57.0 159 16.5
6000 feet
2400 18 53.4 145 15.6 51.4 145 15.3 49.6 145 14.8
2350 24 75.8 167 20.3 73.0 167 19.8 70.5 168 19.3
2350 22 68.0 160 18.6 65.5 160 18.1 63.3 161 17.6
2350 20 59.7 152 17.0 57.5 152 16.5 55.5 152 16.0
2350 18 52.2 144 15.3 50.3 143 14.8 48.6 143 14.5
2300 24 74.1 166 19.8 71.4 166 19.3 68.9 166 18.6
2300 22 66.4 159 18.1 64.0 159 17.6 61.8 159 17.1
2300 20 58.5 151 16.5 56.3 151 16.0 54.4 151 15.6
2300 18 50.5 141 14.8 48.6 141 14.3 46.9 141 14.0
Figure F5-10
Sheet 3 of 5
Rev. 19
P.68R SUPPLEMENT F
 9000 ft
NOTES
below 4321 lbs
flow in GPH by 6.01
POWER
SETTING
2450 21 70.2 172 19.5 67.6 173 19.0 65.2 172 18.5
2450 20 66.0 163 18.6 63.5 163 18.0 61.3 163 17.6
2450 19 61.5 158 17.6 59.2 158 17.1 57.1 158 16.6
2450 18 57.2 154 16.6 55.0 153 16.1 53.1 153 15.8
2400 21 68.4 165 19.0 65.8 166 18.3 63.5 165 17.8
2400 20 63.9 166 18.0 61.5 167 17.5 59.3 166 17.0
2400 19 59.8 156 17.1 57.5 156 16.6 55.5 156 16.1
9000 feet
2400 18 55.6 152 16.1 53.5 151 15.6 51.6 151 15.3
2350 21 66.5 163 18.3 64.0 163 17.8 61.8 163 17.3
2350 20 62.2 159 17.5 59.9 159 17.0 57.8 158 16.5
2350 19 58.1 154 16.5 55.9 154 16.1 53.9 153 15.6
2350 18 54.5 150 15.8 52.4 150 15.3 50.6 150 15.0
2300 21 64.9 162 17.8 62.5 161 17.3 60.3 161 16.8
2300 20 60.6 157 17.0 58.3 157 16.5 56.3 156 16.0
2300 19 56.6 153 16.0 54.5 152 15.6 52.6 152 15.1
2300 18 52.6 148 15.1 50.6 147 14.8 48.8 147 14.3
Figure F5-10
Sheet 4 of 5
Rev. 19
SUPPLEMENT F P.68R
 12000 ft
NOTES
below 4321 lbs
flow in GPH by 6.01
POWER
SETTING
2450 19 64.0 166 18.1 61.5 166 17.6 59.3 164 17.1
2450 18 59.6 161 17.1 57.3 161 16.6 55.2 161 16.3
2450 17 55.1 155 16.3 53.0 155 15.8 51.1 156 15.3
2400 19 62.4 164 17.6 60.0 164 17.1 57.9 164 16.6
2400 18 58.0 159 16.6 55.8 159 16.1 53.8 159 15.8
12000 feet
2400 17 53.8 158 15.8 51.7 154 15.3 49.8 154 15.0
2400 16 49.4 148 14.8 47.5 148 14.3 45.8 148 14.0
2350 19 60.3 161 17.0 58.0 161 16.5 55.9 162 16.1
2350 18 56.4 157 16.1 54.2 157 15.6 52.3 157 15.3
2350 17 52.4 152 15.3 50.4 152 14.8 48.6 152 14.5
2350 16 48.3 146 14.3 64.4 146 14.0 44.7 146 13.6
2300 19 58.8 159 16.5 56.5 159 16.0 54.5 160 15.6
2300 18 54.6 154 15.6 52.5 154 15.1 50.6 155 14.8
2300 17 50.5 150 14.8 48.6 149 14.3 46.9 149 14.0
2300 16 46.5 143 13.8 44.8 143 13.5 43.2 143 13.1
Figure F5-10
Sheet 5 of 5
Rev. 19
P.68R SUPPLEMENT F
5.8 OPERATING ENVELOPE

(Figure F5-11)
Wind ZERO
Flaps UP
Landing Gear UP
Figure F5-11
CRUISE SPEED vs. ALTITUDE
Rev. 19
SUPPLEMENT F P.68R
5.9 RANGE PROFILE

(Figure F5-12)
STD RANGE CONFIGURATION
Total Fuel 520 lt
LONG RANGE CONFIGURATION

Total Fuel 670 lt
NOTE
Range computation includes 20 lbs of fuel for
start, taxi and take-off, plus the fuel required
climb, cruise and descent, plus 45min reserve
fuel at 45% power.
Rev. 19
P.68R SUPPLEMENT F
Figure F5-12
RANGE PROFILE
Rev. 19
SUPPLEMENT F P.68R
SECTION 6 – WEIGHT AND BALANCE

FOR FLIGHT
NOTE
It is the responsibility of the pilot and/or aircraft
owner to ensure that the aircraft is properly
loaded.
WARNING
When no passengers or baggage are loaded
behind crew seats, fill the fuel tanks
sufficiently to meet approved C.G. limits.
(a) Use the Loading Form (Figure F6-5) and add the weight of all items to
be loaded to the Basic Empty Weight. Observe Maximum Take Off
Weight Limitation.
(b) Determine the moment of all items to be carried in the aircraft.
(c) Add the moment of all items to be loaded to the Basic Empty Weight
moment.
(d) By using the figures of item (a) and item (c) (above), locate a point on
the Centre of Gravity Moment Envelope (Figure F6-6). If the point
falls within the Envelope, the loading meets weight and balance
requirements.
WEIGHT × ARM = MOMENT
ITEM
kg m kgm
a. Weight (as weighed) - - -
b. Unusable Fuel for

13 0.770 10.01
STD Range Configuration only
c. Unusable Fuel for

19 0.770 14.63
Long Range configuration only
Basic Empty Weight (a+b) or (a+c) - - -

Figure F6-2
BASIC EMPTY WEIGHT
Rev. 19
P.68R SUPPLEMENT F
Aircraft Serial Number____________________

Registration Marks_______________________
AIRCRAFT ACTUAL BASIC EMPTY WEIGHT

ITEM Weight × C.G. Arm = Moment
(Aft of Datum)
Basic Empty Weight* (from Figure F6-2)
Optional Equipment
(if not on board when factory weighed)
Actual Basic Empty Weight
* Aircraft Basic Empty Weight includes full (7.5 liters) engine oil, full brake
fluid, 18 liters of unusable fuel for STD Range Configuration plus a further 8
liters of unusable fuel for the Long Range Configuration.
AIRCRAFT USEFUL LOAD

NORMAL CATEGORY OPERATION
(Max Take Off Weight) - (Actual Basic Empty Weight) = Useful load
(4321 lbs) - (........................ lbs) = ............................. lbs
(1960 kg) - (......................... kg) = .............................. kg
THIS ACTUAL BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD

ARE FOR THE AIRCRAFT AS DELIVERED FROM THE FACTORY.
REFER TO WEIGHT AND BALANCE RECORD (Figure F6-4) WHEN
ALTERATIONS HAVE BEEN MADE.
Figure F6-3
WEIGHT AND BALANCE DATA FORM
Rev. 19
SUPPLEMENT F P.68R
Figure F6-4
WEIGHT AND BALANCE RECORD
Rev. 19
P.68R SUPPLEMENT F
Figure F6-5
Sheet 1 of 2
WORK SHEET
Rev. 19
SUPPLEMENT F P.68R
Figure F6-5
Sheet 2 of 2
WORK SHEET
Rev. 19
P.68R SUPPLEMENT F
Figure F6-6
WEIGHT/MOMENT ENVELOPE
Rev. 19
SUPPLEMENT F P.68R
- INTENTIONALLY LEFT BLANK -
Rev. 19
A.F.M. P/N NOR10.707-30B- Section 8
P.68 R SUPPLEMENT G/3– Sec.1
SUPPLEMENT G/3
AIR CONDITIONING SYSTEM
• Basic Configuration with double fan Evaporator, as per

change No. MOD.P68/01, plus MOD.P68/78, plus
MOD.P68/231.
SECTION 1 - GENERAL
This supplement must be attached to the ENAC Approved Aircraft
Flight Manual when the aircraft is equipped with the Air Conditioning
System as per change No. MOD.P68/01, plus MOD.P68/78, plus
MOD.P68/231.
Aircraft Flight Manual. For limitations, procedures and performance
Flight Manual. Wherever conflict arises between information in this
supplement and the approved Flight Manual, the information herein must
take precedence.
The Air Conditioning System improves flight compartment and cabin

cooling during either ground or flight operations.
Rev. 11
SUPPLEMENT G/3 - Sec.1 P.68 R

followed.
Rev. 11
P.68 R SUPPLEMENT G/3 – Sec.2

Operation of the Air Conditioning System is not approved for the
following conditions:
- Take-Off and Landing
- Single generator operation.
PLACARDS
In Full View Of Pilot:
Rev. 11
A.F.M. P/N NOR10.707-30 Section 8

ENGINE FAILURE
NOTE
When engine failure occurs, the Air Conditioning
System will automatically be powered OFF.
However, the following operations are
recommended before attempting engine air start
"CABIN AIR” switch FAN

"COOLING / FAN - FAN SPEED" switches (crew + passenger) OFF
INFLIGHT ENGINE SECURING PROCEDURE

Add the following steps after basic in flight engine securing procedure:

SINGLE ALTERNATOR
(Zero Amps or ALT OUT light ILLUMINATED)
NOTE
When alternator failure occurs, the Air
Conditioning System will automatically be
powered OFF. However, it is recommended to
add the following operations before performing
the procedures indicated in the basic AFM

Rev. 11
A.F.M. P/N NOR10.707-30B Section 8
PRE-FLIGHT CHECK LIST

Add the following checks:
Fuselage (left side)

1. Condenser Air Outlet FREE FROM OBSTRUCTION
Fuselage (right side)

1. Condenser Air Intake FREE FROM OBSTRUCTION
Lower fuselage:
2. Air Cond. Drainage Pipes FREE FROM OBSTRUCTION
On the baggage bulkhead:

3. Evaporator Air Intake FREE FROM OBSTRUCTION
NOTE
Do not cover evaporator air intake during
baggage compartment utilization
GROUND OPERATION
NOTE
To perform this operation connect aircraft with
an external power unit
1. VENTILATING MODE
a. "CABIN AIR” switch FAN
b. "COOLING / FAN - FAN SPEED" switches (crew + passenger)
AS REQUIRED
NOTE
Cooling mode cannot operate if "COOLING /
FAN - FAN SPEED" switches (crew +
passenger) are both in off position
Rev. 11
2. COOLING MODE
a. "CABIN AIR” switch COOLING
b. "COOLING / FAN - FAN SPEED" switches (crew + passenger)
AS REQUIRED
3. OFF MODE
a. "CABIN AIR” switch COOLING or FAN
b. "COOLING / FAN - FAN SPEED" switches (crew + passenger) OFF
BEFORE STARTING ENGINE

Before Starting Engine Procedure COMPLETE
BEFORE TAXIING
"CABIN AIR” switch FAN or COOLING
"COOLING / FAN - FAN SPEED" switches (crew + passenger)
AS REQUIRED
Before Taxiing Procedure COMPLETE
WARNING
Cooling mode and fan speed must be OFF before take-off
BEFORE TAKE-OFF
Before Take-off Procedure COMPLETE
CLIMB/CRUISE/DESCENT
"CABIN AIR” switch FAN or COOLING
"COOLING / FAN - FAN SPEED" switches (crew + passenger)
AS REQUIRED
WARNING
Cooling mode and fan speed must be OFF before landing
BEFORE LANDING
Before Landing Procedure COMPLETE
Rev. 11
No change to Basic AFM.
Rev. 11

The installation of the Air Conditioning System as per dwg 7.6500-
804 is listed as item J08 in the “P68R Equipment List” p/n NOR10.719-4.
Rev. 11
SECTION 7 – DESCRIPTION AND OPERATION

(Figure G/3-1, sheets 1 and 2 refer)
In order to improve cabin air cooling, an Air Conditioning System can
be installed in addition to the basic cabin ventilating air system.
The Air Conditioning System consists mainly of the following two
units: a compressor/condenser/receiver dryer unit and an evaporator/fan
unit installed in the rear fuselage tail cone, behind the baggage
compartment. The evaporator has two fans: the first fan deputed to feed
conditioned air to passengers, the second one deputed to feed conditioned
air to pilots (fig.G/3-1).
Air conditioning system can be controlled by the switches installed
on the breaker panel (fig.G/3-1).
The system is powered through the main bus. An automatic cut-off
circuit will disconnect power from the Air Conditioning System and
evaporators fans (also used for ventilation system) whenever an alternator
failure occurs.
The system also operates by means of external power supply ON.
The first switch "CABIN AIR” enables three different selection:
- HOT / DEFROST position actives fan heaters to warm air and
to defrost the windshield;
- FAN position enables only evaporator fans to perform a cabin air
recirculation;
- COOLING position enables both evaporator fans and air
conditioning system so cabin air, passing through evaporator
module, is cooled before of the recirculation.
The second and third switches "COOLING / FAN - FAN SPEED"

provide to turn on/off and to select the speed of the passenger and crew
fans. These fans can operate only if the first switch "CABIN AIR” is in
FAN or COOLING position.
NOTE
During operation of the Air Conditioning System
assure at least one air outlet in opened position
NOTE
Air Conditioning System cannot operate if both
evaporator fans are in OFF position
Rev. 11
NOTE
When Air Conditioning System is installed rear
fans use cabin air (recirculation) while in the
basic configuration they supply external air
The fourth switch "DYNAMIC AIR" controls the operation of two

fans, installed in the nose of the aircraft, to blow air directly into the
cockpit area through the pilot and co-pilot air outlets, installed on the
instrument panel.
While air conditioning is operating it is recommended to turn off this
switch and close air outlets to avoid external air to blow in the crew
compartment.
An operational limits placard is provided on the overhead panel, in
full view of the pilot.
Air is drawn into the evaporator/fan unit through the air intake located
on the baggage bulkhead.
An air intake is provided on the right side of the fuselage rear cone
section to supply air to the condenser through a plenum installed on it.
Exhaust air is vented overboard through a duct located on the tail cone left
side wall.
The entire Air Conditioning refrigerant loop is protected against over
pressure conditions by two separate safety devices. The first device is a
binary high/low pressure switch located on the compressor discharge port
that activates in the event of an over pressure condition. This switch opens
at approximately 350 psig to interrupt power to the compressor control
circuit. The switch will also interrupt power to the compressor control
circuit under low pressure conditions. The second over pressure safety
device is a fuse plug located on the receiver/dryer, which will vent system
refrigerant safely overboard in the event that system pressure exceeds 425
psig.
The Compressor/Condenser circuit is protected by a 100A circuit
breaker installed on the power panel located behind the ceiling panel on
the left side of the cabin between the fuselage frames No. 8 and 9, while
the AFT fan are protected by two 10A breakers.
Rev. 11
Figure G/3-1 (Sheet 1 of 2)

AIR CONDITIONING SYSTEM LAYOUT
Rev. 11
Figure G/3-1 (Sheet 2 of 2)

AIR CONDITIONING SYSTEM LAYOUT
Rev. 11
P.68 R SUPPLEMENT Q – Sec.1
SUPPLEMENT Q
GARMIN GMA 340 AUDIO PANEL

This supplement must be attached to the ENAC Approved Airplane
Flight Manual when the Garmin GMA 340 Audio Panel is installed as per
change No. MOD.P68/179.
Airplane Flight Manual. For limitations, procedures and performance
Airplane Flight Manual. Wherever conflict arises between information in
DESCRIPTION
The Garmin GMA 340 Audio Panel consists of a single rack-
mounted unit with LED push-button selection of both NAV and COM
audio. The unit also includes a dual sensitivity Marker Beacon receiver
with lamps, and a six-position intercom.
All operating controls are mounted on the front of the audio panel.
Controls are identified in Figure 1.
The GMA 340 Audio Panel provides an intuitive interface for
essential audio switching functions. Single button activation of COM
microphone and audio for up to three transceivers simplifies cockpit
workload, and a fail-safe circuit connects the pilot’s headset and
microphone directly to COM 1 should power be interrupted or the unit be
inadvertently switched off.
A split COM transceiver function enables the pilot to transmit and
receive on COM 1 while the co-pilot transmits and receives on COM 2.

SUPPLEMENT Q – Sec.1 P.68 R
OPERATION
Figure Q-1
1. MARKER BEACON LAMPS

2. MARKER BEACON RECEIVER SENSITIVITY LED’s
3. MARKER BEACON RECEIVER AUDIO SELECT/MUTE
4. MARKER BEACON RECEIVER SENSITIVITY SELECT
5. UNIT ON/OFF, PILOT ICS VOLUME
6. PILOT ICS VOICE ACTIVATED (VOX) SQUELCH
LEVEL
7. COPILOT/PAX ICS VOLUME (PULL FOR PAX
VOLUME)
8. COPILOT/PAX VOX INTERCOM SQUELCH LEVEL
9. CREW ISOLATION INTERCOM MODE BUTTON
10. PILOT ISOLATION INTERCOM MODE BUTTON
11. PASSENGER ADDRESS FUNCTION BUTTON
12. SPEAKER FUNCTION BUTTON
13. TRANSCEIVER AUDIO SELECTOR (COM 1, 2, 3)
BUTTONS
14. TRANSMITTER (AUDIO/MIC) SELECTION BUTTONS
15. SPLIT COM BUTTON
16. AIRCRAFT RADIO AUDIO SELECTION BUTTONS
(NAV1, 2, DME, ADF)
17. ANNUNCIATOR TEST BUTTON

ON, OFF AND FAIL-SAFE OPERATION

The Audio panel is powered off when the left (small) knob is rotated
fully counter clockwise into the detent. To turn the unit on, rotate the knob
clockwise past the click (detent) position. The knob then assumes the
function of pilot ICS volume control. A fail-safe circuit connects the
pilot’s headset and microphone directly to COM 1 in case of a power loss.
LIGHTING
Button and Annunciator LED and Marker Beacon Lamp intensity are
controlled automatically by the built-in photocell in the centre of the front
panel.
TRANSCEIVERS
NOTE
Audio Level is controlled by the selected COM radio
volume controls.
Selection of either COM 1, COM 2, or COM 3 (if installed) for both

MIC and Audio source is accomplished by pressing either COM 1 MIC,
COM 2 MIC, or COM 3 MIC (14). Active COM audio is always heard in
the headphones.
In addition, each audio source may be independently selected by
pressing one of the COM buttons (13). Selected in this way, they remain
active as audio sources regardless of which transceiver has been selected
for microphone use.
Keying a microphone causes the active transceiver MIC button LED
to blink approximately once per second to indicate that the radio is
transmitting.
SPLIT COM
The COM 1/2 button (15) activates the split COM function. When
this mode is active COM 1 is dedicated to the pilot for MIC/Audio while
COM 2 is dedicated to the co-pilot for MIC/Audio.
In this mode, simultaneous transmissions are possible over separate

radios. Both pilots can still listen to COM 3, NAV 1, NAV 2, DME, ADF
and MKR as selected. Pushing the button a second time cancels split COM
mode.
When in split COM mode, the co-pilot may make PA announcements
while the pilot continues using COM 1. Pressing the PA button (11) with
split COM mode activated outputs the pilot’s MIC. to the cabin speaker. A
second press of the PA button returns the co-pilot to normal split COM
operation.
AIRCRAFT RADIOS AND NAVIGATION

Pressing NAV 1, NAV 2, DME, ADF (16) or MKR (3) selects that
particular audio source. Audio level is controlled by the selected radio
volume control.
SPEAKER OUTPUT
Pressing the SPKR button (12) outputs aircraft radios to the cabin
speaker. Speaker output is muted when a COM microphone is keyed.
PA FUNCTION
Pushing the PA button activates PA mode. This function outputs pilot
and/or co-pilot microphone audio to the cabin speaker. If the SPKR button
is also active, any selected speaker audio is muted while the microphone is
keyed. PA function does not depend on SPKR being previously active.

INTERCOM SYSTEM (ICS)

Intercom volume and squelch (VOX) levels are adjusted using the
following front panel knobs:
LEFT SMALL (5) Unit ON/OFF, Pilot ICS volume
LEFT LARGE (6) Pilot ICS mic. VOX squelch

level. CW rotation increases the
VOX level necessary to break
squelch. Full CCW is “HOT
MIC” position
RIGHT SMALL (7) IN Position - Co-pilot ICS

volume OUT Position -
Passenger ICS volume
RIGHT LARGE (8) Co-pilot and passenger ICS mic

VOX squelch level. CW rotation
increases the VOX level
necessary to break squelch. Full
CCW is the “HOT MIC” position
All mic inputs have dedicated VOX circuits to ensure that only the
active microphone(s) is/are heard when squelch is broken.
Three intercom modes are available: PILOT, CREW, and ALL.

Select ICS mode by pressing the PILOT or CREW buttons. The ALL
mode is active when neither PILOT or CREW LED’s are lit. Press CREW
button to change from PILOT to CREW mode, and PILOT button to
change from CREW to PILOT mode. Active isolation mode is indicated
by an illuminated LED.

PILOT Mode
Isolates, and dedicates the
aircraft radios exclusively to the
pilot. Co-pilot and passengers
share communications but cannot
communicate with the pilot or
hear aircraft radios
CREW Mode Places Pilot and Co-pilot on a

common ICS and aircraft radio
channel. Passengers can
communicate with each other but
cannot communicate with either
pilot or hear the aircraft radios.
ALL Mode Full intercom communication and

aircraft radios may be heard by all.
MARKER BEACON RECEIVER

The Marker Beacon is used as part of an ILS approach, and in some
instances to identify an airway. In addition to the normal Marker Beacon
functions, the GMA 340 provides an audio muting function. When the
aircraft passes over a 75MHz marker beacon transmitter, the lamps (1)
illuminate and the associated key tone is heard (when MKR audio is
selected).
Marker Beacon controls are located on the left hand side of the front
panel. The SENS button (4) selects either high or low sensitivity and the
relative LED (2) will illuminate. Marker audio is initially selected by
pressing the MKR/mute button (3). If no signal is received, a second press
will deselect the marker audio. If the button is pressed while a signal is
being received the signal will mute but not deselect. The button LED will
remain lit to indicate selection and when the marker signal is no longer
received the audio will be automatically un-muted. In the muted state,
pressing the MKR/mute button will deselect marker audio and the button
LED will extinguish. Marker lamps operate independently of any audio
selection.


There are no changes to the airplane limitations when this avionic
equipment is installed.
The GMA 340 Audio Panel is subject to the following operating
limitations:
ALTITUDE
Maximum Operating Altitude is 50,000 Ft.
TEMPERATURE RANGE
The operating temperature range for the Audio Panel is -20/ C (-
4/ F) to+55/ C (+131/ F).


There are no changes to the airplane emergency procedures when
the Garmin GMA 340 Audio Panel is installed


Turn on the unit by rotating the left hand small knob clockwise past
the detent. Select mic and audio sources and set volume and squelch levels
as required.

There is no change to airplane performance when the Garmin GMA
340 Audio Panel is installed.

SECTION 6 - EQUIPMENT LIST WEIGHT AND

BALANCE
The items of the GMA 340 Audio Panel are listed in the “P68R


P.68 R SUPPLEMENT R/1 – Sec. 1
SUPPLEMENT R/1
GARMIN GTX 330 TRANSPONDER
the aircraft is equipped with GARMIN GTX330 Transponder as per
change No. MOD.P68/134.
In any case, when the GARMIN GTX 330 Transponder is installed and
operative, the “GTX 330 Pilot’s Guide” (P/N 190-00207-00 Rev.D, dated
January 2007, or later approved revision), must be regarded as integral part
of this supplement and must be always carried on board.

SUPPLEMENT R/1 – Sec. 2 P.68 R

There are no changes to the airplane limitations when this avionic
equipment is installed.
The GTX 330 Transponder is subject to the following operating

limitations:
ALTITUDE
Maximum Operating Altitude is 55,000 Ft.
TEMPERATURE RANGE
Continuous Operation temperature range for the Transponder is
-45° C (-49° F) to +70° C (+158° F).
TIS “TRAFFIC INFORMATION SERVICE”

This supplement is not approved for TIS function.

NO CHANGE.


Normal operating procedures are described in the GARMIN “GTX
330 Pilot's Guide” P/N 190-00207-00 Rev. D, dated January 2007 or later
appropriate revision.

NO CHANGE.


The items of the GTX 330 Transponder System are listed in the “P68R


The GARMIN GTX 330 panel mounted Mode A, Mode C and Mode S
Transponder is a radio transmitter and receiver unit which operates on
radar frequencies. The transponder receives a ground radar interrogation
signal on a frequency of 1030 MHz to which it replies with a coded
response on a frequency of 1090 MHz. The transponder reply may be any
one of 4096 codes, which differ in the position and number of transmitted
pulses, and allows ground-based ATC radar to display aircraft
identification, altitude and ground speed. The unit is also equipped with an
IDENT function that displays a Special Position Identification (SPI) pulse
for approximately 20 seconds on the controller’s scope.
The GTX 330 Mode S Transponder provides a data link for Traffic
Information Service (TIS).
NOTE
TIS function is disabled as per change No.
MOD.P68/134 (Refer to “Operating Limitations”
Section 2 of this Supplement)
In addition to 4096 code and pressure altitude, the GTX 330 is capable
of transmitting aircraft registration number or flight ID, transponder
capability and maximum speed range.
Transponder range is limited to “line of sight”. Low altitude or antenna

shielding by the aircraft itself may result in reduced range. Climbing to a
higher altitude, or ensuring that antenna shielding is limited to abnormal
flight attitudes can improve range performance.

All operating controls are mounted on the front of the transponder

(Refer Fig.1). For control keys functions refer to GARMIN “GTX 300
Pilot’s Guide” P/N 190-00207-00 Rev.D, dated January 2007 or later
approved revision.
Figure 1
NOTE
If installed, a second GARMIN GTX 330 can be
operated as a backup unit of the first GTX330. A
control switch labeled “XPDR1/ XPDR2” installed on
the lower left side of the instrument panel, enables one
GTX 330 unit and leaves the other one in stand-by.

P.68 R SUPPLEMENT S/2 – Sec.1
SUPPLEMENT S/2
GARMIN GNS 430W (WAAS)
VHF COMMUNICATIONS TRANSCEIVER
VOR/ILS RECEIVER/GPS RECEIVER
the aircraft is equipped with GARMIN GNS430W, as per change No.
MOD. P68/126.
In any case, GARMIN 400W Series “Pilot’s Guide & Reference” and,
if applicable, GARMIN 400W/500W Series “Garmin Optional Displays
Pilot’s Guide Addendum”, must be regarded as integral part of this
supplement and must be always carried on board.
P/N 190-00356-00 Rev.A GARMIN 400W Series “Pilot’s Guide &
Reference”, dated October 2006 or later approved revision
P/N 190-00356-31 Rev.A GARMIN 400W/500W Series Display
Interfaces “Pilot’s Guide Addendum”, dated October 2006 or later
approved revision
WARNING
Garmin GNS430W WAAS capabilities are not
approved to be used on the P.68 R aircraft.
Rev. 3
DATE: 08 June 2009 Page 1 of 30
SUPPLEMENT S/2 – Sec.1 P.68 R
NOTE
WAAS System operates only in condition of
appropriate satellite coverage (Satellite Based
Augmentation System – SBAS) and integrated Wide
Area Reference System.

followed.
Rev. 3
Page 2 of 30 DATE: 8 June 2009

(a) The GPS function of the GNS 430W may not be used as sole means
of navigation, then:
- the ground-based aids along the route and ground based aids for
the approach must be operational.
- aircraft approved equipment for IFR navigation and approach
must be serviceable.
(b) IFR en-route and terminal navigation predicated upon the GNS
430W GPS Receiver is prohibited unless both database currency and
selected waypoint accuracy are verified by reference to current
approved data.
(c) GPS positional data is referenced to the WGS-84 geodetic datum.

When flying through airspace where these references are not
applicable to the published charts, the GPS navigation information
shall be used in an advisory capacity only, and navigation must be
carried out by using published charts referenced to the correct datum.
(d) The following units must be set as default in the GNS 430W Setup 1
page:
Altitude (ALT) Feet (ft)

Airspeed (SPD) Knots (kts)
Vertical Speed (VS) Feet per Minute (fpm)
Distance (DIS) Nautical Miles (nm)
Positional Units (posn) Degrees, Minutes
HEADING Magnetic North

3.1 EMERGENCY FREQUENCY SELECTION
COM Flip-Flop Key PRESS and HOLD

for 2 seconds
NOTE
The emergency channel selection is available
anytime the unit is ON, regardless of GPS, cursor
status or loss of display.


In the following a summary of the main normal procedures is shown.
For a detailed description of the normal procedures refer to applicable
Garmin publications (P/N 190-00356-00 Rev.A GARMIN 400W Series
“Pilot’s Guide & Reference”, dated October 2006 or later approved
revision).
4.1 COM (VLOC) SELECTION
Small Left Knob PRESS to activate cursor

in COM (VLOC) window
To change the Stand-by Field frequency:
Large Left Knob TURN to set desired MHz value
Small Left Knob TURN to set desired KHz value
To activate the selected frequency:
COM (VLOC) Flip-Flop Key PRESS
Or, using the Auto-Tuning function, from the Airport (VOR)

page:
Small Right Knob PRESS to activate

the cursor
Large Right Knob TURN to highlight

the desired airport (VOR) frequency
ENT Key PRESS
For COM selection only, before leaving the frequency page:
Large Right Knob TURN to highlight ‘Done?’

ENT Key PRESS
NOTE
When selecting VLOC frequencies, the tuning
cursor automatically returns to the COM window after
30 seconds of inactivity.
4.2 PAGE SELECTION
(a) To select a page within a group (NAV, WPT, AUX, NRST):
Large Right Knob TURN to select

the page group
Small Right Knob TURN to select

the desired page
(b) To quickly select the default NAV Page:
CLR Key PRESS and HOLD
(c) To quickly select a FPL Group Page:
FPL Key PRESS

the desired page
(d) To quickly select the Procedure Page:
PROC Key PRESS
4.3 DIRECT-TO DESTINATION SELECTION
Direct-to Key PRESS and NOTE

waypoint identifier field highlighted
Large and Small Right Knob TURN to enter

the identifier of the waypoint

To confirm and activate the direct-to function:
ENT Key PRESS and NOTE

the ‘Activate?’ field highlighted
ENT Key PRESS
(a) or using the shortcut procedure, from a page that displays

waypoints:
Cursor MOVE to highlight

the desired waypoint
Direct-to Key PRESS
ENT Key PRESS
(b) or from the a page that displays Nearby Waypoints (NRST

group):
Cursor SCROLL to highlight

Direct-to Key PRESS

ENT Key PRESS
4.4 TO CREATE AND ACTIVATE A FLIGHT PLAN
FPL Key PRESS
Small Right Knob TURN to display

flight plan catalog
MENU Key PRESS

‘Create New Flight Plan?’
ENT Key PRESS
For each flight plan waypoint

ENT Key PRESS
Small Right Knob PRESS to return

to the flight plan catalog
To activate the flight plan, on the Flight Plan Catalog page:
Small Right Knob PRESS to activate cursor

the desired flight plan
MENU Key PRESS
Small Right Knob TURN to highlight

‘Activate Flight Plan?’
ENT Key PRESS
4.5 CROSSFILL
On the Fight Plan Catalog Options Page or Default NAV Page:
‘Crossfill?’ Option SELECT
ENT Key PRESS

the ‘Method’ field

(a) for automatic transfer:
Small Right Knob TURN to select ‘Auto’
ENT Key PRESS
(b) for manual transfer:
Small Right Knob TURN to select ‘Manual’

the ‘Transfer’ field

information to transfer
If ‘Flight Plan’ or ‘User Waypoint’ is selected:
Large and Small Right Knob USE to enter the

identifier of the flight plan or
waypoint to transfer

the ‘Cross-side’ field

the ‘To’ or ‘From’
ENT Key PRESS

the ‘Initiate Transfer?’ field
ENT Key PRESS

4.6 TO CHANGE A SETUP ITEM
NOTE
The procedure can be used, without distinction,
for setup item from Setup 1 page or Setup 2 page.
Setup 1 (2) Page SELECT
Small Right Knob PRESS momentarily

to activate the cursor

the desired setup item
ENT Key PRESS
Large/Small Right Knob USE to select

the desired option
ENT Key PRESS
4.7 TO ENABLE WAAS OPERATION
Setup 2 Page SELECT
‘SBAS Selection’ SELECT
ENT Key PRESS

On/Off option
ENT Key PRESS

4.8 ANNUNCIATIONS
4.8.1 TURN ADVISORY AND ARRIVAL ANNUNCIATIONS
In the lower right corner of the GNS 430W display:
Description
ARRIVING
Arriving at the destination waypoint for the active leg.
WPT
DTK xxx° Prepare to turn to the indicated heading upon

xx S waypoint passage.
HOLD
‘Direct’ holding pattern entry.
DIRECT
HOLD
‘Parallel’ holding pattern entry.
PARALLEL
HOLD
‘Teardrop’ holding pattern entry.
TEARDROP
LT TO xxx°
Turn left to the indicated heading by the time shown.
xx S
LT TO xxx°
Turn left to the indicated heading now.
xx NOW
PTK END
Parallel offset is terminating by the time shown.
xx S
RT TO xxx°
Turn right to the indicated heading by the time shown.
xx S
RT TO xxx°
Turn right to the indicated heading now.
xx NOW

4.8.2 MESSAGES
NOTE
On the screen, directly above the MSG key, the
MSG annunciator appears when the system alerts the
pilot of any information or warning.
Whenever MSG annunciator flashes:
MSG key PRESS to display the message
To return to the previous page:
MSG key PRESS

Some possible messages:

Message Description
Aviation (or
The unit has detected a problem with the database
airport terrain)
on NavData (or Terrain) Card. The data are not
database
usable.
integrity error
Basemap The unit has detected a problem with the database
database on the built-in basemap, then land data do not
integrity error appear on moving map.
A failure has been detected in the communications
COM has failed
transceiver.
Internal system-to-system communication between
the main processor and the COM transceiver has
COM is not failed. The operational status of the COM
responding transceiver is unknown.
If the COM board is still working, it automatically
tune to 121.5 MHz.
A failure has been detected in the glideslope
G/S has failed
receiver. The glideslope receiver is not available.
G/S is not the main processor and the glideslope receiver has
responding failed. The operational status of the glideslope
receiver is unknown.
RAIM position RAIM has determined the information from
warning satellites may be in error.
TERRAIN has A failure has been detected in the terrain system.

failed Terrain function is not available.
A failure has been detected in the VLOC receiver.

VLOC has failed
The VLOC receiver is not available.
VLOC is not the main processor and the VLOC receiver has
responding failed. The operational status of the VLOC

SUPPLEMENT S/2 – Sec.5 P68R
There is no change to airplane performance when the GARMIN
GNS430W System is installed.

P68R SUPPLEMENT S/2 – Sec.6

The items of the GARMIN GNS 430W System are listed in the

The Garmin GNS 430W is a fully integrated panel-mounted unit

which contains a VHF Communications Transceiver, a VOR/ILS Receiver
and a Global Positioning System (GPS) Navigation computer.
The system includes a GPS Antenna, GPS Receiver, VHF
VOR/LOC/GS Antenna, VOR/ILS Receiver, VHF COMM Antenna and a
VHF Communications Transceiver.
The GNS 430W features 2280-channel capacity COM, 200-channel
ILS/VOR with localizer and glideslope and a WAAS-certified GPS.
Featuring an advanced 15-channel receiver capable of five position
updates per second, it is approved to fly LPV “Glideslope” approach –
lateral navigation with advisory vertical guidance – without reference to
ground-based navaids of any kind.
The unit has a built-in database that allows to show cities, highways,
river, lake, on the moving map, while two removable data cards,
containing the Jeppesen aviation and the terrain databases, provide for the
information on airports, NBSs, VORs, intersections, flight service stations,
terrain and obstacles.
The GPS feature of the GNS430W enhances the situational awareness
of the pilot, providing for a supplemental navigation system in IFR en-
route, Precision and Non-Precision Approaches but, in any case, the GPS
may not be used as sole means of navigation.
WARNING
NOTE
The GNS430W VHF radios installed are set to
operate with a frequency spacing of 25 kHz. Should it
be necessary to operate the radios using the
alternative frequency spacing of 8.33 kHz, select
“COM Configuration” in AUX Setup 2 Page and
activate “8.33 kHz” option.
Rev. 3
7.1 GPS OPERATIONAL CONDITIONS
(a) GPS navigation is accomplished using the WGS-84 coordinate

reference datum (a World Geodetic Survey carried out in 1984 that
established an accurately plotted ellipsoid upon which all GPS
positions are based). The navigational data is based upon use of only
the Global Positioning System (GPS) operated by the USA
government, which is solely responsible for its accuracy and
maintenance.
CAUTION
The satellite system is subjected to changes which
could affect the accuracy and performance of all GPS
equipment. In any case, when in actual use, carefully
compare indications from the GNS430W to all
available navigation sources.
WARNING
The altitude calculated by the GNS 430W is
geometric height above mean sea level, then could
vary significantly from corrected pressure altitude
displayed by altimeter on board.
WARNING
The Jeppesen database incorporated in the
GNS430W must be updated in order to assure that
its information is current.
Updates are released every 28 days.
WARNING
The use of the GPS function for instrument
approach/departure must be authorized in the
procedure of the State of the operator/registry (as
applicable) of the aircraft.
Rev. 3
(b) Instrument approach/departure navigation must be accomplished in

accordance with approved procedures retrieved from the GPS
equipment database. The GPS equipment database must incorporate
the current update cycle and the coding must support the officially
published SID/STAR. When flying SID/STAR’s, the procedure
established by the State of the aerodrome has to be
authorised/published by that State for the use of GPS.
(c) Instrument approaches must be conducted in the approach mode and

Receiver Autonomous Integrity Monitoring (RAIM) must be
available at the final approach fix. The database information must be
presented to the crew in the order shown on the published precision
and non-precision approach plate. The published procedure must be
identified as a GPS approach.
(d) Accomplishment of approach not approved for GPS overlay is not

authorised.
(e) If no destination alternate is required, at least one non-GPS based

approach must be available at the destination airport. When an
alternate airport is required by applicable operating rules, it must be
served by an approach based on other than GPS or LORAN-C
navigation, the aircraft must be equipped to use that navigation aid,
and the required navigation aid must be operational. RAIM or
equivalent must be available at the expected time of arrival. A missed
approach procedure based on traditional navigation must be
available.
(f) VNAV information may be utilised for advisory information only.

Use of VNAV information for Instrument Approach Procedures does
not guarantee Step-Down Fix Altitude Protection, or arrival at
approach minimums in normal position to land.
Rev. 3
7.2 GNS 430W INTERFACE DESCRIPTION
Icon Name Description

COM Controls unit power and volume.
power/ Press momentarily to disable automatic
volume squelch control and press again to return to
knob automatic squelch operation.
Controls audio volume for the selected
VLOC
VOR/LOC frequency.
volume
Press momentarily to enable the ident tone.
Tunes MHz value of the standby frequency
Large
for either the COM transceiver or VLOC
left
receiver, whichever is currently selected by
knob
the tuning cursor.
Tunes kHz value of the standby frequency
Small for either the COM transceiver or VLOC
left receiver, as selected by the tuning cursor.
knob Press to toggle tuning cursor between COM
and VLOC frequency fields.

Swaps between active and standby COM

COM
frequencies.
flip-
Press and hold to select the emergency
flop
channel (121.500 MHz).
VLOC
Swaps between active and standby VLOC
flip-
frequencies.
flop
RNG Selects desired map scale (UP arrow to
key zoom out and DOWN arrow to zoom into).
Allows to enter a destination waypoint or
Direct-
to establish a direct course to the
to key
destination.
MENU Displays a context-sensitive list of
key options.
Clears information or cancels an entry.
CLR
Press and hold to visualize the default NAV
key
Page.
ENT Approves an operation or completes data
key entry
Selects between various page groups
Large
(NAV, WPT, AUX, or NRST).
right
With the on-screen cursor enabled, allows
knob
cursor movement around the page.
Selects between the pages within one
Small group.
right Press momentarily to enable the on-screen
knob cursor which allows data entry or option
selection.
CDI Selects which Navigation source (GPS or
key VLOC) outputs to the HSI.

Selects automatic or manual way-point

sequencing.
Press to select OBS mode which retains the
OBS current “active to” way-point as reference.
key Press again to resume normal way-point
sequencing.
Course may be set from the OBS page or
with an alternative external selector.
MSG Used to view the system message and
key warnings.
FPL
Allows to operate on flight plans.
key
PROC Selects and removes approaches, departures

key and arrivals from a flight plan.
7.3 OPERATION
7.3.1 POWER ON
Powering the GNS430W, a welcome page is displayed, while the unit
performs the self test, followed by the current database information on the
NAVData Card. A failure message is issued if the test fails.
The instrument panel self test page indicates the current selected OBS
course and accesses the checklist page.
When the GNS430W begins to collect the satellite information, the
satellite status page appears on the display and shows the ID numbers for
the satellites and the relative signal strength as bar graph readings.
The message page displays the status information or warning
applicable to the current receiving operation:
o Searching Sky: satellite almanac is not available, then the data
are recollected from the first available satellite
o Acquiring: satellites have been located and the information is

being acquired but not enough for the 3-dimensional position

o 3D NAV: 3-dimensional position available
o 3D DIFF NAV: 3-dimensional position available along with
differential corrections
o INTEG: satellite coverage is not sufficient to pass integrity
monitoring test.
The satellite status page also indicates the accuracy of the position,
using the Horizontal Figure of Merit (HFOM) and the Vertical Figure of
Merit (VFOM), that represent the 95% confidence levels in horizontal and
vertical accuracy. In addition, the Estimated Position Uncertainty (EPU) –
horizontal position error –is displayed (Fig.S/2- 3).
7.3.2 COM/VLOC FREQUENCIES
The display of the GNS430W is divided into separate windows,
including the COM window, the VLOC window and the GPS window.
In the COM and VLOC windows, the stand-by and the active
frequency are shown (Fig.S/2- 2). The selection of the COM or VLOC
frequencies can be carried out in different ways, using the large and small
left knob to tune the desired value or entering in the stand-by field a
frequency already displayed on the screen.
7.3.3 PAGE GROUPS

Six page groups are available to the pilot, that can select the desired
page using properly the large and small right knobs or the relevant keys on
panel (
Fig.S/2- 1). On the bottom right of the screen, the current page group is
displayed, the number of screens available within the group is indicated by
square icons and the placement of the current screen is shown by
highlighted square icon.
o NAV Group
o WPT Group
o AUX Group

o NRST Group
o FPL Group
o PROC Group
NAV Group
The NAV group includes the most frequently used pages since they
displays the graphic course indicator, the active leg of the flight plan, the
aircraft position, the current satellites reception.
On the default NAV page, the CDI is displayed across the top of the
page. The CDI full scale limits are defined by a GPS-derived distance (2, 1
or 0.3 NM) and the scale automatically changes with the flight phase(en-
route, terminal area, approach).
The map page presents airplane position along with nearby airports,
navaids, waypoints, airspace boundaries, lakes, rivers, highways and cities.
CAUTION
The electronic chart is an aid to navigation but it
may not replace the authorised government charts.
The terrain page presents information to increase the situational
awareness; the symbols used to represent obstacles and potential impact
points are color–coded in function of the distance from the aircraft
current altitude. When an alert is issued, visual annunciations appear in
the lower left corner of the screen.
CAUTION
Terrain information should be never understood to
be all-inclusive and, in any case, they should never be
used to navigate and manoeuvre around terrain. Pilot
must use appropriate charts for safe flight.
The terrain system monitors system and annunciates a warning
message if a failure is fault. Moreover, requiring the system a 3D GPS
navigation solution with specific vertical accuracy minimums, as the
accuracy becomes degraded, the terrain is not available
The NAVCOM page provides a list of the airport communication and

navigation frequencies at departure, en-route and arrival airports.

The Vertical Navigation (VNAV) page allows creating and
visualizing a three-dimensional profile from the present position to a
target altitude at a specified location.
NOTE
To use the Vertical Navigation feature a direct-to
destination or a flight plan must be activated and the
ground speed must be greater than 35 kts.
WPT Group
The WPT Page Group provides information about airports , VORs,
NDBs and user-created waypoints.
In particular, the first six pages list detailed information for the
selected ICAO identifier airport: location, runway, frequency (including,
if any, designation for limited use), approach, arrival and departure; in
the last pages, the intersection, NDB, VOR and user waypoint are
reported.
NRST Group
The NRST Page Group display information for the nearest 25
airports, VORs, NDBs and user-created waypoints within 200 NM of the
airplane current position.
AUX Group
The AUX Page Group allows changing the unit settings and provides
functions such as trip planning, density altitude, true airspeed and winds
aloft calculation. Moreover, a scheduler may be programmed and the
system displays one-time, periodic or event-based messages. The Setup
pages provide access to, among other things, units of measure settings,
position formats, map datum, display adjustments. In particular, using the
Units/Mag Var option, it is possible to refer the track, course and heading
information to the true north (‘True’) or to the magnetic correction

computed by GPS Receiver (‘Auto’). When an item is selected, the

corresponding page appears providing access to the settings.
From the Utility page it is possible activate the RAIM Prediction
function, that performs checks to ensure that the GPS coverage is
available at the present aircraft position or at a specified waypoint. If the
RAIM Prediction check fails, an “INTEG” annunciation appears at the
bottom left corner of the screen.
CAUTION
If the INTEG annunciation appears, the GPS
receiver continues to provide navigation information
but may not be used.
FPL Group
The FPL Page Group, directly accessible by pressing the FPL key,
consists of two pages: Active Flight Plan and Flight Plan Catalog
Option. The first page provides information and editing functions for the
flight plan currently in use; the second page allows creating, editing,
activating or deleting a flight plan. Up to 19 flight plans can be stored
while the “flight plan 00” is reserved for the flight plan in use.
From the Flight Plan Catalog Option Page or Default NAV Page, the
‘Crossfill?’ option allows transferring a direct-to destination, active or
stored flight plan, user waypoints to a second GNS 430W/530W.
PROC Page
The procedure page, quickly available by pressing the PROC key,
provides access to approach, arrival and departure procedures.
7.4 AUTOPILOT OPERATION

The GNS 430W steering information may be coupled to the autopilot
by engaging the autopilot in NAV or APR mode.
When the autopilot is using the GNS 430W course information and
the course pointer is not automatically driven to the desired track, the

HSI course pointer must be manually set to the desired track (DTK)
indicated on the GNS 430W. For detailed autopilot operational
instructions, refer to the supplement in the approved Flight Manual.
7.5 AUTOMATIC LOCALIZER COURSE CAPTURE
The Automatic Localiser Course Capture feature is enabled by

default. This feature provides a method for system navigation data
present on external indicators to be switched automatically from GPS
guidance to Localiser/Glide-slope guidance at the course intercept point
on a localiser at which GPS derived course deviation equals localiser
derived course deviation. If an offset from the final approach course is
being flown, it is possible that the automatic GPS/Localiser/GS Guidance
switch will not occur. It is the pilot’s responsibility to ensure that correct
system navigation data is present on the external indicator before
continuing a localiser based approach beyond the final approach fix.
7.6 STORMSCOPE DATA DISPLAY
The GNS430W displays weather information generated by the

Goodrich WX-500 Stormscope system, when installed and properly
operating. From the default map page, turn the small right knob to
display the map page and press the MENU button to set up the unit to
display weather information. Refer to the GNS 430W Pilot’s Guide
Addendum and WX-500 User’s Guide for correct display setup and
clearing procedures, and for detailed instructions on data interpretation.
All atmospheric electromagnetic discharge activity is represented by a
lightning flash symbol, while the relative mode (either Strike or Cell) and
associated discharge rate annunciation appears in the top right corner,
this estimate rate may be used by the pilot to determine if storm cells are
building or decaying. Weather data appears on the display relative to
aircraft heading and position, out to the maximum Stormscope range of
200 nm.
NOTE
If aircraft is equipped with dual GNS 430W or

GNS 430W/GNS 530W systems, the weather

information generated by the Goodrich WX-500
Stormscope system will be displayed only on the GNS
430W/GNS 530W unit identified as primary.

Fig.S/2- 1 Pages Groups

Fig.S/2- 2 COM/VLOC windows
Fig.S/2- 3 Satellite status page


SUPPLEMENT S/3
GARMIN GNS 530W (WAAS)
VHF COMMUNICATIONS TRANSCEIVER
VOR/ILS RECEIVER/GPS RECEIVER
the aircraft is equipped with GARMIN GNS 530W, as per change No.
MOD. P68/126.
In any case, GARMIN 500W Series “Pilot’s Guide & Reference” and, if
applicable, GARMIN 400W/500W Series “Garmin Optional Displays
Pilot’s Guide Addendum”, must be regarded as integral part of this
supplement and must be always carried on board.
P/N 190-00357-00 Rev.A GARMIN 500W Series “Pilot’s Guide &
Reference”, dated October 2006 or later approved revision
P/N 190-00356-31 Rev.A GARMIN 400W/500W Series Display
Interfaces “Pilot’s Guide Addendum”, dated October 2006 or later
approved revision
WARNING
Rev. 3
NOTE
WAAS System operates only in condition of
appropriate satellite coverage (Satellite Based
Augmentation System – SBAS) and integrated Wide
Area Reference System.

followed.
Rev. 3
(a) The GPS function of the GNS 530W may not be used as sole means
of navigation, then:
- the ground-based aids along the route and ground based aids for
the approach must be operational.
- aircraft approved equipment for IFR navigation and approach
must be serviceable.
(b) IFR en-route and terminal navigation predicated upon the GNS
530W GPS Receiver is prohibited unless both database currency and
selected waypoint accuracy are verified by reference to current
approved data.
(c) GPS positional data is referenced to the WGS-84 geodetic datum.

When flying through airspace where these references are not
applicable to the published charts, the GPS navigation information
shall be used in an advisory capacity only, and navigation must be
carried out by using published charts referenced to the correct datum.
(d) The following units must be set as default in the GNS 530W Setup 1
page:
Altitude (ALT) Feet (ft)

Airspeed (SPD) Knots (kts)
Vertical Speed (VS) Feet per Minute (fpm)
Distance (DIS) Nautical Miles (nm)
Positional Units (posn) Degrees, Minutes
HEADING Magnetic North

3.1 EMERGENCY FREQUENCY SELECTION
COM Flip-Flop Key PRESS and HOLD

for 2 seconds
NOTE
The emergency channel selection is available
anytime the unit is ON, regardless of GPS, cursor
status or loss of display.


In the following a summary of the main normal procedures is shown.
For a detailed description of the normal procedures refer to applicable
Garmin publications (P/N 190-00357-00 Rev.A GARMIN 500W Series
“Pilot’s Guide & Reference”, dated October 2006 or later approved
revision).
4.1 COM (VLOC) SELECTION
Small Left Knob PRESS to activate cursor
in COM (VLOC) window
To change the Stand-by Field frequency:
Large Left Knob TURN to set desired MHz value
Small Left Knob TURN to set desired KHz value
To activate the selected frequency:
Or, using the Auto-Tuning function, from the Airport (VOR)
page:
Small Right Knob PRESS to activate
the cursor
the desired airport (VOR) frequency
ENT Key PRESS
For COM selection only, before leaving the frequency page:
Large Right Knob TURN to highlight ‘Done?’
ENT Key PRESS
NOTE
When selecting VLOC frequencies, the tuning
cursor automatically returns to the COM window after
30 seconds of inactivity.

4.2 PAGE SELECTION
(a) To select a page within a group (NAV, WPT, AUX,

NRST):

the page group

the desired page
(b) To quickly select the default NAV Page:
CLR Key PRESS and HOLD
(c) To quickly select a FPL Group Page:
FPL Key PRESS

the desired page
(d) To quickly select the Procedure (VNAV) Page:
PROC (VNAV) Key PRESS
4.3 DIRECT-TO DESTINATION SELECTION
Direct-to Key PRESS and NOTE

waypoint identifier field highlighted

To confirm and activate the direct-to function:


ENT Key PRESS
(a) or using the shortcut procedure, from a page that displays

waypoints:
Cursor MOVE to highlight

Direct-to Key PRESS
ENT Key PRESS
(b) or from the a page that displays Nearby Waypoints (NRST

group):
Cursor SCROLL to highlight

Direct-to Key PRESS

ENT Key PRESS
4.4 TO CREATE AND ACTIVATE A FLIGHT PLAN
FPL Key PRESS
Small Right Knob TURN to display

flight plan catalog
MENU Key PRESS
‘Create New Flight Plan?’
ENT Key PRESS
For each flight plan waypoint


ENT Key PRESS
Small Right Knob PRESS to return

to the flight plan catalog
To activate the flight plan, on the Flight Plan Catalog page:
Small Right Knob PRESS to activate cursor

the desired flight plan
MENU Key PRESS
Small Right Knob TURN to highlight

‘Activate Flight Plan?’
ENT Key PRESS
4.5 CROSSFILL
On the Fight Plan Catalog Options Page or Default NAV Page:
‘Crossfill?’ Option SELECT
ENT Key PRESS

the ‘Method’ field
(a) for automatic transfer:
Small Right Knob TURN to select ‘Auto’
ENT Key PRESS

(b) for manual transfer:
Small Right Knob TURN to select ‘Manual’

the ‘Transfer’ field

information to transfer
If ‘Flight Plan’ or ‘User Waypoint’ is selected:
Large and Small Right Knob USE to enter the

identifier of the flight plan or
waypoint to transfer

the ‘Cross-side’ field

the ‘To’ or ‘From’
ENT Key PRESS

the ‘Initiate Transfer?’ field
ENT Key PRESS

4.6 TO CHANGE A SETUP ITEM
Setup 1 Page SELECT
Small Right Knob PRESS momentarily

to activate the cursor

the desired setup item
ENT Key PRESS
Large/Small Right Knob USE to select

the desired option
ENT Key PRESS
4.7 TO ENABLE WAAS OPERATION
Setup 2 Page SELECT
‘SBAS Selection’ SELECT
ENT Key PRESS

On/Off option
ENT Key PRESS

4.8 ANNUNCIATIONS
4.8.1 TURN ADVISORY AND ARRIVAL ANNUNCIATIONS
In the lower right corner of the GNS 530W display:
Description
Arriving at Arriving at the destination waypoint for the active
waypoint leg.
Next DTK Prepare to turn to the indicated heading upon

xxx° in xx sec waypoint passage.
Hold direct ‘Direct’ holding pattern entry.
Hold parallel ‘Parallel’ holding pattern entry.
Hold teardrop ‘Teardrop’ holding pattern entry.
Left to xxx°
Turn left to the indicated heading by the time shown.
in xx sec
Left to xxx°
Turn left to the indicated heading now.
now
PTK end in
Parallel offset is terminating by the time shown.
xx sec
Right to xxx° Turn right to the indicated heading by the time

in xx sec shown.
Right to xxx°
Turn right to the indicated heading now.
now

4.8.2 MESSAGES
NOTE
On the screen, directly above the MSG key, the
MSG annunciator appears when the system alerts the
pilot of any information or warning.
Whenever MSG annunciator flashes:
MSG key PRESS to display the message
To return to the previous page:
MSG key PRESS

Some possible messages:

Message Description
Aviation (or
airport terrain)
on NavData (or Terrain) Card. The data are not
database integrity
usable.
error
Basemap database
on the built-in basemap, then land data do not
integrity error
appear on moving map.
A failure has been detected in the communications
COM has failed
transceiver.
the main processor and the COM transceiver has
COM is not failed. The operational status of the COM
responding transceiver is unknown.
If the COM board is still working, it automatically
tune to 121.5 MHz.
A failure has been detected in the glideslope
G/S has failed
receiver. The glideslope receiver is not available.
G/S is not the main processor and the glideslope receiver has
responding failed. The operational status of the glideslope
RAIM position RAIM has determined the information from
warning satellites may be in error.
TERRAIN has A failure has been detected in the terrain system.

failed Terrain function is not available.
A failure has been detected in the VLOC receiver.

VLOC has failed
The VLOC receiver is not available.
VLOC is not the main processor and the VLOC receiver has
responding failed. The operational status of the VLOC receiver
is unknown.

There is no change to airplane performance when the GARMIN GNS
530W System is installed.


The items of the GARMIN GNS 530W System are listed in the


The Garmin GNS 530W is a fully integrated panel-mounted unit
which contains a VHF Communications Transceiver, a VOR/ILS Receiver
and a Global Positioning System (GPS) Navigation computer.
The system includes a GPS Antenna, GPS Receiver, VHF
VOR/LOC/GS Antenna, VOR/ILS Receiver, VHF COMM Antenna and a
VHF Communications Transceiver.
The GNS 530W features 2280-channel capacity COM, 200-channel
ILS/VOR with localizer and glideslope and a WAAS-certified GPS.
Featuring an advanced 15-channel receiver capable of five position
updates per second, it is approved to fly LPV “Glideslope” approach –
lateral navigation with advisory vertical guidance – without reference to
ground-based navaids of any kind.
The unit has a built-in database that allows to show cities, highways,
river, lake, on the moving map, while two removable data cards,
containing the Jeppesen aviation and the terrain databases, provide for the
information on airports, NBSs, VORs, intersections, flight service stations,
terrain and obstacles.
The GPS feature of the GNS 530W enhances the situational awareness
of the pilot, providing for a supplemental navigation system in IFR en-
route, Precision and Non-Precision Approaches but, in any case, the GPS
may not be used as sole means of navigation.
WARNING
NOTE
The GNS 530W VHF radios installed are set to
operate with a frequency spacing of 25 kHz. Should it
be necessary to operate the radios using the
alternative frequency spacing of 8.33 kHz, select
“COM Configuration” in AUX Setup 1 Page and
activate “8.33 kHz” option.
Rev. 3
7.1 GPS OPERATIONAL CONDITIONS
(a) GPS navigation is accomplished using the WGS-84 coordinate

reference datum (a World Geodetic Survey carried out in 1984 that
established an accurately plotted ellipsoid upon which all GPS
positions are based). The navigational data is based upon use of only
the Global Positioning System (GPS) operated by the USA
government, which is solely responsible for its accuracy and
maintenance.
CAUTION
The satellite system is subjected to changes which
could affect the accuracy and performance of all GPS
equipment. In any case, when in actual use, carefully
compare indications from the GNS 530W to all
available navigation sources.
WARNING
The altitude calculated by the GNS 530W is
geometric height above mean sea level, then could
vary significantly from corrected pressure altitude
displayed by altimeter on board.
WARNING
The Jeppesen database incorporated in the GNS
530W must be updated in order to assure that its
information is current.
Updates are released every 28 days.
WARNING
The use of the GPS function for instrument
approach/departure must be authorized in the
procedure of the State of the operator/registry (as
applicable) of the aircraft.
Rev. 3
(b) Instrument approach/departure navigation must be accomplished in

accordance with approved procedures retrieved from the GPS
equipment database. The GPS equipment database must incorporate
the current update cycle and the coding must support the officially
published SID/STAR. When flying SID/STAR’s, the procedure
established by the State of the aerodrome has to be
authorised/published by that State for the use of GPS.
(c) Instrument approaches must be conducted in the approach mode and

Receiver Autonomous Integrity Monitoring (RAIM) must be
available at the final approach fix. The database information must be
presented to the crew in the order shown on the published precision
and non-precision approach plate. The published procedure must be
identified as a GPS approach.
(d) Accomplishment of approach not approved for GPS overlay is not

authorised.
(e) If no destination alternate is required, at least one non-GPS based

approach must be available at the destination airport. When an
alternate airport is required by applicable operating rules, it must be
served by an approach based on other than GPS or LORAN-C
navigation, the aircraft must be equipped to use that navigation aid,
and the required navigation aid must be operational. RAIM or
equivalent must be available at the expected time of arrival. A missed
approach procedure based on traditional navigation must be
available.
(f) VNAV information may be utilised for advisory information only.

Use of VNAV information for Instrument Approach Procedures does
not guarantee Step-Down Fix Altitude Protection, or arrival at
approach minimums in normal position to land.
Rev. 3
7.2 GNS 530W INTERFACE DESCRIPTION

COM Controls unit power and volume.
power/ Press momentarily to disable automatic
volume squelch control and press again to return to
knob automatic squelch operation.
Controls audio volume for the selected
VLOC
VOR/LOC frequency.
volume
Press momentarily to enable the ident tone.
Tunes MHz value of the standby frequency
Large
for either the COM transceiver or VLOC
left
receiver, whichever is currently selected by
knob
the tuning cursor.
Tunes kHz value of the standby frequency
Small for either the COM transceiver or VLOC
left receiver, as selected by the tuning cursor.
knob Press to toggle tuning cursor between COM
and VLOC frequency fields.

Swaps between active and standby COM

COM
frequencies.
flip-
Press and hold to select the emergency
flop
channel (121.500 MHz).
VLOC
Swaps between active and standby VLOC
flip-
frequencies.
flop
RNG Selects desired map scale (UP arrow to

key zoom out and DOWN arrow to zoom into).
Allows to enter a destination waypoint or

Direct-
to establish a direct course to the
to key
destination.
MENU Displays a context-sensitive list of
key options.
Clears information or cancels an entry.
CLR
Press and hold to visualize the default NAV
key
Page.
ENT Approves an operation or completes data
key entry
Selects between various page groups
Large
(NAV, WPT, AUX, or NRST).
right
With the on-screen cursor enabled, allows
knob
cursor movement around the page.
Selects between the pages within one
Small group.
right Press momentarily to enable the on-screen
knob cursor which allows data entry or option
selection.
CDI Selects which Navigation source (GPS or
key VLOC) outputs to the HSI.

Selects automatic or manual way-point

sequencing.
Press to select OBS mode which retains the
OBS current “active to” way-point as reference.
key Press again to resume normal way-point
sequencing.
Course may be set from the OBS page or
with an alternative external selector.
MSG Used to view the system message and
key warnings.
FPL
Allows to operate on flight plans.
key
Allows to create a three dimensional
VNAV
profile which guides the pilot to a target
key
altitude at a specified location.
PROC Selects and removes approaches, departures
key and arrivals from a flight plan.
7.3 OPERATION
7.3.1 POWER ON
Powering the GNS 530W, a welcome page is displayed, while the unit
performs the self test, followed by the current database information on the
NAV Data Card. A failure message is issued if the test fails.
The instrument panel self test page indicates the current selected OBS
course and accesses the checklist page.
When the GNS 530W begins to collect the satellite information, the
satellite status page appears on the display and shows the ID numbers for
the satellites and the relative signal strength as bar graph readings.
The message page displays the status information or warning
applicable to the current receiving operation:
o Searching Sky: satellite almanac is not available, then the data

are recollected from the first available satellite

o Acquiring: satellites have been located and the information is
being acquired but not enough for the 3-dimensional position
o 3D NAV: 3-dimensional position available
o 3D DIFF NAV: 3-dimensional position available along with
differential corrections
o INTEG: satellite coverage is not sufficient to pass integrity
monitoring test.
The satellite status page also indicates the accuracy of the position,
using the Horizontal Figure of Merit (HFOM) and the Vertical Figure of
Merit (VFOM), that represent the 95% confidence levels in horizontal and
vertical accuracy. In addition, the Estimated Position Uncertainty (EPU) –
horizontal position error –is displayed (Fig. S/2- 3).
7.3.2 COM/VLOC FREQUENCIES
The display of the GNS 530W is divided into separate windows,
including the COM window, the VLOC window (by default with VOR
ident/radial but selectable for other data) and the GPS window.
In the COM and VLOC windows, the stand-by and the active
frequency are shown (Fig. S/2- 2). The selection of the COM or VLOC
frequencies can be carried out in different ways, using the large and small
left knob to tune the desired value or entering in the stand-by field a
frequency already displayed on the screen.
7.3.3 PAGE GROUPS

Six page groups are available to the pilot, that can select the desired
page using properly the large and small right knobs (Fig. S/2- 1). On the
bottom right of the screen, the current page group is displayed, the number
of screens available within the group is indicated by square icons and the
placement of the current screen is shown by highlighted square icon.
o NAV Group
o WPT Group
o AUX Group

o NRST Group
o FPL Group
o VNAV
o PROC
NAV Group
The NAV group includes the most frequently used pages since they
displays the graphic course indicator, the active leg of the flight plan, the
aircraft position, the current satellites reception.
On the default NAV page, a look ahead map is displayed along with a
graphic course deviation indicator . The CDI full scale limits are defined
by a GPS-derived distance (2, 1 or 0.3 NM) and the scale automatically
changes with the flight phase (en-route, terminal area, approach).
The map page presents airplane position along with nearby airports,
navaids, waypoints, airspace boundaries, lakes, rivers, highways and cities.
CAUTION
The electronic chart is an aid to navigation but it
may not replace the authorised government charts.
The NAVCOM page provides a list of the airport communication and
navigation frequencies at departure, en-route and arrival airports.
The terrain page presents information to increase the situational
awareness; the symbols used to represent obstacles and potential impact
points are color–coded in function of the distance from the aircraft
current altitude. When an alert is issued, visual annunciations appear in
the lower left corner of the screen.
CAUTION
Terrain information should be never understood to
be all-inclusive and, in any case, they should never be
used to navigate and manoeuvre around terrain. Pilot
must use appropriate charts for safe flight.
The terrain system monitors system and annunciates a warning
message if a failure is fault. Moreover, requiring the system a 3D GPS

navigation solution with specific vertical accuracy minimums, as the

accuracy becomes degraded, the terrain is not available
WPT Group
The WPT Page Group provides information about airports , VORs,
NDBs and user-created waypoints.
In particular, the first six pages list detailed information for the
selected ICAO identifier airport: location, runway, frequency (including,
if any, designation for limited use), approach, arrival and departure; in
the last pages, the intersection, NDB, VOR and user waypoint are
reported.
NRST Group
The NRST Page Group display information for the nearest 25
airports, VORs, NDBs and user-created waypoints within 200 NM of the
airplane current position.
AUX Group
The AUX Page Group allows changing the unit settings and provides
functions such as trip planning, density altitude, true airspeed and winds
aloft calculation. Moreover, a scheduler may be programmed and the
system displays one-time, periodic or event-based messages. The Setup
pages provide access to, among other things, units of measure settings,
position formats, map datum, display adjustments, WAAS operation
selection. In particular, using the Units/Position option, it is possible to
refer the track, course and heading information to the true north (‘True’)
or to the magnetic correction computed by GPS Receiver (‘Auto’). When
an item is selected, the corresponding page appears providing access to
the settings.
From the Utility page it is possible activate the RAIM Prediction
function, that performs checks to ensure that the GPS coverage is
available at the present aircraft position or at a specified waypoint. If the
RAIM Prediction check fails, an “INTEG” annunciation appears at the
bottom left corner of the screen.

CAUTION
If the INTEG annunciation appears, the GPS
receiver continues to provide navigation information
but may not be used.
FPL Group
The FPL Page Group, directly accessible by pressing the FPL key,
consists of two pages: Active Flight Plan and Flight Plan Catalog
Option. The first page provides information and editing functions for the
flight plan currently in use; the second page allows creating, editing,
activating or deleting a flight plan. Up to 19 flight plans can be stored
while the “flight plan 00” is reserved for the flight plan in use.
From the Flight Plan Catalog Option Page or Default NAV Page, the
‘Crossfill?’ option allows transferring a direct-to destination, active or
stored flight plan, user waypoints to a second GNS 430W/530W.
PROC Page
The procedure page, quickly available by pressing the PROC key,
provides access to approach, arrival and departure procedures.
VNAV Page
The Vertical Navigation (VNAV) page allows creating and
visualizing a three-dimensional profile from the present position to a
target altitude at a specified location. Once the profile has been defined,
the message alerts and additional data are provided for on the Default
NAV and Map Pages.
NOTE
To use the Vertical Navigation feature a direct-to
destination or a flight plan must be activated and the
ground speed must be greater than 35 kts.

7.4 AUTOPILOT OPERATION
The GNS 530W steering information may be coupled to the autopilot

by engaging the autopilot in NAV or APR mode.
When the autopilot is using the GNS 530W course information and
the course pointer is not automatically driven to the desired track, the
HSI course pointer must be manually set to the desired track (DTK)
indicated on the GNS 530W. For detailed autopilot operational
instructions, refer to the supplement in the approved Flight Manual.
7.5 AUTOMATIC LOCALIZER COURSE CAPTURE
The Automatic Localizer Course Capture feature is enabled by

default. This feature provides a method for system navigation data
present on external indicators to be switched automatically from GPS
guidance to Localizer/Glide-slope guidance at the course intercept point
on a localizer at which GPS derived course deviation equals localizer
derived course deviation. If an offset from the final approach course is
being flown, it is possible that the automatic GPS/Localizer/GS Guidance
switch will not occur. It is the pilot’s responsibility to ensure that correct
system navigation data is present on the external indicator before
continuing a localizer based approach beyond the final approach fix.
7.6 STORMSCOPE DATA DISPLAY
The GNS 530W displays weather information generated by the

Goodrich WX-500 Stormscope system, when installed and properly
operating. From the default map page, turn the small right knob to
display the map page and press the MENU button to set up the unit to
display weather information. Refer to the GNS 530W Pilot’s Guide
Addendum and WX-500 User’s Guide for correct display setup and
clearing procedures, and for detailed instructions on data interpretation.
All atmospheric electromagnetic discharge activity is represented by
a lightning flash symbol, while the relative mode (either Strike or Cell)
and associated discharge rate annunciation appears in the top right
corner, this estimate rate may be used by the pilot to determine if storm

cells are building or decaying. Weather data appears on the display

relative to aircraft heading and position, out to the maximum Stormscope
range of 200 nm.
NOTE
If aircraft is equipped with dual GNS 430W or
GNS 430W/GNS 530W systems, the weather
information generated by the Goodrich WX-500
Stormscope system will be displayed only on the GNS
430W/GNS 530W unit identified as primary.

Fig. S/2- 1 Pages Groups

Fig. S/2- 2 COM/VLOC windows
Fig. S/2- 3 Satellite status page


P.68 R SUPPLEMENT X – Sec.1
SUPPLEMENT X
SAGEM INTEGRATED COCKPIT
(As per changes Nos. MOD.P68/123, MOD.P68/199,
MDM 048/09, MDM 035/09, as applicable)
the aircraft is equipped with SAGEM Integrated Cockpit Display System,
as per changes Nos. MOD. P68/123, MOD.P68/199, MDM 048/09, MDM
035/09, as applicable.

followed.
Rev. 7
DATE: 16 October 2009 Page 1 of 50
A.F.M. P/N NOR10.707-30B
SUPPLEMENT X Sec. 2 P.68R
PRIMARY (STANDBY) (1960 kg) (2063 kg)
MARKINGS KIAS KIAS
Red and White Line (Lower Red Line)

- Air Minimum Control Speed 62 62
White Bar (White Arc)
- Full Flaps Operating Range.
Lower limit is maximum weight stall speed
in landing configuration. Upper limit is
maximum speed permissible with flaps
extended. 60 to 101 61 to 103
“Vy” Label (Blue Line)
- One Engine Inoperative Best Rate of
Climb Speed. 88 88
Green Bar (Green Arc)
- Normal Operating Range.
with flaps retracted. Upper limit is
maximum structural cruising speed. 65 to 158 67 to 161
Yellow Bar (Yellow Arc)

- Caution Range.
Operations must be conducted with caution
and only in smooth air. 158 to 200 161 to 201
Upper Red Bar (Upper Red Line)
- Maximum Speed for all operations is 201
kts 200 201
NOTE
The actual airspeed value is white-colored and
it is turning yellow when the speed is in yellow
or red band, respectively.
Rev. 18
Page 2 of 50 DATE: 31 October 2011

Green Bar (Normal Operating Range) 200 – 439°F
Yellow Bar (Caution Range) 440 - 475 °F
Red Line (Maximum) 475 °F
(b) Fuel Pressure

Red Bar (Minimum) 14 PSI
Yellow Line (Caution Range) 15 PSI
Green Bar (Normal Operating Range) 16 - 30 PSI
Yellow Bar (Caution Range) 31- 35 PSI
Red Line (Maximum) 36 PSI
(c) Tachometer
Green Arc (Normal Operating Range) 550 - 2700 RPM
Red Radial (Maximum) 2700 RPM
(d) Oil Pressure

Red Line (Minimum) 25 PSI
Yellow Bar (Caution Range) 26 - 59 PSI
Green Bar (Normal Operating Range) 60 – 86 PSI
Yellow Bar (Caution Range) 87 – 90 PSI
(e) Oil Temperature

Green Bar (Normal Operating Range) 75 – 224 °F
Yellow Bar (Caution Range) 225 – 245 °F
(f) Exhaust gas temperature

Green Bar (Normal Operating Range) 1180 - 1380 °F

Green Arc (Normal Operating Range) 10 – 32 In.Hg
(h) Fuel Flow

Normal Operating Range 0 – 22 GPH
Rev. 7
SUPPLEMENT X – Sec.2 P.68 R
2.3 ELECTRICAL SYSTEM INSTRUMENT

MARKINGS
(a) Ammeter
Normal Operating Range (70 A Alternators) 0 –70 A

The aircraft equipped with SAGEM Integrated Cockpit Display
System, as per change No. MOD. P68/123, is approved for VFR-Day
Operations. With the proper optional equipment installed and operational,
the aircraft is approved for VFR-Night Operations and for IFR-Day/Night
Operations.
2.5 KINDS OF OPERATIONS EQUIPMENT LIST

System, as per change No. MOD. P68/123, may be operated in VFR-
Day/Night and IFR-Day/Night when the appropriate equipment is installed
and operating.
Refers to Basic Flight Manual (§2.18) for the kinds of operation
equipment list.
Rev. 7
A.F.M. P/N NOR10.707-30B
P.68R SUPPLEMENT X - Sec. 2
2.6 PLACARDS
In Full View of Pilot (MTOW = 2063 kg):
Rev. 18
3.1 PFD DISPLAY FAILURE

ICDS-8 PFD Breaker CHECK IN
If the breaker is IN:

FAIL OVER MODE Switch PULL and SWITCH
NOTE
When Engine Management System Display is
used in composite mode with the PFD, the pilot
can not use the line-select keys to turn off the
display of engine gauges.
3.2 PFD FAILURE

(a) If a parameter fails on PFD:
Failed Parameter Applicable Procedure PERFORM
(b) If two or more parameters fail on PFD:
PFD-35 Breaker CHECK IN

Failed Parameters Applicable Procedures PERFORM
3.2.1 AIRSPEED FAILURE

If suspect an erroneous airspeed indication or IAS FAIL appears on
PFD:
Standby Airspeed Indicator REVERT TO
3.2.2 ALTITUDE FAILURE

If suspect an erroneous altitude indication or ALT FAIL appears
on PFD:
Standby Altitude Indicator REVERT TO
Rev. 7
3.2.3 OUTSIDE AIR TEMPERATURE SYSTEM

FAILURE
Flight in freezing moisture condition AVOID
3.2.4 ATTITUDE FAILURE

If suspect an erroneous attitude indication or ATTITUDE FAIL
appears on PFD:
Standby Attitude Indicator REVERT TO
AHRS Breaker CHECK IN

Standby Attitude Indicator USE as sole means
to determine A/C attitude
3.2.5 VERTICAL SPEED FAILURE

Altitude Indicator USE timed rate of change
of altitude to determine
vertical speed
3.2.6 GLIDE SLOPE INDICATOR/MARKER

BEACON FAILURE
(a) If the GS/Marker indicator fails:
Non Precision Approach PERFORM
(b) If GS indication is flagged:
Navigation Selector CHECK FREQUENCY
Rev. 7
3.2.7 EHSI FAILURE

(a) If suspect an erroneous heading indication or HEADING
FAIL appears on PFD:
Standby Magnetic Compass REVERT TO

Standby Magnetic Compass USE as sole means
to determine A/C heading
(b) If a flagged condition appears on PFD:
3.2.8 RATE OF TURN INDICATOR FAILURE

Compass USE to determine
turn rate
3.2.9 GPS WINDOW FAILURE

On EMS:
Application Line-Select Key PRESS up to visualize
the second page
If the window on EMS is also failed:

Remaining Navigation Equipment REVERT TO
Rev. 7
3.3 EMS DISPLAY FAILURE

ICDS-8 MFD/EMS Breaker CHECK IN
If the breaker is IN, on Primary Flight Display:
Navigation Menu Line-Select Key PRESS
Engine Gauges Line-Select Key PRESS
Main Menu Line-Select Key PRESS
3.4 TOTAL LH ENGINE PARAMETERS FAILURE

EMM35 LH ENGINE Breaker CHECK IN

If engine indications do not appear on PFD:

Engines RPM MATCH by aural noise
To change the flight condition:

RH Power Lever SET as required
LH Power Lever ALIGN with RH Lever
As soon as practical LAND
3.5 TOTAL RH ENGINE PARAMETERS FAILURE

EMM35 RH ENGINE Breaker CHECK IN

Rev. 7


LH Power Lever SET as required
RH Power Lever ALIGN with LH Lever
3.6 TOTAL ENGINES PARAMETERS FAILURE

If the breakers are IN, on Primary Flight Display:

Engine gauges Line-Select Key PRESS
Main menu Line-Select Key PRESS
If engines indications do not appear on PFD:

Power Levers AS REQUIRED
(But not full forward
unless required for safety)
As soon as possible LAND
3.7 VOLTAMMETER FAILURE

On Annunciator panel:
LOW VOLT annunciation CHECK
Rev. 7
3.8 AMPEROMETER FAILURE

TSIU LH ENGINE Fuse REPLACE
If the indicator steady fails:

Voltammeter CHECK any voltage drop
3.9 MANIFOLD PRESSURE INDICATOR FAILURE

RPM and Fuel Flow Indicators USE as MAP
directly linked parameters
3.10 RPM INDICATOR FAILURE

(a) If both indicators fail:
Propellers MAINTAIN
Throttles SET as required
(b) If a single indicator fails:
Not Affected Propeller SET as required
Affected Propeller ALIGN and

CHECK engine noise
3.11 CYLINDER HEAD TEMPERATURE

INDICATOR FAILURE
Remaining CHT gauges USE determine
CHT operating range
If all CHT fails:
Fuel Flow Indicators USE as CHT

directly linked parameter
Rev. 7
3.12 EXHAUST GAS TEMPERATURE INDICATOR

FAILURE
Remaining EGT gauges USE to determine
EGT operating range
If all EGT gauges fail:
CHT and Fuel Flow Indicators USE as EGT

3.13 FUEL PRESSURE INDICATOR FAILURE

Only if note engine rough running or anomalous fuel flow variations:
Affected engine BOOSTER PUMP ON
3.14 OIL PRESSURE INDICATOR FAILURE

Oil Temperature and RPM Indicators USE as OIL PRESS
3.15 OIL TEMPERATURE INDICATOR FAILURE

OIL Pressure Indicator CHECK
RPM Indicator CHECK for

uncommanded variations
3.16 FUEL FLOW INDICATOR FAILURE

Fuel Quantity CHECK for regular
consumption
Rev. 7

Affected Alternator Switch OFF
Electrical Load REDUCE to minimum
Ammeter CHECK

WARNING
Flaps cannot be lowered in this case; refer to
basic manual emergency procedure (§3.18).
Alternator Switches OFF
AUX FUEL PUMP LH&RH OFF unless

required for safety
Avionic Switch OFF
VHF1 ONLY – NORMAL SUPPLY Switch VHF1 ONLY
CABIN AIR-OFF-HOT AIR WINDSHIELD Switch OFF
AIR CONDITIONING - FAN Switch AIR CONDITIONING
AUX POWER Switch (if installed) OFF
PROP DE ICE Switch (if installed) OFF
SURF DE ICE Switch (if installed) OFF
STROBE LIGHT Switch OFF
Rev. 7
INSTR LIGHT Switch OFF
PITOT HEAT Switch OFF
LANDING LIGHT Switch OFF unless at

appropriate time for landing
TAXI LIGHT Switch OFF
STALL HEAT Switch OFF
DE ICE LIGHT Switch OFF
NOTE
Operating system allowed for the emergency
phase (with battery only):
(a) PFD and EMS

(b) VHF 1
(c) Annunciator Panel
(d) Stall warning
(e) NAV Lights
(f) Fire detector
(g) Landing light
(h) Door lock system
(i) Clock
(j) Hour meter
(k) Map Light
(l) Low Volt Sensor
(m) EMM35 Rh&Lh
Rev. 7
(n) PFD35
(o) TSIU
(p) AHRS
(q) OAT & CAT
(r) TSIU RH&LH Engine
(s) ADI
The battery will maintain the essential load for approximately 32

minutes.
VHF transmission should be restricted at a minimum during flight.
3.19 PRIMARY FLIGHT DISPLAY AND ENGINE

MANAGEMENT SYSTEM FAILURE
Standby Instruments REVERT TO
GNS430/530 CHECK for

proper operation
GNS 430/530 or 430W/530W USE to visualize CDI

Rev. 7
WARNING
After power supply, before starting engine, the
PFD and the EMS appears.
If any failure message appears on the PFD or on
the EMS, the takeoff is prohibited before the
problem has been identified and solved.
NOTE
In the remote possibility of a slow data drift of
the SAGEM cockpit, misleading information
could be presented to the pilot without a
warning being given by the internal safety
monitoring loops of the system. A continuous
and active cross monitoring has to be done by
the pilot in any phase of flight (especially during
IFR, IMC and Night conditions) to prevent this
remote failure from being not recognized.
4.1 BEFORE TAKE-OFF

Set Reference Speed at Vy (One Engine Inoperative Best Rate of
Climb Speed):
Vy = 88 KIAS
4.2 PFD OPERATION

4.2.1 TSI SELECTION
Affected TSI Line-Select Key PRESS
(see §7.b.10)
Line-Select Key PRESS to

increase or decrease
up to the desired value
Rev. 7
Or, to place the current value in to TSI
Syn Line-Select Key PRESS
4.2.2 NAVIGATION MODE SELECTION

Affected Navigation Source Line-Select Key PRESS

(see §7.b.10)
4.2.3 GPS DATA WINDOW

GPS Nav Line-Select Key PRESS
4.2.4 EXPAND EADI

EADI Line-Select Key PRESS
4.2.5 DISPLAY ENGINE GAUGES

NOTE
The procedure is used to display the engine gauges
on PFD; to return to the standard configuration
(engine gauges on EMS), apply the same
procedure.
Rev. 7
4.3 EMS OPERATION

4.3.1 MAP VIEWPOINT SELECTION
Center/Edge Line-Select Key PRESS
4.3.2 MAP SCALE

Map Scale Line-Select Key PRESS
4.3.3 DECLUTTER
Declutter Line-Select Key PRESS up the
desired detail level
4.3.4 PAGE SELECTION

the desired page
To return immediately to the primary page:
Primary Page Line-Select Key PRESS
4.3.5 CHECKLIST SELECTION

Checklist Line-Select Key PRESS
Rev. 7
4.4 BRIGHTNESS ADJUSTMENT

To adjust brightness of the PFD or EMS display:
Brightness Line-Select Key PRESS

Rev. 7
NO CHANGE.
Rev. 7

The items of the SAGEM INTEGRATED COCKPIT SYSTEM are
listed in the “P68R Equipment List” P/N NOR10.719-4.
Rev. 7
7.a SYSTEM DESCRIPTION

The SAGEM Integrated Cockpit Display System (ICDS) consists of
two displays that presents information in text, numeric, and graphical
formats. It is designed to interface with other systems on the aircraft and
aid the pilot in all phases of the flight, enhancing spatial awareness and
efficiency with a reduced workload.
The SAGEM ICDS is composed of the Primary Flight Display (PFD),
that collects and presents air data, navigation and attitude information, and
the Engine Monitoring System (EMS) for the engines control and
management (Fig. 1). Moreover, the EMS shows data from the aircraft
electrical system and provides for a map window that shows airport,
navigation aids, obstacle, geographical information and the maximum
elevation figure centered on the aircraft current position.
The Primary Flight Display and the Engine Monitoring System are
fed through the main power bus of the airplane; whenever the ICDS are
supplied, the power on indicator, located near the line-select keys,
illuminate. The system is protected by circuit breakers and fuses, located
in the breaker panel (Fig. 1).
Upon power-on, the ICDS verify that all components are operational,
then show the Primary Flight Display window on the PFD, the map
window and the aircraft position on the EMS.
The Primary Flight Display includes three subsystem such as the
display (ICDS-8) with line-select-key, the PFD35 digital air data system,
that provides the interface to air data source and navigation equipment, and
the Attitude Heading Reference System (AHRS), for the computation of
the attitudes of the airplane.
The display ICDS-8, located in the primary field of view of the pilot,
presents information on pitch and roll attitude, heading, altitude, airspeed
and information to help the pilot control the aircraft.
The left section of the display is used for speed management, the right
section is used for altitude management, the center-top section shows
attitude, and the center-bottom section is reserved for heading and
navigation information.
Rev. 7
In the area above the attitude indicator, the system annunciations are
displayed including the autopilot status message (Fig. 2, Fig. 9).
The ICDS provides Target Selection Indicators (TSI) that allow the
pilot to set the desired reference airspeed (IAS), altitude (ALT), heading
(HDG), course (CRS) and barometric pressure setting (QNH). The TSI
values, shown on the display near the relevant parameters, are selectable
using the appropriate line-select key.
The system is also equipped with four knobs that allow to adjust the
TSI to the desired value or to set the target value to the current ones
(Baro, Heading, Course, Master); the “Sync” knob cycles between the four
knobs (Fig. 1).
Only for aircraft from and including S/N 453 onwards, in addition an
“EFIS TEST” pushbutton switch is installed. This momentary pushbutton
switch is used to test the ICDS display functions. Pushing the button
displays all configured annunciations on the PFD, displays software and
configuration version, and IM (Inner Marker). Releasing the button ends
the test and the system returns to normal operation (Fig. 1).
In order to enhance the pilot awareness, the system computes and
shows trend indications (if enabled) of the Vertical Speed, that predicts a
1-minute outlook of the altitude, the Rate-of-Turn Indicator, that projects a
pointer proportional to rate-of-turn, and the Airspeed Trend, that provides
a 4-seconds prediction of the actual airspeed changes (Fig. 5).
The Engine Monitoring System consists of the display with line-
select-key, the EMM-35H data acquisition unit that provides for the digital
data acquired by engine sensors, the Temperature Sensor Interface and the
Tach Generator Interface, that adapts the data from the engines before
sending them to EMM-35H, and the outside air temperature sensor.
Moreover, the GPS provides data for mapping, ground speed and flight
plan information.
The EMS main screen shows engine data and electric parameters (volt
and ampere). Other pages, that present moving map, obstruction, graphical
checklist or diagnostic page, are accessible by the pilot using the
appropriate line-select key; however, if a page other than main is active
and any engine sensed data becomes in yellow or red ranges, the system
automatically reverts to main screen.
Rev. 7
If the Primary Flight Display fails the pilot could then flip a “FAIL
OVER MODE” switch to change the Engine Management System display
in compound mode to show both the data of the PFD and of the EMS (Fig.
1, Fig. 3).
When the Engine Management System Display is used as Primary
Flight Display, the pilot cannot use the Line Select Keys to turn off the
If the system detects a subsystem failure in the sensor of airspeed,
altitude, attitude or heading, or a loss of communication between PFD35
and ICDS occurs, the affected subsystem will blank. If the navigation
source fails, a flagged condition results and the PFD shows guidance
needle in unflagged state (Fig. 10).
The airplane is provided for an additional redundancy of the attitude,
airspeed, altitude and heading information by four back-lighted stand alone
stand-by instruments (electrical drive gyro attitude, pneumatic altimeter,
airspeed indicator and magnetic compass), grouped in the center-top
section of the instrument panel (Fig. 1).
Rev. 7
Fig. 1 - Instrument panel and breaker panel layout

(Landscape Configuration)
Rev. 7

(Portrait Configuration)
Rev. 7
Fig. 3 - Primary Flight Display layout

Rev. 7

Rev. 7
Fig. 5 - Primary Flight Display in composite mode

Rev. 7

Rev. 7
7.b PRIMARY FLIGHT DISPLAY

7.b.1 AIRSPEED
The airspeed, derived by air data sensors, is shown as a moving tape
on the upper left side of display. The airspeed markings are depicted on the
tape and the current value is indicated in a window in the centre of the
tape.
The true airspeed, when greater than 60 kts, is displayed on the bottom
of the tape.
Moreover, when the target airspeed is armed, the target value is
displayed on the top and a bug is superimposed on the tape over the
selected value (Fig. 4).
The airspeed trend (if enabled), that provides for a 4 seconds predictor
of airspeed change, is superimposed upon the tape, after airspeed has
reached VSO (Fig. 5).
The airspeed IAS FAST/IAS SLOW message (if enabled) informs the
pilot of exceeding selected airspeed target value by ± 10 Kts (Fig. 5).
In the bottom left of the EADI the airspeed messages are shown:
Message Description
IAS FAST/ IAS SLOW The airspeed is outside of the selected
target value by ± 10 kts.
To clear the message:
o Change the current airspeed, if
necessary
o Press the IAS line-select key
o Press SYN line-select key or push
the sync knob to synchronize the
target airspeed to the current value
CHK IAS Airspeed is outside of Normal Operating
Range (Green Bar). The message
displays only if the TSI is armed and the
airspeed has reached the VSO.
Rev. 7
7.b.2 OAT, DENSITY ALTITUDE AND WINDS ALOFT

The outside air temperature, the density altitude and the wind aloft,
calculated as the vector difference between the aircraft track and the
heading are displayed near the airspeed tape, as shown in Fig. 4.
The winds aloft does not display when:

o Airspeed or ground speed is less than 60 kts
o The change of heading is greater than 9° in the last 9 seconds
o Windspeed is less than 5 kts
o There is a GPS failure
o The current pitch s greater than ± 10°
7.b.3 ELECTRONIC ATTITUDE DIRECTION INDICATOR

The Electronic Attitude Direction Indicator (EADI) presents pitch and
roll information that is derived from the Attitude Heading Reference
(AHRS) sub-system. When pitch exceeds +/-30 degrees, Vee-pointers
appear to indicate the direction of the horizon.
7.b.4 ALTITUDE
The altitude is shown as a moving tape on the upper right side of
display.
The barometric corrected current altitude is indicated in a window in
the centre of the tape, the target value is displayed on the top and a bug is
superimposed on the tape (Fig. 4).
The barometric pressure, shown in the window below the altitude tape,
can be set using the QNH line-select key or the Baro adjust knob; as the
barometric pressure is modified, the indicator on the tape moves
accordingly.
The altitude trend (if enabled) is provided for, showing the 1-minute
predicted altitude by a bug superimposed on the tape (Fig. 5).
Rev. 7
The altitude ALT LOW/ALT HIGH message (if enabled) informs the
pilot of exceeding selected altitude target value by ± 200 ft.
In the bottom right of the EADI the altitude messages are shown:
Message Description
ALT LOW/ALT HIGH The altitude is outside of the selected
target value by ± 200 ft.
o Change the current altitude, if
necessary
o Press the ALT line-select key
target altitude to the current value
7.b.5 VERTICAL SPEED

The Vertical Speed Indicator (VSI) predicts a 1-minute outlook of
the altitude. It is shown as a stand-alone gauge located to the right of the
altitude tape, with a digital number imposed in the bottom of the analog
VSI (Fig. 5). The digital number indicates the vertical speed value in
fpm, sign included, divided by 100.
7.b.6 GLIDE SLOPE/MARKER BEACON INDICATOR

The glide slope deviation pointer represents the center of the
instrument landing system (ILS) vertical glide slope and displays
deviation of the aircraft from the glide slope center (Fig. 6).
The indicator is not visible when an ILS frequency is not selected on
the VHF NAV control panel. If an ILS frequency is selected, but the
signal is “flagged”, a “GS” will appear to indicate that the Glide slope
frequency is selected.
When passing over the marker beacon, a color coded square will
appear above the glide slope to indicate the appropriate color-coded
marker beacon: IM stands for Inner Marker, MM for Middle Marker and
OM stands for Outer Marker; no failure indication is provided for the
marker beacon.
Rev. 7
7.b.7 ELECTRONIC HORIZONTAL SITUATION

INDICATOR
The Navigation signals are received by the PFD35 sub and presented
on the Electronic Horizontal Situation Indicator (EHSI).
The EHSI is a 360 degree rotating compass card with magnetic heading
and bearing information from two Radio Magnetic Indicators (RMI). The
target heading and the target course are selectable by the appropriate line-
select key or by the knob; the relative indicators are present on the EHSI
and they move around the compass as the indicators are modified.
As shown in Fig. 7, the aircraft heading is displayed numerically in
white at the top center of the EHSI display while the selected course
numeric value is to the left.
The arrow in the center of the EHSI display is the course indicator,
which center section represents the Course Deviation Indicator (CDI): it is
centered or deflected on either side of the course pointer based upon
signals from the selected Navigation Management System (NMS).
The course indicator (TO-FR-OFF) flag indicator is located directly
to the right and below the aircraft symbol.
The selected navigation, RM1 and RM2 sources are shown, with the
corresponding color-coded needles superimposed on the EHSI (magenta
for CDI, yellow for RM1 and green for RM2).
When the GPS-type navigation is active, a small green circle depicts
the bearing-to station and a small green square depicts ground track on the
inner edge of the compass card.
7.b.8 RATE-OF-TURN INDICATOR

The rate of turn indicator is a graphical display of the instantaneous
rate-of turn, based on a two-minute, 360-degree turn, which data are
provided for by the AHRS sub-system.
A magenta line projects out from the Heading pointer proportional to
rate-of-turn. Standard rate boxes are shown on either side of the numeric
heading box (Fig. 5).
7.b.9 GPS NAVIGATION DATA

The GPS data, provided from the navigation unit, has a
dedicated window, located on left of the EHSI; a line-select key
allows to select the available GPS or to make the GPS data window
disappear.
After the flight plan data are entered in the GPS navigation
Rev. 7
system, the window shows information on distance, desired track,

bearing, ground speed, actual track and estimated time en-route (Fig.
8).
Fig. 7 - Primary Flight Display main screen layout

(Landscape configuration)

Rev. 7
Fig. X-9 - Trend indicators
Fig. 10 - Glide slope and marker beacon indicator
Rev. 7
Fig. 11 - EHSI
Fig. 12 - Waypoint data window
Rev. 7
7.b.10 LINE-SELECT KEYS

The system provides for the line-select keys that are used to select
between main and navigation menu , choose functions within a menu and
enter information.
To choose a function , the following two-steps should be performed:
o Press the line-select-key associated with the desired function,
then a cursor line will appear under the selected key, and the indicator box
that displays numeric data for the selected function will be inverse hi-
lighted.
o Press the increment-decrement line-select keys or turn the
appropriate knob and push SYN to change the desired value.
The line-select keys, being each identified by a menu option name and a
graphical icon, and the relative function description are summarized in the
following table:

Airspeed target selection
LSK # 1
indicator
Altitude target selection

LSK # 2
indicator
Heading target selection

LSK # 3
indicator
Course target selection

LSK # 4
indicator
Barometric pressure target

LSK # 5
selection indicator
Synchronize places current

LSK # 6
value into TSI
Value selection increases or

LSK # 8
decreases up to desired value
Brightness screen adjustment

LSK # 9
improves screen viewing
Rev. 7
LSK # 10 Navigation menu
LSK # 1 CDI selector
LSK # 2 RM1 selector
Display GPS in navigation data

LSK # 4
window
LSK # 5 Expand EADI
LSK # 9 Display engine gauges
LSK # 10 Back to main menu
7.b.11 AUTOPILOT ANNUNCIATIONS

The PFD provides for autopilot annunciations (Fig. 9) above the
EADI (except for the trim failure message that will show up in the EADI):
Message Description
AP Autopilot engaged
HDG/NAV Heading/Navigation Mode engaged
ALT Altitude Hold
TRIM FAIL Trim failure
Rev. 7
Fig. 13 - PFD messages
Fig. 14 – Failure as blanked data
Rev. 7
7.c ENGINE MANAGEMENT SYSTEM

7.c.1 ENGINE AND ELECTRIC GAUGES
The main screen of the EMS display the following engine
parameters, with electrical system parameters:
o Manifold pressure
o Tachometer
o Fuel flow
o Oil pressure
o Oil temperature
o Cylinder head temperature
o Exhaust gas temperature
o Volt
o Ampere
The actual value of each parameter is showed in a data box and in a

gauge, vertical or circular; the gauge is properly marked to show the
operating ranges using the standard (red, yellow and green) color code
(Fig. 11).
The text box background color is black unless the sensed value has
reached the yellow or red range, in this case the foreground color of text
changes to black and the background becomes yellow or red. Moreover, if
a page other than main is active and an engine parameter turns to the
yellow or red range, the ICDS automatically reverts to the main screen.
If data is unavailable due to loss of power to EMM-35, equipment or
sensor failure, the data box will line-out.
7.c.2 LINE-SELECT KEYS

The EMS provides for the line-select keys that are used to select a
function within a menu and enter information.
lighted.
Rev. 7
The line-select keys, being each identified by a menu option name

and a graphical icon, and the relative function description are summarized
in the following table:

Aircraft center/edge changes the aircraft
LSK # 2 position on the screen from edge to
center
Declutter removes the base map and the
non-navigational database information in
LSK # 3 four steps, DC: 0 trough DC:3, being the
higher the declutter level, the less the
non-navigational information.
Application page changes the page view.
LSK # 4 With each press, the ICDS presents the
next page.
Checklist with user-defined contents: up
LSK # 5 to 7 checklist, 11 lines each, may be
created.
Increase or decrease the map scale

between the scales of 2, 5, 10, 20 ,40, 80
LSK # 6/7
or 160 nm. The current scale is indicated
between the LSK.
Brightness screen adjustment improves

LSK # 8
screen viewing
Presents the primary page of the

LSK # 10
application
7.c.3 AIRCRAFT CENTER/EDGE

As option for the pilot, the map can be presented using two different
viewpoint: 360° looking around (center) and 120° looking ahead (edge).
When centered, the mapping window shows in all directions around the
airplane, identified as an icon on screen. When in the looking ahead mode,
only the visualization of the information ahead the airplane is shown; this
option is available only on full-screen map.
Rev. 7
The Terrain Obstruction Proximity System (TOPS) uses databases of

manmade and terrain obstructions, which are rounded up to the nearest
100 ft. the TOPS shows the altitude of the aircraft in relation to the altitude
of the obstructions.
The TOPS evaluates the highest obstructions and presents in the
following ways:
o Plan view: a protected area represented by gray bounding box

projected 34 nm in front of the airplane.
o Look ahead: a line projected 34 nm ahead of the airplane, with
a side view showing the highest terrain every 2 nm in front of and on each
side of the projected line.
o Look around: verifies the higher obstruction within 3 nm of
the airplane and shows it as the first square under the aircraft.
If the altitude of the airplane is below the obstruction altitude, the box
associated with the obstruction is red. This alerts the pilot to maneuver the
airplane or increase its altitude as appropriate.
WARNING
The altitude shown on the EMS is provided for the
GPS navigation unit or the air data system; the
source is indicated in the legend : GPS, for GPS data,
and ALT, for air data system.
In any case, the EMS does note show the altitude
corrected for barometric pressure.
Refers the Altitude Tape on the PFD for altitude
7.c.4 DECLUTTER
Declutter changes the amount of detail shown on the moving map,
according to the following indications:
o DC:0 - The first declutter level shows the highest level of detail,
including terrain base map, rivers, lakes, bodies of water, airports, navaids,
Class B and C names, city names, man made obstacles, geographical
boundaries.
This level is available only on the full screen map.
This level displays the terrain legend, in which the number indicates the
Rev. 7
maximum altitude for that color in thousands of feet.

The summits and man made obstacle, shown from DC:0 to DC:2, are
color-coded by the obstacle clearance:
- RED: less or equal to 500 ft
- YELLOW: between 500 and 2000 ft
- WHITE: greater than 2000 ft
o DC:1 – This level removes terrain base map. When the half
screen is active, the system automatically shows this declutter level.
o DC:2 – This level removes terrain base map, rivers, lakes and
bodies of water.
o DC:3 – This level shows only the navigation data such as
airports and navaids.
The default page, or main screen, includes engine and electric

parameters (§7.c.1); moreover, from the main page, pressing the LSK # 10,
the software version is obtained in the up-right of the page (Fig. 11).
Using the line-select key, the pilot enters the subsequent pages: the
second page shows the Map w/Traffic and overlay of Wx500 strike/cells
(if installed) and quickref checklist (if enabled). The third and fourth pages
are reserved for optional installation items of: ART2x00 radar, CAS
Caution Advisory System, TAWS Terrain Warning System, Traffic
(TCAD, TCAS I, TCAS II). If the above options are not installed, the
OEM may provide OEM Graphics.
However, if a page other than main is active and a engine data
becomes in the yellow or red range, the ICDS automatically reverts to the
main screen.
7.c.5 MAP SCALE

The map around the airplane may be scaled using the appropriate
line-select keys. The available scales, listed in nautical miles, are 5, 10, 20,
40, 80 and 160 nm; the active scale is shown between the line-select keys
icons and refers to the approximate distance form the top to the bottom of
the map window.
Rev. 7
Fig. 15 – Page 1 “Engine parameters”

(Landscape configuration)
Rev. 7

Rev. 7
PRIMARY FLIGHT DISPLAY/ ENGINE

MANAGEMENT SYSTEM MESSAGES
Action list:
A. Normal, no action necessary;
B. Note anomaly, report to maintenance;
C. Follow the appropriate procedure.
Pilot
Message Meaning
Action
INTEGRITY ICDS internal failure, failed internal B,C
integrity testing between co-processors
AHRS ALIGN Normal message within first 60 seconds A, if

of power-on below 60
sec.,
otherwise
B
SW PRI V####. Software version number; appears for 5 A,
seconds at program start or press LSK # Pilot may
5 in navigation menu. note
PRI AHRS Int Integrity failure between ICDS and C
PFD35
TRIM FAIL Autopilot trim failure B,C
NS1 EM1 Loss of communication with PFD35 or B,C

EMM-35
V01 V02 GP1 Loss of communication with 429 inputs B,C
GP2 (VOR1, VOR2, GPS1, GPS2). Loss of
GPS data will blank the GPS Nav
window and the winds aloft
PRI SEC ENG Loss of communication with PFD35 or B,C

EMM-35 integrity fail
CONF Internal RAM failure on PFD35, or B,C
MISCOMPARE ICDS is not configured for proper
aircraft type
Rev. 7
Pilot
Message Meaning
Action
GP FAIL Loss of communication with GPS. The C
GPS Nav window and winds aloft will
blank
IAS FAIL Loss of communication with PFD35 or B,C
airspeed sensor failure
ATTITUDE Loss of communication with PFD35 or B,C
FAIL attitude sensor failure
ALTITUDE Loss of communication with PFD35 or B,C

FAIL altitude sensor failure
HEADING Loss of communication with PFD35 or B,C

FAIL heading sensor failure
EQUIP CODE X=1–Internal board overtemp* C

X FAIL X=2-Backlight overtemp * *Reduce
X=3-Low voltage brightness
X=4 -Discrete output fail level
LOC/GS A flagged condition shows when the C

relative navigation source fails
EM1 EMS integrity check failed. The engine B,C
and electric parameters gauges line-out
I1 The EMM failed the integrity check. B,C
GPS The message may show for up to 1 A
minute while the GPS is acquiring data
from the satellites.
This message is also displayed if the B,C
GPS is powered OFF, the satellites is
blocked, the GPS is not initiated, loss of
communication between the ICDS and
navigation source In the last case, the
aircraft icon changes, returning to normal
once communication is re-established
Rev. 7
Pilot
Message Meaning
Action
NS1 Nav Stack communication failed, due to B,C
equipment failure, power loss or wiring
breakage.
OT Failure in the ICDS cooling system. B
MC Miscompare: the primary and the B,C

secondary EMM data do not agree. The
ICDS continues to use the data from the
primary EMM.
Error: 128 The integrity check between the two B,C
Error: 129 ICDS microprocessors failed. The screen
clears to black prior to showing an error
128 or 129 message.
Error 129 appears if the definition files
for the gauges are corrupted.
Rev. 7
Rev. 7
P.68 R SUPPLEMENT X/2 – Sec.1
SUPPLEMENT X/2
WITH AXITUDE AX1-200 AHRS
(As per changes Nos. MOD.P68/123, MOD.P68/195,
MOD.P68/199, MDM 048/09, MDM 035/09,
as applicable)
the aircraft is equipped with SAGEM Integrated Cockpit Display System
as per change No. MOD. P68/123 and with Axitude AX1-200 AHRS as
per change No. MOD.P68/195, plus MOD.P68/199, MDM 048/09, MDM
035/09 as applicable.

followed.
Rev. 7
A.F.M. P/N NOR10.707-30B
SUPPLEMENT X/2 Sec. 2 P.68R
PRIMARY (STANDBY) (1960 kg) (2063 kg)
MARKINGS KIAS KIAS
Red and White Line (Lower Red Line)

- Air Minimum Control Speed 62 62
White Bar (White Arc)
- Full Flaps Operating Range.
in landing configuration. Upper limit is
maximum speed permissible with flaps
extended. 60 to 101 61 to 103
“Vy” Label (Blue Line)
- One Engine Inoperative Best Rate of
Climb Speed. 88 88
Green Bar (Green Arc)
- Normal Operating Range.
with flaps retracted. Upper limit is
maximum structural cruising speed. 65 to 158 67 to 161
Yellow Bar (Yellow Arc)

- Caution Range.
Operations must be conducted with caution
and only in smooth air. 158 to 200 161 to 201
Upper Red Bar (Upper Red Line)
- Maximum Speed for all operations is 201
kts 200 201
NOTE
The actual airspeed value is white-colored and
it is turning yellow when the speed is in yellow
or red band, respectively.
Rev. 18
P.68R SUPPLEMENT X/2 – Sec.2

Green Bar (Normal Operating Range) 200 – 439°F
Yellow Bar (Caution Range) 440 - 475 °F
(b) Fuel Pressure

Red Bar (Minimum) 14 PSI
Yellow Line (Caution Range) 15 PSI
Green Bar (Normal Operating Range) 16 - 30 PSI
Yellow Bar (Caution Range) 31- 35 PSI
(c) Tachometer
Green Arc (Normal Operating Range) 550 - 2700 RPM
Red Radial (Maximum) 2700 RPM
(d) Oil Pressure

Red Line (Minimum) 25 PSI
Yellow Bar (Caution Range) 26 - 59 PSI
Green Bar (Normal Operating Range) 60 – 86 PSI
Yellow Bar (Caution Range) 87 – 90 PSI
(e) Oil Temperature

Green Bar (Normal Operating Range) 75 – 224 °F
Yellow Bar (Caution Range) 225 – 245 °F
(f) Exhaust gas temperature

Green Bar (Normal Operating Range) 1180 - 1380 °F

Green Arc (Normal Operating Range) 10 – 32 In.Hg
(h) Fuel Flow

Normal Operating Range 0 – 22 GPH
Rev. 7
SUPPLEMENT X/2 – Sec.2 P.68 R
2.3 ELECTRICAL SYSTEM INSTRUMENT

MARKINGS
(a) Ammeter

System, as per change No. MOD. P68/123, is approved for VFR-Day
Operations. With the proper optional equipment installed and operational,
the aircraft is approved for VFR-Night Operations and for IFR-Day/Night
Operations.
2.5 KINDS OF OPERATIONS EQUIPMENT LIST

System, as per change No. MOD. P68/123, may be operated in VFR-
Day/Night and IFR-Day/Night when the appropriate equipment is installed
and operating.
Refers to Basic Flight Manual (§2.18) for the kinds of operation
equipment list.
Rev. 7
A.F.M. P/N NOR10.707-30B
P.68R SUPPLEMENT X/2 - Sec. 2
2.6 PLACARDS
Rev. 18
3.1 PFD DISPLAY FAILURE

ICDS-8 PFD Breaker CHECK IN

FAIL OVER MODE Switch PULL and SWITCH
NOTE
When Engine Management System Display is
used in composite mode with the PFD, the pilot
can not use the line-select keys to turn off the
3.2 PFD FAILURE

(a) If a parameter fails on PFD:
Failed Parameter Applicable Procedure PERFORM
(b) If two or more parameters fail on PFD:
PFD-35 Breaker CHECK IN

Failed Parameters Applicable Procedures PERFORM
3.2.1 AIRSPEED FAILURE

If suspect an erroneous airspeed indication or IAS FAIL appears on
PFD:
Standby Airspeed Indicator REVERT TO
3.2.2 ALTITUDE FAILURE

If suspect an erroneous altitude indication or ALT FAIL appears
on PFD:
Standby Altitude Indicator REVERT TO
Rev. 7
3.2.3 OUTSIDE AIR TEMPERATURE SYSTEM

FAILURE
Flight in freezing moisture condition AVOID
3.2.4 ATTITUDE FAILURE

If suspect an erroneous attitude indication or ATTITUDE FAIL
appears on PFD:
Standby Attitude Indicator REVERT TO

Standby Attitude Indicator USE as sole means
to determine A/C attitude
3.2.5 VERTICAL SPEED FAILURE

Altitude Indicator USE timed rate of change
of altitude to determine
vertical speed
3.2.6 GLIDE SLOPE INDICATOR/MARKER

BEACON FAILURE
(a) If the GS/Marker indicator fails:
Non Precision Approach PERFORM
(b) If GS indication is flagged:
Rev. 7
3.2.7 EHSI FAILURE

(a) If suspect an erroneous heading indication or HEADING
FAIL appears on PFD:
Standby Magnetic Compass REVERT TO

Standby Magnetic Compass USE as sole means
to determine A/C heading
(b) If a flagged condition appears on PFD:
3.2.8 RATE OF TURN INDICATOR FAILURE

Compass USE to determine
turn rate
3.2.9 GPS WINDOW FAILURE

On EMS:
the second page
If the window on EMS is also failed:

Remaining Navigation Equipment REVERT TO
Rev. 7
3.3 EMS DISPLAY FAILURE

ICDS-8 MFD/EMS Breaker CHECK IN
3.4 TOTAL LH ENGINE PARAMETERS FAILURE




RH Power Lever SET as required
LH Power Lever ALIGN with RH Lever
3.5 TOTAL RH ENGINE PARAMETERS FAILURE


Rev. 7


LH Power Lever SET as required
RH Power Lever ALIGN with LH Lever
3.6 TOTAL ENGINES PARAMETERS FAILURE

If the breakers are IN, on Primary Flight Display:

Engine gauges Line-Select Key PRESS
Main menu Line-Select Key PRESS
If engines indications do not appear on PFD:

3.7 VOLTAMMETER FAILURE

Rev. 7
3.8 AMPEROMETER FAILURE

TSIU LH ENGINE Fuse REPLACE
If the indicator steady fails:

Voltammeter CHECK any voltage drop
3.9 MANIFOLD PRESSURE INDICATOR FAILURE

RPM and Fuel Flow Indicators USE as MAP
3.10 RPM INDICATOR FAILURE

(a) If both indicators fail:
Propellers MAINTAIN
Throttles SET as required
(b) If a single indicator fails:
Not Affected Propeller SET as required
Affected Propeller ALIGN and

CHECK engine noise
3.11 CYLINDER HEAD TEMPERATURE

INDICATOR FAILURE
Remaining CHT gauges USE determine
CHT operating range
If all CHT fails:
Fuel Flow Indicators USE as CHT

Rev. 7
3.12 EXHAUST GAS TEMPERATURE INDICATOR

FAILURE
Remaining EGT gauges USE to determine
EGT operating range
If all EGT gauges fail:
CHT and Fuel Flow Indicators USE as EGT

3.13 FUEL PRESSURE INDICATOR FAILURE

Only if note engine rough running or anomalous fuel flow variations:
Affected engine BOOSTER PUMP ON
3.14 OIL PRESSURE INDICATOR FAILURE

Oil Temperature and RPM Indicators USE as OIL PRESS
3.15 OIL TEMPERATURE INDICATOR FAILURE

OIL Pressure Indicator CHECK
RPM Indicator CHECK for

uncommanded variations
3.16 FUEL FLOW INDICATOR FAILURE

Fuel Quantity CHECK for regular
consumption
Rev. 7

Affected Alternator Switch OFF
Electrical Load REDUCE to minimum
Ammeter CHECK

WARNING
Flaps cannot be lowered in this case; refer to
basic manual emergency procedure (§3.18).
Alternator Switches OFF
AUX FUEL PUMP LH&RH OFF unless

required for safety
Avionic Switch OFF
VHF1 ONLY – NORMAL SUPPLY Switch VHF1 ONLY
CABIN AIR-OFF-HOT AIR WINDSHIELD Switch OFF
AIR CONDITIONING - FAN Switch AIR CONDITIONING
AUX POWER Switch (if installed) OFF
PROP DE ICE Switch (if installed) OFF
SURF DE ICE Switch (if installed) OFF
STROBE LIGHT Switch OFF
Rev. 7
INSTR LIGHT Switch OFF
PITOT HEAT Switch OFF
LANDING LIGHT Switch OFF unless at

appropriate time for landing
TAXI LIGHT Switch OFF
STALL HEAT Switch OFF
DE ICE LIGHT Switch OFF
NOTE
Operating system allowed for the emergency
phase (with battery only):
(a) PFD and EMS

(b) VHF 1
(c) Annunciator Panel
(d) Stall warning
(e) NAV Lights
(f) Fire detector
(g) Landing light
(h) Door lock system
(i) Clock
(j) Hour meter
(k) Map Light
(l) Low Volt Sensor
(m) EMM35 Rh&Lh
Rev. 7
(n) PFD35
(o) TSIU
(p) AHRS
(q) OAT & CAT
(r) TSIU RH&LH Engine
(s) ADI
The battery will maintain the essential load for approximately 32

minutes.
VHF transmission should be restricted at a minimum during flight.
3.19 PRIMARY FLIGHT DISPLAY AND ENGINE

MANAGEMENT SYSTEM FAILURE
Standby Instruments REVERT TO
GNS430/530 CHECK for

proper operation
GNS 430/530 or 430W/530W USE to visualize CDI

Rev. 7
3.20 AX1-200 AHRS - SUDDEN CHANGE IN POWER

SUPPLY DURING TURNS
(e.g. a temporary cycling OFF/ON of the power supply)
In the event of sudden change in power supply to AX1-200 during
aircraft turns, the AX1-200 would fail to reinitialize. In order to recover
such a situation, the pilot must revert to a level flight within thirty seconds
from the last power ON of the unit, just allowing to the AX1-200 to
reinitialize properly. If that action is not permitted due to particular flight
conditions and/or constrains, the pilot must return to a level flight as soon
as practicable and recycle power (e.g. breaker ON/OFF) to the AX1-200 to
reinitialize.
Rev. 7
WARNING
After power supply, before starting engine, the
PFD and the EMS appears.
If any failure message appears on the PFD or on
the EMS, the takeoff is prohibited before the
problem has been identified and solved.
NOTE
In the remote possibility of a slow data drift of
the SAGEM cockpit, misleading information
could be presented to the pilot without a
warning being given by the internal safety
monitoring loops of the system. A continuous
and active cross monitoring has to be done by
the pilot in any phase of flight (especially during
IFR, IMC and Night conditions) to prevent this
remote failure from being not recognized.
4.1 BEFORE TAKE-OFF

Set Reference Speed at Vy (One Engine Inoperative Best Rate of
Climb Speed):
Vy= 88 KIAS
4.2 PFD OPERATION

4.2.1 TSI SELECTION
Affected TSI Line-Select Key PRESS
(see §7.b.10)

Rev. 7
Or, to place the current value in to TSI
Syn Line-Select Key PRESS
4.2.2 NAVIGATION MODE SELECTION

Affected Navigation Source Line-Select Key PRESS

(see §7.b.10)
4.2.3 GPS DATA WINDOW

GPS Nav Line-Select Key PRESS
4.2.4 EXPAND EADI

EADI Line-Select Key PRESS
4.2.5 DISPLAY ENGINE GAUGES

NOTE
The procedure is used to display the engine gauges
on PFD; to return to the standard configuration
(engine gauges on EMS), apply the same
procedure.
Rev. 7
4.3 EMS OPERATION

4.3.1 MAP VIEWPOINT SELECTION
Center/Edge Line-Select Key PRESS
4.3.2 MAP SCALE

Map Scale Line-Select Key PRESS
4.3.3 DECLUTTER
Declutter Line-Select Key PRESS up the
desired detail level
4.3.4 PAGE SELECTION

the desired page
To return immediately to the primary page:
Primary Page Line-Select Key PRESS
4.3.5 CHECKLIST SELECTION

Checklist Line-Select Key PRESS
Rev. 7
4.4 BRIGHTNESS ADJUSTMENT

To adjust brightness of the PFD or EMS display:
Brightness Line-Select Key PRESS

Rev. 7
NO CHANGE.
Rev. 7

The items of the SAGEM INTEGRATED COCKPIT SYSTEM are
listed in the “P68R Equipment List” P/N NOR10.719-4.
Rev. 7
7.a SYSTEM DESCRIPTION

The SAGEM Integrated Cockpit Display System (ICDS) consists of
two displays that presents information in text, numeric, and graphical
formats. It is designed to interface with other systems on the aircraft and
aid the pilot in all phases of the flight, enhancing spatial awareness and
efficiency with a reduced workload.
The SAGEM ICDS is composed of the Primary Flight Display (PFD),
that collects and presents air data, navigation and attitude information, and
the Engine Monitoring System (EMS) for the engines control and
management (Fig. 1). Moreover, the EMS shows data from the aircraft
electrical system and provides for a map window that shows airport,
navigation aids, obstacle, geographical information and the maximum
elevation figure centered on the aircraft current position.
The Primary Flight Display and the Engine Monitoring System are
fed through the main power bus of the airplane; whenever the ICDS are
supplied, the power on indicator, located near the line-select keys,
illuminate. The system is protected by circuit breakers and fuses, located
in the breaker panel (Fig. 1).
Upon power-on, the ICDS verify that all components are operational,
then show the Primary Flight Display window on the PFD, the map
window and the aircraft position on the EMS.
The Primary Flight Display includes three subsystem such as the
display (ICDS-8) with line-select-key, the PFD35 digital air data system,
that provides the interface to air data source and navigation equipment, and
the Attitude Heading Reference System (AHRS), for the computation of
the attitudes of the airplane.
The display ICDS-8, located in the primary field of view of the pilot,
presents information on pitch and roll attitude, heading, altitude, airspeed
and information to help the pilot control the aircraft.
The left section of the display is used for speed management, the right
section is used for altitude management, the center-top section shows
attitude, and the center-bottom section is reserved for heading and
navigation information.
Rev. 7
In the area above the attitude indicator, the system annunciations are
displayed including the autopilot status message (Fig. 2, Fig. 9).
The ICDS provides Target Selection Indicators (TSI) that allow the
pilot to set the desired reference airspeed (IAS), altitude (ALT), heading
(HDG), course (CRS) and barometric pressure setting (QNH). The TSI
values, shown on the display near the relevant parameters, are selectable
using the appropriate line-select key.
The system is also equipped with four knobs that allow to adjust the
TSI to the desired value or to set the target value to the current ones
(Baro, Heading, Course, Master); the “Sync” knob cycles between the four
knobs (Fig. 1).
Only for aircraft from and including S/N 453 onwards, in addition an
“EFIS TEST” pushbutton switch is installed. This momentary pushbutton
switch is used to test the ICDS display functions. Pushing the button
displays all configured annunciations on the PFD, displays software and
configuration version, and IM (Inner Marker). Releasing the button ends
the test and the system returns to normal operation (Fig. 1).
In order to enhance the pilot awareness, the system computes and
shows trend indications (if enabled) of the Vertical Speed, that predicts a
1-minute outlook of the altitude, the Rate-of-Turn Indicator, that projects a
pointer proportional to rate-of-turn, and the Airspeed Trend, that provides
a 4-seconds prediction of the actual airspeed changes (Fig. 5).
The Engine Monitoring System consists of the display with line-
select-key, the EMM-35H data acquisition unit that provides for the digital
data acquired by engine sensors, the Temperature Sensor Interface and the
Tach Generator Interface, that adapts the data from the engines before
sending them to EMM-35H, and the outside air temperature sensor.
Moreover, the GPS provides data for mapping, ground speed and flight
plan information.
The EMS main screen shows engine data and electric parameters (volt
and ampere). Other pages, that present moving map, obstruction, graphical
checklist or diagnostic page, are accessible by the pilot using the
appropriate line-select key; however, if a page other than main is active
and any engine sensed data becomes in yellow or red ranges, the system
automatically reverts to main screen.
Rev. 7
If the Primary Flight Display fails the pilot could then flip a “FAIL
OVER MODE” switch to change the Engine Management System display
in compound mode to show both the data of the PFD and of the EMS (Fig.
1, Fig. 3).
When the Engine Management System Display is used as Primary
Flight Display, the pilot cannot use the Line Select Keys to turn off the
If the system detects a subsystem failure in the sensor of airspeed,
altitude, attitude or heading, or a loss of communication between PFD35
and ICDS occurs, the affected subsystem will blank. If the navigation
source fails, a flagged condition results and the PFD shows guidance
needle in unflagged state (Fig. 10).
The airplane is provided for an additional redundancy of the attitude,
airspeed, altitude and heading information by four back-lighted stand alone
stand-by instruments (electrical drive gyro attitude, pneumatic altimeter,
airspeed indicator and magnetic compass), grouped in the center-top
section of the instrument panel (Fig. 1).
Rev. 7

Rev. 7

Rev. 7

Rev. 7

Rev. 7

Rev. 7

Rev. 7
7.b PRIMARY FLIGHT DISPLAY

7.b.1 AIRSPEED
The airspeed, derived by air data sensors, is shown as a moving tape
on the upper left side of display. The airspeed markings are depicted on the
tape and the current value is indicated in a window in the centre of the
tape.
The true airspeed, when greater than 60 kts, is displayed on the bottom
of the tape.
Moreover, when the target airspeed is armed, the target value is
displayed on the top and a bug is superimposed on the tape over the
selected value (Fig. 4).
The airspeed trend (if enabled), that provides for a 4 seconds predictor
of airspeed change, is superimposed upon the tape, after airspeed has
reached VSO (Fig. 5).
The airspeed IAS FAST/IAS SLOW message (if enabled) informs the
pilot of exceeding selected airspeed target value by ± 10 Kts (Fig. 5).
In the bottom left of the EADI the airspeed messages are shown:
Message Description
IAS FAST/ IAS SLOW The airspeed is outside of the selected
target value by ± 10 kts.
o Change the current airspeed, if
necessary
o Press the IAS line-select key
target airspeed to the current value
CHK IAS Airspeed is outside of Normal Operating
Range (Green Bar). The message
displays only if the TSI is armed and the
airspeed has reached the VSO.
Rev. 7
7.b.2 OAT, DENSITY ALTITUDE AND WINDS ALOFT

The outside air temperature, the density altitude and the wind aloft,
calculated as the vector difference between the aircraft track and the
heading are displayed near the airspeed tape, as shown in Fig. 4.
The winds aloft does not display when:

o Airspeed or ground speed is less than 60 kts
o The change of heading is greater than 9° in the last 9 seconds
o Windspeed is less than 5 kts
o There is a GPS failure
o The current pitch s greater than ± 10°
7.b.3 ELECTRONIC ATTITUDE DIRECTION INDICATOR

The Electronic Attitude Direction Indicator (EADI) presents pitch and
roll information that is derived from the Attitude Heading Reference
(AHRS) sub-system. When pitch exceeds +/-30 degrees, Vee-pointers
appear to indicate the direction of the horizon.
7.b.4 ALTITUDE
The altitude is shown as a moving tape on the upper right side of
display.
The barometric corrected current altitude is indicated in a window in
the centre of the tape, the target value is displayed on the top and a bug is
superimposed on the tape (Fig. 4).
The barometric pressure, shown in the window below the altitude tape,
can be set using the QNH line-select key or the Baro adjust knob; as the
barometric pressure is modified, the indicator on the tape moves
accordingly.
The altitude trend (if enabled) is provided for, showing the 1-minute
predicted altitude by a bug superimposed on the tape (Fig. 5).
Rev. 7
The altitude ALT LOW/ALT HIGH message (if enabled) informs the
pilot of exceeding selected altitude target value by ± 200 ft.
In the bottom right of the EADI the altitude messages are shown:
Message Description
ALT LOW/ALT HIGH The altitude is outside of the selected
target value by ± 200 ft.
o Change the current altitude, if
necessary
o Press the ALT line-select key
target altitude to the current value
7.b.5 VERTICAL SPEED

The Vertical Speed Indicator (VSI) predicts a 1-minute outlook of
the altitude. It is shown as a stand-alone gauge located to the right of the
altitude tape, with a digital number imposed in the bottom of the analog
VSI (Fig. 5). The digital number indicates the vertical speed value in
fpm, sign included, divided by 100.
7.b.6 GLIDE SLOPE/MARKER BEACON INDICATOR

The glide slope deviation pointer represents the center of the
instrument landing system (ILS) vertical glide slope and displays
deviation of the aircraft from the glide slope center (Fig. 6).
The indicator is not visible when an ILS frequency is not selected on
the VHF NAV control panel. If an ILS frequency is selected, but the
signal is “flagged”, a “GS” will appear to indicate that the Glide slope
frequency is selected.
When passing over the marker beacon, a color coded square will
appear above the glide slope to indicate the appropriate color-coded
marker beacon: IM stands for Inner Marker, MM for Middle Marker and
OM stands for Outer Marker; no failure indication is provided for the
marker beacon.
Rev. 7
7.b.7 ELECTRONIC HORIZONTAL SITUATION

INDICATOR
The Navigation signals are received by the PFD35 sub and presented
on the Electronic Horizontal Situation Indicator (EHSI).
The EHSI is a 360 degree rotating compass card with magnetic heading
and bearing information from two Radio Magnetic Indicators (RMI). The
target heading and the target course are selectable by the appropriate line-
select key or by the knob; the relative indicators are present on the EHSI
and they move around the compass as the indicators are modified.
As shown in Fig. 7, the aircraft heading is displayed numerically in
white at the top center of the EHSI display while the selected course
numeric value is to the left.
The arrow in the center of the EHSI display is the course indicator,
which center section represents the Course Deviation Indicator (CDI): it is
centered or deflected on either side of the course pointer based upon
signals from the selected Navigation Management System (NMS).
The course indicator (TO-FR-OFF) flag indicator is located directly
to the right and below the aircraft symbol.
The selected navigation, RM1 and RM2 sources are shown, with the
corresponding color-coded needles superimposed on the EHSI (magenta
for CDI, yellow for RM1 and green for RM2).
When the GPS-type navigation is active, a small green circle depicts
the bearing-to station and a small green square depicts ground track on the
inner edge of the compass card.
7.b.8 RATE-OF-TURN INDICATOR

The rate of turn indicator is a graphical display of the instantaneous
rate-of turn, based on a two-minute, 360-degree turn, which data are
provided for by the AHRS sub-system.
A magenta line projects out from the Heading pointer proportional to
rate-of-turn. Standard rate boxes are shown on either side of the numeric
heading box (Fig. 5).
7.b.9 GPS NAVIGATION DATA

The GPS data, provided from the navigation unit, has a
dedicated window, located on left of the EHSI; a line-select key
allows to select the available GPS or to make the GPS data window
disappear.
After the flight plan data are entered in the GPS navigation
Rev. 7
system, the window shows information on distance, desired track,

bearing, ground speed, actual track and estimated time en-route (Fig.
8).


Rev. 7
Fig. 9 - Trend indicators
Fig. 10 - Glide slope and marker beacon indicator
Rev. 7
Fig. 11 - EHSI
Fig. 12 - Waypoint data window
Rev. 7
7.b.10 LINE-SELECT KEYS

The system provides for the line-select keys that are used to select
between main and navigation menu , choose functions within a menu and
enter information.
lighted.
The line-select keys, being each identified by a menu option name and a
graphical icon, and the relative function description are summarized in the
following table:

Airspeed target selection
LSK # 1
indicator
Altitude target selection

LSK # 2
indicator
Heading target selection

LSK # 3
indicator
Course target selection

LSK # 4
indicator
Barometric pressure target

LSK # 5
selection indicator
Synchronize places current

LSK # 6
value into TSI
Value selection increases or

LSK # 8
decreases up to desired value
Brightness screen adjustment

LSK # 9
improves screen viewing
Rev. 7
LSK # 10 Navigation menu
LSK # 1 CDI selector
Display GPS in navigation data

LSK # 4
window
LSK # 5 Expand EADI
LSK # 9 Display engine gauges
LSK # 10 Back to main menu
7.b.11 AUTOPILOT ANNUNCIATIONS

The PFD provides for autopilot annunciations (Fig. 9) above the
EADI (except for the trim failure message that will show up in the EADI):
Message Description
AP Autopilot engaged
HDG/NAV Heading/Navigation Mode engaged
ALT Altitude Hold
TRIM FAIL Trim failure
Rev. 7
Fig. 13 - PFD messages
Fig. 14 – Failure as blanked data
Rev. 7
7.c ENGINE MANAGEMENT SYSTEM

7.c.1 ENGINE AND ELECTRIC GAUGES
The main screen of the EMS display the following engine
parameters, with electrical system parameters:
o Manifold pressure
o Tachometer
o Fuel flow
o Oil pressure
o Oil temperature
o Cylinder head temperature
o Exhaust gas temperature
o Volt
o Ampere
The actual value of each parameter is showed in a data box and in a

gauge, vertical or circular; the gauge is properly marked to show the
operating ranges using the standard (red, yellow and green) color code
(Fig. 11).
The text box background color is black unless the sensed value has
reached the yellow or red range, in this case the foreground color of text
changes to black and the background becomes yellow or red. Moreover, if
a page other than main is active and an engine parameter turns to the
yellow or red range, the ICDS automatically reverts to the main screen.
If data is unavailable due to loss of power to EMM-35, equipment or
sensor failure, the data box will line-out.
7.c.2 LINE-SELECT KEYS

The EMS provides for the line-select keys that are used to select a
function within a menu and enter information.
lighted.
Rev. 7
The line-select keys, being each identified by a menu option name

and a graphical icon, and the relative function description are summarized
in the following table:

Aircraft center/edge changes the aircraft
LSK # 2 position on the screen from edge to
center
Declutter removes the base map and the
non-navigational database information in
LSK # 3 four steps, DC: 0 trough DC:3, being the
higher the declutter level, the less the
non-navigational information.
Application page changes the page view.
LSK # 4 With each press, the ICDS presents the
next page.
Checklist with user-defined contents: up
LSK # 5 to 7 checklist, 11 lines each, may be
created.
Increase or decrease the map scale

between the scales of 2, 5, 10, 20 ,40, 80
LSK # 6/7
or 160 nm. The current scale is indicated
between the LSK.
Brightness screen adjustment improves

LSK # 8
screen viewing
Presents the primary page of the

LSK # 10
application
7.c.3 AIRCRAFT CENTER/EDGE

As option for the pilot, the map can be presented using two different
viewpoint: 360° looking around (center) and 120° looking ahead (edge).
When centered, the mapping window shows in all directions around the
airplane, identified as an icon on screen. When in the looking ahead mode,
only the visualization of the information ahead the airplane is shown; this
option is available only on full-screen map.
Rev. 7
The Terrain Obstruction Proximity System (TOPS) uses databases of

manmade and terrain obstructions, which are rounded up to the nearest
100 ft. the TOPS shows the altitude of the aircraft in relation to the altitude
of the obstructions.
The TOPS evaluates the highest obstructions and presents in the
following ways:
o Plan view: a protected area represented by gray bounding box

projected 34 nm in front of the airplane.
o Look ahead: a line projected 34 nm ahead of the airplane, with
a side view showing the highest terrain every 2 nm in front of and on each
side of the projected line.
o Look around: verifies the higher obstruction within 3 nm of
the airplane and shows it as the first square under the aircraft.
If the altitude of the airplane is below the obstruction altitude, the box
associated with the obstruction is red. This alerts the pilot to maneuver the
airplane or increase its altitude as appropriate.
WARNING
The altitude shown on the EMS is provided for the
GPS navigation unit or the air data system; the
source is indicated in the legend : GPS, for GPS data,
and ALT, for air data system.
In any case, the EMS does note show the altitude
Refers the Altitude Tape on the PFD for altitude
7.c.4 DECLUTTER
Declutter changes the amount of detail shown on the moving map,
according to the following indications:
o DC:0 - The first declutter level shows the highest level of detail,
including terrain base map, rivers, lakes, bodies of water, airports, navaids,
Class B and C names, city names, man made obstacles, geographical
boundaries.
This level is available only on the full screen map.
This level displays the terrain legend, in which the number indicates the
Rev. 7
maximum altitude for that color in thousands of feet.

The summits and man made obstacle, shown from DC:0 to DC:2, are
color-coded by the obstacle clearance:
- RED: less or equal to 500 ft
- YELLOW: between 500 and 2000 ft
- WHITE: greater than 2000 ft
o DC:1 – This level removes terrain base map. When the half
screen is active, the system automatically shows this declutter level.
o DC:2 – This level removes terrain base map, rivers, lakes and
bodies of water.
o DC:3 – This level shows only the navigation data such as
airports and navaids.
The default page, or main screen, includes engine and electric

parameters (§7.c.1); moreover, from the main page, pressing the LSK # 10,
the software version is obtained in the up-right of the page (Fig. 11).
Using the line-select key, the pilot enters the subsequent pages: the
second page shows the Map w/Traffic and overlay of Wx500 strike/cells
(if installed) and quickref checklist (if enabled). The third and fourth pages
are reserved for optional installation items of: ART2x00 radar, CAS
Caution Advisory System, TAWS Terrain Warning System, Traffic
(TCAD, TCAS I, TCAS II). If the above options are not installed, the
OEM may provide OEM Graphics.
However, if a page other than main is active and a engine data
becomes in the yellow or red range, the ICDS automatically reverts to the
main screen.
7.c.5 MAP SCALE

The map around the airplane may be scaled using the appropriate
line-select keys. The available scales, listed in nautical miles, are 5, 10, 20,
40, 80 and 160 nm; the active scale is shown between the line-select keys
icons and refers to the approximate distance form the top to the bottom of
the map window.
Rev. 7

Rev. 7

Rev. 7
Rev. 7
PRIMARY FLIGHT DISPLAY/ ENGINE

MANAGEMENT SYSTEM MESSAGES
Action list:
A. Normal, no action necessary;
B. Note anomaly, report to maintenance;
C. Follow the appropriate procedure.
Pilot
Message Meaning
Action
INTEGRITY ICDS internal failure, failed internal B,C
integrity testing between co-processors
AHRS ALIGN Normal message within first 60 seconds A, if

of power-on below 60
sec.,
otherwise
B
SW PRI V####. Software version number; appears for 5 A,
seconds at program start or press LSK # Pilot may
5 in navigation menu. note
PRI AHRS Int Integrity failure between ICDS and C
PFD35
TRIM FAIL Autopilot trim failure B,C
NS1 EM1 Loss of communication with PFD35 or B,C

EMM-35
V01 V02 GP1 Loss of communication with 429 inputs B,C
GP2 (VOR1, VOR2, GPS1, GPS2). Loss of
GPS data will blank the GPS Nav
window and the winds aloft
PRI SEC ENG Loss of communication with PFD35 or B,C

EMM-35 integrity fail
CONF Internal RAM failure on PFD35, or B,C
MISCOMPARE ICDS is not configured for proper
aircraft type
Rev. 7
Pilot
Message Meaning
Action
GP FAIL Loss of communication with GPS. The C
GPS Nav window and winds aloft will
blank
IAS FAIL Loss of communication with PFD35 or B,C
airspeed sensor failure
ATTITUDE Loss of communication with PFD35 or B,C
FAIL attitude sensor failure
ALTITUDE Loss of communication with PFD35 or B,C

FAIL altitude sensor failure
HEADING Loss of communication with PFD35 or B,C

FAIL heading sensor failure
EQUIP CODE X=1–Internal board overtemp* C

X FAIL X=2-Backlight overtemp * *Reduce
X=3-Low voltage brightness
X=4 -Discrete output fail level
LOC/GS A flagged condition shows when the C

relative navigation source fails
EM1 EMS integrity check failed. The engine B,C
and electric parameters gauges line-out
I1 The EMM failed the integrity check. B,C
GPS The message may show for up to 1 A
minute while the GPS is acquiring data
from the satellites.
This message is also displayed if the B,C
GPS is powered OFF, the satellites is
blocked, the GPS is not initiated, loss of
communication between the ICDS and
navigation source In the last case, the
aircraft icon changes, returning to normal
once communication is re-established
Rev. 7
Pilot
Message Meaning
Action
NS1 Nav Stack communication failed, due to B,C
equipment failure, power loss or wiring
breakage.
OT Failure in the ICDS cooling system. B
MC Miscompare: the primary and the B,C

secondary EMM data do not agree. The
ICDS continues to use the data from the
primary EMM.
Error: 128 The integrity check between the two B,C
Error: 129 ICDS microprocessors failed. The screen
clears to black prior to showing an error
128 or 129 message.
Error 129 appears if the definition files
for the gauges are corrupted.
Rev. 7
Rev. 7
SUPPLEMENT X/4
FUEL CONSUMING FEATURE IN
(As per changes Nos. MOD.P68/123 and MOD.P68/194)
This Supplement must be attached to the approved Flight Manual when
the aircraft is equipped with the SAGEM Integrated Cockpit Display
System as per change No. MOD. P68/123 and embedding the Fuel
Consuming Feature as per change No. MOD.P68/194.


followed.

2.1 FUEL CONSUMING FEATURE
WARNING
The Fuel Consuming Feature is not to be intended as precise
and/or reference instrumentation. Any indication provided by
the Fuel Consuming Feature is merely indicative and CANNOT
CONSTITUTE a basis for the pilot to make whatever flight
decision. Pilots are requested to evaluate by themselves data
related to fuel consuming against their flight conditions.


There is no change to aircraft emergency procedures when the Sagem
Integrated Cockpit Display System (Ref. MOD.P68/123) embed Fuel
Consuming Feature as per change No.MOD.P68/194.

4.1 AFTER MFD POWER-ON

At system power-up, MFD initially display a start-up screen. In the
lower right corner the start-up window will show the following:
• Installed software version

• Sagem aircraft configuration number
• MAP DataBase identifier
• MAP DataBase effective dates
Pushing any LSK, MFD will exit start-up window and will show
MFD page 1 (see figure 1 hereunder), that is the EMS/CAS display.
Figure 1
(MFD in Landscape Configuration)
Rev. 7
Figure 1
(MFD in Portrait Configuration)
The MFD/EMS offers the following fuel consuming feature functions:
• Set/Verify Remaining Fuel on start up

• FUEL REMAINING
• TIME TO ZERO FUEL (TTZF)
• FUEL RANGE
Rev. 7
The EMS will remind to set the remaining fuel by means of yellow
annunciation in the startup page of the EMS. This annunciation appears in
the quick reference check lists (“CONFIRM FUEL!”).
Fuel remaining is to be set before engine startup by means of LSK

(FRMN), indicated by magenta box around FRMN.
Arrow keys are used to adjust the value displayed above “FRMN”.
LSK “CONFIRM” (yellow highlight) must be pressed to save new

value as fuel remaining. Fuel remaining must be confirmed before
continuing any further operation on the EMS.
The Fuel On Board has to be input with the same unit as the Fuel
Flow installed and displayed on the EMS. (i.e. if the Fuel Flow is in
Gallons per hour, then the Fuel On Board has to be entered in Gallons).
The actual VulcanAir installation calls for gallons.

4.2 FUEL REMAINING

The EMS calculates and displays the Fuel remaining. Calculation is
made by integration of Fuel Flow along time, the initial Fuel Remaining
being the value entered by the pilot.
4.3 TIME TO ZERO FUEL

The EMS calculates and displays the Time to Zero Fuel = time (in
Hrs-min) remaining until the remaining fuel will be burnt up assuming that
the Fuel Flow remains constant at the current value. (TTZF = Fuel
remain/total fuel flow).
4.4 FUEL RANGE

The EMS calculates and displays the Fuel Range = distance that the
A/C can fly (in NM) assuming that the Groundspeed remains constant at
the current value. (Fuel Range = TTZF*groundspeed).
Note
If groundspeed < 10 knots or invalid data then
FUEL RANGE is dashed out.

There is no change to aircraft performance when the Sagem
Consuming Feature as per change No.MOD.P68/194.


There is no change to aircraft weight and balance when the Sagem
Consuming Feature as per changes No.MOD.P68/194.


The ICDS/EMS, if factory configured is able to calculate and display
the fuel remaining, the time to zero fuel and the fuel range.
Approximate calculation is made by integration of fuel flow sensor

data along time and starting from the initial fuel remaining being the value
entered by the pilot.
Any indication provided by the Fuel Consuming Feature is merely

indicative and CANNOT CONSTITUTE a basis for the pilot to make any
flight decision Fuel consuming information does NOT relive the pilot in
command of evaluating on his own data related to the fuel consuming
against the flight conditions.
For further description and operation refer to “SAGEM ICDS-XA

Pilot Operating Handbook” P/N 572-0550-101 Initial Release or latest
applicable revision.

P.68 R SUPPLEMENT Y – Sec.1
SUPPLEMENT Y
AVIDYNE TAS600
TRAFFIC ADVISORY SYSTEM
(As per changes Nos. MOD.P68/118 and MOD.P68/171)
the aircraft is equipped with Avidyne TAS600, Traffic Advisory System,
as per change No. MOD. P68/118 or as per change No. MOD.P68/118
plus MOD.P68/171.
For aircraft embodying only the change No. P68/118, the TAS600
system is linked to the GNS430(W)/530(W) display, where the
information are presented to the pilot in graphical formats.
For aircraft embodying the change No. MOD.P68/118 plus
MOD.P68/171, the TAS600 System is linked to the GNS430(W)/530(W)
as primary display, and to the Sagem ICDS as secondary display.
publications must be regarded as completion of this supplement and must
be always carried on board.
Reference Publications:
o Avidyne “TAS600Series Taffic Advisory System Pilot’s Operating
Handbook”, P/N 32-2352 Rev.5;
o Garmin “400/500 (Non-WAAS) Series Display Interfaces Pilot’s
Guide Addendum”, P/N 190-00181-01 Rev.E;
o Garmin “400W/500W Series Display Interfaces Pilot’s Guide
Addendum”, P/N 190-00356-31 Rev.A;
o Sagem ICDS-XA Pilot’s Operating Handbook, P/N 572-0550-101
Initial Release.

SUPPLEMENT Y – Sec.1 P.68 R

followed.


There is no change to airplane operating limitations when the
Avidyne TAS600, Traffic Advisory System is installed.


There is no change to airplane emergency procedures when the
Avidyne TAS600, Traffic Advisory System is installed.


Principal normal procedures with Garmin GNS430(W)/530(W) are
shown. For a detailed description of the normal procedures refer to
applicable Garmin publications (Refers to Section 1 of this Supplement).
For normal procedures with Sagem ICDS refer to “Sagem ICDS-XA
Pilot Operating Handbook P/N 572-0550-101, initial release or latest
applicable revision.
4.1 TRAFFIC CONFIGURATION ON MAP PAGE
Small Right Knob TURN to select the MAP Page
MENU Key PRESS to display Page Menu
Small Right Knob TURN to select the ‘Setup Map?’
ENT Key PRESS
Small Right Knob TURN to select the ‘Traffic’
ENT Key PRESS
Large Right Knob TURN to select the Traffic Mode option
Small Right Knob TURN to select the desired option
ENT Key PRESS
CLR Key PRESS to return to Map Page
4.2 DISPLAY THUMBNAIL TRAFFIC ON MAP PAGE
Small Right Knob TURN to select the MAP Page
Small Right Knob TURN to select the ‘Change Fields?’

ENT Key PRESS
Large Right Knob TURN to select the desired top fields
Small Right Knob TURN to select the ‘TRFC’
ENT Key PRESS
4.3 TO CHANGE TAS600 SETUP OPTION
Small Right Knob TURN to select the Traffic Page
Small Right Knob TURN to select the ‘Setup?’
ENT Key PRESS
Small Right Knob TURN to select the desired mode
ENT Key PRESS
CAUTION
Do not operate in Ground Mode when in flight.

There is no change to airplane perfomance when the Avidyne
TAS600, Traffic Advisory System is installed.


The items of the Avidyne TAS600 are listed in the “P68R Equipment
List” P/N NOR10.719-4.


The Avidyne Traffic Advisory System TAS600 is an active
surveillance traffic detection system and it is used to identify the altitude,
range and bearing of the nearby transponder-equipped aircraft.
For aircraft equipped with non-Mode C transponders, the TAS600
provides range, bearing and horizontal closure information only.
NOTE
The Sagem ICDS, if configured, can provide
secondary TAS display information suitable to
identify the altitude, range and bearing of nearby
transponder-equipped aircraft. Primary display of
this information is provided by the navigation
equipment as Garmin GNS 430(W)/530(W).
For guidance and operating instructions about
Sagem TAS interface, refer to the Sagem ICDS-XA
Pilot Operating Handbook P/N572-0550-101,
Initial Release or latest applicable revision.
NOTE
The TAS600 does not detect aircraft without
operating transponder.
NOTE
The non-Mode C aircraft are not tracked when
the host (aircraft equipped with TAS600) is above
12000 ft.
The TAS600 System enhances the situational awareness of the pilot,

providing for visual and aural traffic information, but, in any case, the
TAS600 is advisory only and the pilot must not rely on the TAS600 as the
only means of traffic avoidance.
CAUTION
When an ATC clearance has been obtained, no
pilot may deviate from that clearance, except in
emergency, unless the pilot obtains an amended
clearance.

WARNING
The TAS600 does not detect every aircraft.
Do not rely on the TAS600 as the only means of
traffic avoidance.
7.1 TAS600 GENERAL DESCRIPTION
The TAS600 System consists of the following components:

- No. 1 TAS Processor unit P/N 70-2460-7TAS600 installed on the
existing shelf between the fuselage frames Nos. 11 and 12;
- No. 1 Transponder Coupler P/N 70-2040 installed on the existing
instrument support behind the instrument panel;
- No. 1 L-Band single-blade antenna P/N S72-1750-31L installed
on the upper fuselage skin between the frames Nos. 4 and 5;
- No. 1 L-Band twin-blade antenna P/N S72-1750-32L installed
under the fuselage on the access hole cover between the fuselage
frames Nos. 2 and 3;
The system is activated turning ON the Avionic Master Switch. If
required it can be deactivated turning OFF the circuit breaker.
A mute/update switch (momentary ON) labelled “TAS600 REMOTE
MUTE” is provided on the upper left side of the instrument panel. For
operation of this switch refer to Avidyne TAS600 Series Pilot’s Operating
Handbook P/N 32-2352, Revision 5, or latest applicable revision.
The electrical circuit of the system is protected by a 3 ampere circuit
breaker labelled “TAS600”.
For aircraft embodying only the change No. P68/118, the TAS600
system is linked to the GNS430(W)/530(W) display, where the
information are presented to the pilot in graphical formats.
For aircraft embodying the change No. MOD.P68/118 plus
MOD.P68/171, the TAS600 System is linked to the GNS430(W)/530(W)
as primary display, and to the Sagem ICDS as secondary display.
The vertical separation between the host and the intruder (a
transponder-equipped aircraft within the surveillance range for which the
TAS600 has established a track) is determined comparing the decoded
altitude replies to the host altitude; while range and bearing are found out
determined using radar time of arrival technique and the dual directional
antennas, respectively.

NOTE
The altitude data from the intruder is
referenced to pressure altitude, then vertical
separation is not dependent on the altimeter
setting.
The TAS600 interrogates up to 56 times per second, monitors the

altitude and range differences and, when an intruder is detected, the system
calculates the “tau” (time to minimum range between the host and the
intruder), then the TAS600 generates Traffic Alerts, Proximity Alerts or
Other Traffic:
o Traffic Alerts (TA): the intruder current track could
result in a near-hit or collision.
o Proximity Alerts (PA): the intruder is within ± 1200 ft
and 5 nm.
o Other Traffic (OT): the intruder is neither a TA or PA.
NOTE
When more than one TA is detected, the
intruder with the smallest ”tau” is declared first.
The TA is audibly announced; the voice annunciation, preceded by a

tone, begins as “Traffic” then the clock position and the relative altitude of
the intruder and range are announced. If the intruder is more than 200 feet
above or below the host, “high” or “below” is added as appropriate.
Upon start up, the TAS600 “Ground Mode” feature is automatically

activated to avoid nuisance indications from the traffic on the ground. In
Ground Mode, flight intruders are displayed while the intruders on ground
are not displayed and all advisory tones are mute.
After takeoff, the TAS600 automatically switches to Flight Mode and,
when the host climbs 400 ft, all advisory tones are restored.
When the host is in flight and approaching the airport, the Approach
Mode can be set to eliminate warnings from traffic on ground. As the host
descends to within 1700 ft above the field elevation, the TAS600 enters
the Approach Mode and, when the host descends below 400 ft, the Ground
Mode is automatically activated.

The TAS600 works with two different levels of sensitivity, in terms of

criteria to generate TAs. In particular, when the landing gear is down or
Approach Mode is set (the Approach Mode is set for fixed landing gear)
the “tau” threshold to issue the TAs is reduced.
7.2 INTERFACE WITH GNS 430(W)/530(W) SYSTEM
After initialization, a message on the display indicates the

communication between the TAS600 an the GNS 430(W)/530(W).
The TAS600 data are shown on the Traffic Page and, if the heading
data is available, on the Map Page also.
The symbols for parting and closing traffic are shown in the following:
Symbol Name Description

TRFC Altitude separation > 500 ft, steady
TA Altitude separation ≤ 500 ft, steady
TRFC Altitude separation > 500 ft, closing
PA Altitude separation ≤ 500 ft, parting
TRFC Altitude separation > 500 ft, parting
TA Altitude separation ≤ 500 ft, closing
In operation, the TA are automatic whereas the pilot can select the
Operating Mode that defines the airspace limits in which PA or OT is
displayed:
Operating Mode Limits

Terminal ± 500 ft, 1.0 nm
Standard ± 1000 ft, 2.0 nm
En-route ± 1200 ft, 5.0 nm
Unrestricted Maximum

When the display is not on the Traffic Page and a traffic is imminent,
the system opens a Warning Window that shows a small map; then the
pilot can display the Traffic Page or return to the previous page, pressing
ENT or CLR key respectively.
NOTE
The Traffic Warning Window is disabled when
the ground speed is less than 30 kts or the
approach is active.
7.3 INTERFACE WITH SAGEM ICDS-XA SYSTEM
SAGEM TAS interface is designed to act as a backup to the ATC

system and the “see and avoid concept”.
The SAGEM TAS interface can be used for detecting and tracking
aircraft in the vicinity of your own aircraft. By interrogating the other
aircraft transponders the system analyzes the replies to determine range,
bearing, and if reporting altitude, the relative altitude of the intruder
aircraft. Should the system processor determine that a possible collision
hazard exists, it issues visual and audio advisories to the crew for
appropriate vertical avoidance maneuvers.
The SAGEM system has a surveillance volume defined by a horizontal

radius of 40 nautical miles and a vertical range of ± 12,700 feet. TAS is
unable to detect any intruding aircraft without an operating ATCRBS
transponder (operating in Mode A and C) or a Mode S transponder. There
are two types of flight deck displays for TAS. The Resolution Advisory
(RA) display and the Traffic Advisory (TA) display.
TRAFFIC ADVISORIES
TAs are announced aurally and are shown on the ICDSXA MFD, when
selected by the flight crew. The flight crew uses this information only as
an aid to visually locate the intruder in order to avoid a conflict. The TA
display includes the range and bearing of the intruder relative to the TAS
aircraft. If the intruder is equipped with altitude reporting capability,
intruder altitude is displayed either as altitude relative to the TAS aircraft
or as uncorrected altitude of the intruder.

The TAS TA displays use color-coded symbols and data tags to map
air traffic and local threat aircraft on the MFD. Four traffic symbols are
used: solid circle, solid square, solid diamond, and hollow diamond.
A different color is assigned to each symbol type.
TRAFFIC ADVISORY COLORS

Red - Represents an immediate threat to a TAS equipped aircraft.
Prompt action is required to avoid an intruder. This color is only used in
conjunction with an RA.
Amber - Represents a moderate threat to a TAS equipped aircraft. A
visual search is recommended to prepare for intruder avoidance. Amber is
used only in conjunction with a TA.
Cyan - Represents proximate traffic and other traffic the TAS
surveillance logic has in its track file.
White - Used only for mode annunciations and for reference graphics,
including own aircraft position, range ring, etc. Resolution Advisories RAs
are also announced aurally and are shown on the primary flight displays
(PFD), whenever the TAS computer detects an imminent collision. The
flight crew follows these commands unless they have certain knowledge
that doing so jeopardizes the continued safety of the flight. (RAs are
shown as a commanded vertical speed and direction on the VS display of
the PFD).
NOTE
For specific operating and display information on your
aircraft’s installation, refer to the TAS manufacturers pilot
operating manual.

P.68 R SUPPLEMENT AA – Sec.1
SUPPLEMENT AA
AUTOMATIC WING FLAPS
CONTROL SYSTEM
the aircraft is equipped with the “Automatic wing-flaps control system”,
as per change No. MOD.P68/211.
Rev. 2
SUPPLEMENT AA – Sec.1 P.68 R

followed.
Rev. 2

“Automatic wing-flaps control system” is installed.
Rev. 2

Rev. 2

Rev. 2
Rev. 2

The items of the “Automatic wing-flaps control system” are listed in
the “P68R Equipment List” P/N NOR10.719-4.
Rev. 2

The optional “Automatic wing-flaps control system” described in this
supplement, provides the Pilot with a convenient alternative wing-flap
control device which acts in parallel with the Main wing-flaps control
system.
If the “Automatic wing-flaps control system” is operative, the Pilot

may select desired wing-flaps position (0°/15°/30°) by pressing the
relevant pushbutton located on the additional wing-flaps control keyboard
located on the instrument panel (see Fig.1).
Additional Flap
Flap position gauge Control keyboard
Figure 1 – Instrument Panel with Automatic

wing-flaps additional control panel.
NOTE
The Automatic wing-flap control system is
overridden by the wing flaps main control knob
releasing wing flaps control.
Rev. 2
CAUTION
- THE PILOT MUST ALWAYS CHECK FOR
ACTUAL WING-FLAPS POSITION BY
READING THE WING FLAPS POSITION
GAUGE (MAIN WING-FLAP CONTROL
SYSTEM).
- WING FLAPS MUST NOT BE OPERATED
DURING TAKE-OFF OR BELOW 200 FEET.
NOTE
The wing flap main control knob always takes
control over the flaps..
The wing flap main control knob must be in the
neutral position (middle) to allow Automatic wing-
flap control system to be operated .
If the wing flap main control knob is not in the
neutral position, the Automatic wing-flap control
system shall result disabled.
7.1 Automatic Wing Flaps control system keyboard

On the wing-flap position control panel are located the following
pushbuttons, lights, and breaker (ref. Fig.2):
0° push button with integrated green light: Pressing this pb the

automatic flap control systems, if flaps are not yet set in 0° position,
activates flaps until reaching the desired 0° position. While in-transit from
initial to the desired flap position, the 0° pb green light flashes. Once
reached the desired wing-flap position, the relevant pb green light remains
illuminated.
activates flaps until reaching the desired 15° position. While in-transit
from initial to the desired flap position, the 15° pb green light flashes.
Once reach the desired wing-flap position, the relevant pb green light
remains illuminated.
Rev. 2
activates flaps until reaching the desired 30° position. While in-transit
from initial to the desired flap position, the 30° pb green light flashes.
Once reach the desired wing-flap position, the relevant pb green light
remains illuminated.
AUX FLAPS breaker: The breaker protects the automatic wing-flap

control system circuits. Tripping the breaker (pulling it out) the automatic
wing-flap control system is de-energized and isolated. “Aux Flaps”
breaker has no influence on the main flaps control system which remains
active even in case of “Aux Flaps” breaker tripped.
PTT Push To Test push button: When active (Flap Cue pb pushed) the
automatic wing flaps control system lights may be tested by pressing this
pb “PTT”. When not active (Flap Cue not pushed), PTT can test only
“DOOR OPEN” and “RECOVERY SWITCH” buttons. Typically the
“PTT” button may be operated during pre-flight check list.
Flap Cue Automatic Flap control ON/OFF switch with integrated

amber light: Pushing this button, the automatic wing-flap control is
activated. Releasing this pb, the automatic wing-flap control system is
disabled.
“Door Open” red light: If lighted, it informs the Pilot that the cargo-
door is open. When lighted, both main and automatic wing-flaps control
systems are inhibited.
“Recovery Switch” switch with amber light: Pressing this pb, the
cargo door open interdiction to wing-flap operation is overridden and main
and automatic wing-flaps functioning is restored.
Rev. 2
Figure 2 – Automatic Wing-Flap control system keyboard
Rev. 2
7.2 Wing Flaps interdiction system with Cargo Door Opened
In order to prevent wing-flaps from damage caused by inadvertent

flaps operation when the cargo door is opened, the Automatic wing-flap
control system is integrated with a wing-flap interdiction system.
This feature inhibits any flaps operation if the aircraft cargo door is
sensed “open” by the switch/sensor located on the cargo door.
CAUTION
IN CASE OF FAILURE OR MALFUNCTION OF
THE CARGO DOOR OPEN SENSOR SYSTEM,
BOTH (MAIN AND AUTOMATIC) WING-
FLAPS CONTROL SYSTEMS BECOME
INOPERATIVE PREVENTING THE PILOT
FROM USING FLAPS CONTROL.
By pressing the “Recovery Switch” push button (with amber light) on

the additional flap control keyboard, the wing-flaps interdiction system is
overridden enabling the Pilot to recover wing-flaps control via the Main
and the Automatic control system.
CAUTION
OPERATING THE “RECOVERY SWITCH” THE
WING-FLAPS WITH CARGO DOOR OPENED
INHIBITION SYSTEM IS OVERRIDDEN.
THE PILOT MUST ALWAYS FIND THE
ORIGIN OF THE MALFUNCTION BEFORE
OPERATING THE “RECOVERY SWITCH”.
Rev. 2
P.68R SUPPLEMENT AB – Sec.1
SUPPLEMENT AB
“CARGO DOOR OPEN” ALERTING SYSTEM
the aircraft is equipped with the “Cargo Door Open” Alerting System, as
per change No. MOD.P68/94.
Rev. 6
SUPPLEMENT AB – Sec.1 P.68R

followed.
Rev. 6

There is no change to airplane operating limitations when the “Cargo
Door Open” Alerting System is installed.
Rev. 6

“Cargo Door Open” Alerting System is installed.
Rev. 6

There is no change to airplane normal procedures when the “Cargo
Door Open” Alerting System is installed.
Rev. 6
There is no change to airplane performance when the “Cargo Door
Open” Alerting System is installed.
Rev. 6

There are no appreciable effects on the weight and balance when the
“Cargo Door Open” Alerting System is installed.
Rev. 6

The optional “Cargo Door Open” Alerting System prevents the Pilot
from selecting any desired wing-flaps position when the cargo door is
open.
Figure 1 – Control lever pedestal: Cargo Door Alert,

control keyboard installation.
CAUTION
THE PILOT MUST ALWAYS CHECK FOR
ACTUAL WING-FLAPS POSITION BY
READING THE WING FLAPS POSITION
GAUGE (WING-FLAPS CONTROL
SYSTEM).
Rev. 6
CARGO DOOR ALERT KEYBOARD
On the “Cargo Door-Open” Alerting System control panel are located

the following pushbutton and lights (ref. Fig. 2):
“Door Open” light (red light) with integrated “Push To Test” button
(PTT): If lighted, it informs the Pilot that the cargo-door is sensed open.
When lighted, the system inhibits the wing-flaps control.
During maintenance, when required, press the “Push To Test” button to
check the “Door Open” and “Recovery Switch” lights.
“Recovery Switch” push button switch (amber light): Pressing this

p/b, the cargo door open interdiction to wing-flap operation is overridden
and the wing-flaps functioning is restored.
Figure 2 – Automatic Wing-Flaps control

system keyboard
Rev. 6
WING FLAPS INTERDICTION WITH CARGO DOOR OPENED
In order to prevent wing-flaps from damage caused by inadvertent

flaps operation when the cargo door is opened, the “Cargo Door-Open”
Alerting System is integrated within the wing-flaps system.
This feature inhibits any flaps operation if the aircraft cargo door is
sensed “open” by the switch/sensor located on the cargo door.
CAUTION
IN CASE OF FAILURE OR MALFUNCTION OF
THE CARGO DOOR OPEN SENSOR SYSTEM,
THE WING-FLAPS CONTROL SYSTEMS
BECOME INOPERATIVE PREVENTING THE
PILOT FROM USING FLAPS CONTROL.
By pressing the “Recovery Switch” push button (with amber light) on

the additional flap control keyboard, the wing-flaps interdiction system is
overridden enabling the Pilot to recover wing-flaps control via the flaps
control system.
CAUTION
OPERATING THE “RECOVERY SWITCH” THE
WING-FLAPS WITH CARGO DOOR OPENED
INHIBITION SYSTEM IS OVERRIDDEN.
THE PILOT SHOULD ALWAYS MAKE SURE
OF THE ORIGIN OF THE MALFUNCTION
BEFORE OPERATING THE “RECOVERY
SWITCH”.
Rev. 6
P.68 R SUPPLEMENT AC – Sec.1
SUPPLEMENT AC
SUPPLEMENTAL BUILT-IN OXYGEN SYSTEM
Oxygen cylinder capacity installed on board

(Authorized personnel must mark for proper cylinder capacity):
11 Cu.Ft. (311 liters)

Oxygen Cylinder Capacity
48 Cu.Ft. (1365 liters)

Oxygen Cylinder Capacity
Rev. 10
DATE: 16 February 2010 Page 1 of 30
SUPPLEMENT AC – Sec.1 P.68 R
the aircraft is equipped with the “FIXED OXYGEN SYSTEM KIT
INSTALLATION”, as per change No. MOD.P68/223.
Oxygen system provide to supply oxygen when required by applicable
regulations or to increase aircraft comfort.
Rev. 10
Page 2 of 30 DATE: 16 February 2010


followed.
Rev. 10
The following limitations apply to operation of the Built-in

Supplemental Oxygen System.
1. Supplemental oxygen system is approved for operation up

to 20000 ft.;
2. Smoking is not permitted
3. Do not use oxygen while using lipstick, petroleum jelly or

any other product containing oil or grease
4. Cannulas must not be used above 18000ft MSL - use

oxygen masks instead
5. In addition to point 4, cannulas must not be used by persons

experiencing nasal congestion - use oxygen masks instead
PLACARDS
On the oxygen quick-connecting outlet on the cabin ceiling
Rev. 10
On the flexible lines of each cannula
Rev. 10
Near oxygen switch
On the flexible lines of each dispensing units
Rev. 10
IF 11 CU.FT. (311 Lt) OXYGEN CYLINDER IS INSTALLED:
Near Oxygen switch
Near Remote fill station
Rev. 10
IF 48 CU.FT. (1365 Lt) OXYGEN CYLINDER IS INSTALLED:
Near Oxygen switch
Near Remote fill station
Rev. 10

3.1 EMERGENCY PROCEDURES
In case of:
- ENGINE FIRE DURING GROUND OPERATION or
- INFLIGHT ENGINE FIRE or
- ELECTRIC OR CABIN FIRE DURING GROUND

OPERATION or
- INFLIGHT ELECTRIC OR CABIN FIRE or
Add the following step to the approved emergency procedure:
a) OXYGEN SWITCH OFF
Rev. 10
3.2 SMOKE AND FUME IN THE CABIN
WARNING
Perform the following operation using only a mask.
Cannulas must not be used in this case.
WARNING
The pilot must use their responsibility in oxygen use as not
to cause an hazard in the event of an in-cabin fire.
a) PILOT AND PASSENGERS DON MASK
b) OXYGEN SWITCH ON
c) OXYGEN FLOWMETER SET AT MAX ALTITUDE

(maximum flow rate)
Rev. 10
3.3 OXYGEN IS NOT BEING DELIVERED
If the Oxygen systems does not function properly it might due to one or
both of the following causes:
- Oxygen low pressure (below 100 psi)
NOTE
Check for oxygen quantity from oxygen indicator.
- blockage or leakage of the oxygen lines.
NOTE
Check rotorflow and flowmeter ball position.
In case of oxygen system failure, or low oxygen pressure, do:
b) SAFELY AND GENTLY DESCENT IMMEDIATELY BELOW 12500

FEET AT LEAST AT A 750 FPM
WARNING
Pilot must safely descend to an altitude
lower than 12500 feet at least at a
750 fpm if Supplemental Oxygen System
cannot be used.
Rev. 10
WARNING
Supplemental oxygen is preferred for flight operation up to 12500 ft
above MSL.
Supplemental oxygen is required for operation above to 12500 ft.
Flight Rules may require use of supplemental oxygen at altitude below
12500.
Applicable Flight Rules must take precedence.
NOTE
Use of supplemental oxygen may be recommended for operation below
12500 ft take into account other factors like rate of ascent, fatigue and
physical fitness levels.
If oxygen is preferred or requested, add the following procedures to those

already specified in the Basic Flight Manual.
4.1 PREFLIGHT CHECK LIST
Add the following operations:
a) FUSELAGE RIGHT SIDE
a.1. Access in baggage compartment
a.2. Check oxygen (from gauge mounted on the bottle located in the
baggage compartment) for enough quantity for planned flight;
NOTE
To calculate oxygen duration refer to paragraph 4.6
a.3. Turn on Cylinder Head Valve to permit Oxygen in stand-by;
Rev. 10
4.2 BEFORE STARTING ENGINE
Add the following procedure
CAUTION
Pilot must verify that there is one mask and/or
cannula for each occupant for planned flight
and in accordance to limitations of Chap. 2.
NOTE
. Refer to OEM instructions for proper use
and set of the cannula or mask.
a) Check for number of masks or cannulas commensurate to indeed flight

plan;
b) Oxygen masks: check for rips, tears, or blockage.

Check for microphone operation (where applicable). Adjust for proper
donning;
c) Oxygen cannulas: check for rips, tears, or blockage;
d) Flowmeters: held flowmeter vertical and check for internal ball

free moving
NOTE
Pilot oxygen quick-connecting outlet is free-flow
type outlet; connect mask or cannula to this outlet
before switch oxygen system ON. Other outlets have
a check valve that lock oxygen flow when dispensing
unit isn’t connected.
NOTE
Flowmeter must be held vertically when
adjusting or reading flow rate at proper altitude.
Correct reading is taken at the midpoint of the
ball and using right scale. Ball position indicates
oxygen is being delivered with a flow enough for
altitude indicated in the right scale
Rev. 10
e) BRIEF OF OXYGEN SYSTEM OPERATION WITH PASSENGERS
NOTE
Brief includes mask/cannula donning,
flowmeter adjusting/reading, rotorflow check
and connection/disconnection to quick outlet port.
F) MASKS/CANNULAS DON AND CONNECT TO OUTLET
g) OXYGEN SWITCH ON
H) FLOWMETER SET TO INTENDED

CRUISE ALTITUDE
NOTE
Check oxygen is being delivered from each dispensing unit.
WARNING
Check oxygen quantity indicated by electrical gauge in
the cockpit is the same of that indicated by the cylinder
gauge (read during pre-flight operations). If a different
quantity is indicated the oxygen system must be turned
off (closing cylinder head valve) and cannot be used.
i) OXYGEN SWITCH OFF
j) OXYGEN MASKS AND CANNULAS DISCONNECT

AND RE- STOW
Then complete Before Starting Engine Procedure
Rev. 10
4.3 DURING FLIGHT OPERATION
NOTE
When oxygen use is required or preferred.
a) MASK OR CANNULA DON AND CONNECT TO OUTLET
b) OXYGEN SWITCH ON
NOTE
Check rotor flow, flowmeter(internal ball position)
and indicator at intervals of less than 5 minutes.
For altitude above 18000 ft MSL at intervals
of less than 3 minutes.
C) FLOWMETER & ROTOR FLOW PERIODICALLY CHECK
D) PRESSURE GAUGE PERIODICALLY CHECK FOR

REMAINING OXYGEN QUANTITY
E) FLOWMETER ADJUST AS NECESSARY
F) FLEXIBLE OXYGEN LINES ENSURE FREE FLOW

OF OXYGEN
G) PILOT & PASSENGERS BREATH THROUGH THE

NOSE BOTH USING
FACE MASK OR CANNULA
Rev. 10
4.4 SUPPLEMENTAL OXYGEN SYSTEM SHUTDOWN
B) FLOWMETER LEAVE OPEN UNTIL

PRESSURE IS RELIEVED
c) LINES, ROTOR FLOW,

FLOWMETER, MASK/CANNULA DISCONNECT AND STOW
SAFELY UNTIL NEXT FLY
4.5 SECURING AIRCRAFT
Add the following procedure
a) OXYGEN HEAD CYLINDER VALVE TURN OFF
NOTE
Above operation preserve oxygen quantity
when aircraft or oxygen system is not used.
It is not necessary to close the cylinder valve
during lunch stops, leg stretches, etc.
Rev. 10
4.6 OXYGEN SYSTEM PERFORMANCE
In this paragraph are provided Oxygen Duration Charts for flight

planning purposes.
Two different configurations are used:

- 11 cu.ft oxygen cylinder capacity;
- 48 cu.ft oxygen cylinder capacity.
WARNING
Check cylinder capacity indicated in the proper placard.
4.6.1 11 CU.FT. OXYGEN CYLINDER CAPACITY
NOTE
Use the Oxygen Duration Chart of this paragraph
if your system has 11 cu.ft oxygen capacity
The quantity of oxygen in the cylinder depends on pressure (Boyle’s

Law). In the following figures are showed, respectively, the percentage of
remaining oxygen referred to maximum bottle capacity and O2 duration at
several altitude with initial oxygen pressure of 1800 p.s.i. .
Capacity vs Pressure
Charging factor (%)
100
80
60
40
20
0
0 300 600 900 1200 1500 1800
Pressure (p.s.i.)
Figure 4.1 [11 Cu.Ft Cylinder]
Rev. 10
Duration Chart
Altitude (feet)
20000
1 User
2 Users
3 Users
4 Users
5 Users
6 Users
15000
10000
0 1 2 3 4 5
Available O2 hours
Figure 4.2 [11 Cu.Ft.]

Duration chart values based on 11 Cu.Ft. cylinder capacity at 1800 psi.
Residual Oxygen below 200 psi has been considered out
of total oxygen quantity for safety
Example:
Two users (pilot + passenger)

Cylinder charging pressure 1400 p.s.i.
Fly altitude 14000 feet
From Figure 4.1 charging factor is 0.77

From Figure 4.2 available O2 hours are 1.8
Available duration O2 is 0.77·1.8 = 1.38 hours = 1h and 23min
Rev. 10
4.6.2 48 CU.FT. OXYGEN CYLINDER CAPACITY
NOTE
Use the Oxygen Duration Chart of this paragraph
if your system has 48 cu.ft oxygen capacity
In the following figures are showed the percentage of remaining oxygen

referred to maximum cylinder capacity (48Cu.Ft) and O2 duration at
several altitude with initial oxygen pressure of 2200 p.s.i. (maximum
charging pressure).
Capacity vs Pressure
Charging factor (%)
100
80
60
40
20
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Pressure (p.s.i.)
Figure 4.3 [48 Cu.Ft]
Rev. 10
SUPPLEMENT AC – Sec.4
Altitude (feet)
P.68 R
Duration Chart
20000
1 User
2 Users
3 Users
4 Users
5 Users
6 Users
15000
10000
0 3 6 9 12 15 18 21
Available O2 hours
Figure 4.4 [48 Cu.Ft]

Duration chart values based on 48 Cu.Ft cylinder capacity at 2200 psi.
Residual Oxygen below 200 psi has been considered out
of total oxygen quantity for safety
Example:
Three users
Cylinder charging pressure 1100 p.s.i.
Fly altitude 16000 feet
From Figure 4.3 charging factor is 0.5

From Figure 4.4 available O2 hours are 4.7
Available duration O2 is 0.5·4.7 = 2.35 hours = 2h and 21min
Rev. 10
NO CHANGE.
Rev. 10

The items of the fixed oxygen system are listed in the “P.68R
Rev. 10

Oxygen system consists mainly of two parts:
- oxygen source and distribution lines/devices
- dispensing units
The first part consists essentially of a cylinder with an head manual shut-
off gauged valve, a pressure regulator assembly with remote control
through a pneumatic switch in the crew compartment, a remote fill station
and a pressure transducer/indicator system to indicate charging pressure of
oxygen cylinder in the cockpit.
Dispensing units consist of quick connecting lines (between outlet and
mask/cannula), flowmeters, rotor-flow and breathing apparatus (masks or
cannulas). Flowmeters provide to regulate oxygen flow at intended flight
altitude: internal ball indicates oxygen is being delivered and ensure
oxygen flow is proper for flight altitude. Rotorflow is a further device to
indicate oxygen is being delivered.
Oxygen source and distribution lines/devices

Oxygen system has two different configurations (see cover page of this
supplement to know your configuration):
- 11 Cu.Ft (311 Lt). oxygen cylinder capacity @ 1850 p.s.i.
- 48 Cu.Ft. (1365 Lt) oxygen cylinder capacity @ 2200 p.s.i.
The main shut-down device is the valve fitted on the cylinder head. This
valve should be turned off during times of aircraft storage as to mitigate
any oxygen system drainage. It is not necessary to close this valve during
refueling, lunch stops, leg stretches, etc.
If oxygen system is required or preferred during flight pilot must turned on
oxygen system from head cylinder valve during preflight check and then
the system is controlled by the switch installed in the cockpit.
To fill the cylinder, without uninstall it, a remote fill station is provided;
near remote fill station a placard indicates the maximum charging pressure
and oxygen capacity of the cylinder.
Rev. 10
On the high pressure line of the remote fill station, through a “T” fitting is
connected the pressure transducer that send an electric signal to indicator
installed in the pilot compartment to display charging pressure during
flight.
As above mentioned in crew compartment are located both oxygen switch

and indicator (see fig. 7.1).
Six (6) quick-connecting outlets, one for each users, are located near seats
on the overhead panel.
Fig. 7.1 Oxygen charging indicator and switch
Rev. 10
Dispensing unit
Each occupant must be provided with a dispensing unit. .
There are six dispensing units equipped with flowmeter, rotorflow and
quick connection line
WARNING
Type of dispensing unit (mask or cannula) must be
in accordance with limitations of Chap. 2.
Figures 7.2 through 7.4 show the correct use and donning of masks, ,
cannula, flowmeter adjusting mode and quick connection/disconnection.
Figure 7.2 Mask donning
Rev. 10
Figure 7.3 Cannula donning
Rev. 10
Insert flowmeter line to quick connector:

Simply insert the male connector into the female connector located on the
cabin ceiling. Push in to yield a definite “click” sound. You will now have
a positive and airtight connection where the mechanically activated check
valve will open to allow oxygen to flow.
Remove flowmeter line from quick connector:

With your thumb or finger simply push the side release button in and pull
flowmeter line. If quick connector doesn’t release the line re-push the
button in ad re-pull the line.
Figure 7.4 Flowmeter regulation and quick connection/disconnection
Rev. 10
AIRPLANE HANDLING, SERVICING AND

MAINTENANCE
Refilling oxygen cylinder:
WARNING
Only Aviator’s oxygen must be used to charge cylinder.
The following procedure must be performed:
b) AIRCRAFT ELECTRICAL POWER OFF
c) CYLINDER HEAD VALVE OPEN
d) REMOVE CAP FROM REMOTE FILL STATION
WARNING
Clean both the oxygen supply line and the
filler port to ensure cleaning from oils, dirt, etc.,
that may create a fire hazard during refilling.
Check threads and ensure the filling port
fitting threads are not damaged.
e) CONNECT OXYGEN SUPPLY LINE
CAUTION
Fill at a maximum rate of 200 psi per minute.
(Excessive fill rates create heat build up in the high
pressure parts of the System, especially the bottle.
Excessive heat build up will result in damage
to the bottle, and may lead to fire).
Rev. 10
WARNING
Do not exceed the following pressure values:
Cylinder capacity Maximum pressure
11 Cu.Ft. 1850 p.s.i.
48 Cu.Ft. 2200 p.s.i.
f) OPEN OXYGEN SUPPLY AND, AT A RATE LESS THEN 200

PSI/MIN, FILL OXYGEN CYLINDER (DO NOT EXCEED
MAXIMUM RATED PRESSURE)
g) CLOSE OXYGEN SUPPLY
h) CLOSE CYLINDER HEAD VALVE
i) BLEED ENTRAPPED OXYGEN BETWEEN OXYGEN SUPPLY

AND REMOTE FILL STATION AND THEN DISCONNECT
SUPPLY LINE
j) RE-FIT CAP ON THE REMOTE FILL STATION
Oxygen clearing
Periodically clean the oxygen breathing equipment with warm water or

cleaning oxygen detergent . As you clean the equipment pay close
attention to the conditions of the lines to ensure no tears or kinks have
occurred.
Periodic anti-static treatment may be required on the flowmeter should the
ball act ‘sticky’ or function erratically. This is caused by the handling of
the flowmeter and a simple cleaning is required. The use of deionized
water with a very mild oxygen and breathing safe detergent is needed.
Remove the cannula or mask and add a few drops of this solution in the
end of the tube and let it reach the tapered tube of the flowmeter. Then run
clean oxygen through the flowmeter until dry
Carefully restore oxygen components.
Rev. 10
Rev. 10
P.68 R SUPPLEMENT AD – Sec.1
SUPPLEMENT AD
SAGEM Integrated Cockpit Display System
STORMSCOPE® WX500 Option
the aircraft is equipped with the “SAGEM Integrated Cockpit Display
System STORMSCOPE® WX500 Option”, as per change No.
MOD.P68/228.
Rev. 12
DATE: 02 March 2010 Page 1 of 12
SUPPLEMENT AD – Sec.1 P.68 R

followed.
Rev. 12
Page 2 of 12 DATE: 02 March 2010

“SAGEM ICDS Stormscope WX500 Option” is installed.
Rev. 12

Rev. 12

There is no change to airplane normal procedures when the “SAGEM
ICDS Stormscope WX500 Option” is installed.
Rev. 12
There is no change to airplane performances when the “SAGEM
ICDS Stormscope WX500 Option” is installed.
Rev. 12

There is no change to airplane weight and balance when the
Rev. 12

The “SAGEM WX500” Option, described in this supplement, provides the
pilot with a convenient alternative weather mapping sensor interface.
The WX500 detects electrical discharges from thunderstorms within a 200

nm radius of the aircraft. This information is then sent to the SAGEM
Multi-Function Display (MFD) that plots the location of the
thunderstorms.
The WX-500 is a passive sensor that listens for electromagnetic signals

with a receiving antenna. The WX-500 works as well on the ground as it
does in the air, thereby giving the pilot important planning information
before take-off.
Basically, the antenna detects the electric and magnetic fields generated
by intra-cloud, inter-cloud, or cloud-to-ground electrical discharges that
occur within a 200 nm radius of the aircraft and sends the resulting
“discharge signals” to the processor. The processor digitizes, analyzes,
and converts the discharge signals into range and bearing data then stores
the data in memory. The processor then sends this information to the
SAGEM MFD as cells and strikes. The WX-500 updates every 2 seconds.
Rev. 12
Figure 1 – SAGEM ICDS – Typical MFD

Stormscope WX500 display
Rev. 12
NOTE
Clearing the discharge points periodically while you are monitoring
thunderstorms is a good way to determine if the storm is building or
dissipating. Discharge points in a building storm will reappear faster and
in larger numbers. Discharge points in a dissipating storm will appear
slower and in smaller numbers. The WX-500 allows for the clearing of
discharge points through the optional Remote Clear button.
You should have the standard heading stabilization feature available and
turned on, so that you do not have to clear discharge points after every
heading change to ensure that the discharge points are positioned
correctly with respect to the current heading. Anyway, it is good practice
to clear discharge points once in a while.
CAUTION
- There are several atmospheric phenomena other than nearby
thunderstorms which can cause isolated discharge points in the strike
display mode. Clusters of two or more discharge points in the strike display
mode however do indicate thunderstorm activity when they reappear after
clearing the screen. Avoid the clusters and you’ll avoid the thunderstorms.
In the cell display mode, even a single discharge point may represent
thunderstorm activity and should be avoided.
- Never use your Stormscope system to attempt to penetrate a
thunderstorm. Avoid by at least 20 miles any thunderstorm identified as
severe or giving an intense radar echo.
7.1 MFD vs WX500 control system keyboard
The SAGEM Stormscope® WX-500 Option provides you with integrate

proven lightning detection and avoidance information with your moving
map avionics.
It features heading stabilized lightning data, 200 nm range, and pilot
selections for cell or strike mode (see Figure 1).
The “LTNG” LSK enables to cycle through the Stormscope Modes of

operation: STRK-CELL-OFF.
Rev. 12
The MFD displays a 25 nm dotted yellow circle centered on A/C position.
The MFD displays strikes in yellow “X”, cells in yellow “+”.
The MFD calculates the number of strikes or cell detected per minute
(integrated over a period of 20 seconds). This number is displayed as
“RATE” above the GPS/FMS data box.
Refer to the WX-500 User’s Guide and SAGEM ICDS-XA manuals for
details on this system.
Rev. 12
Rev. 12

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P.

FOR U.S. REGISTERED AIRCRAFT, THIS MANUAL IS APPROVED

THIS DOCUMENT MUST BE CARRIED IN THE AIRCRAFT AT ALL TIMES.

The information contained in the Flight Manual will be kept current

DATE: 12 December 2008 i

REV. REVISED REF. APPROVAL

1-10; 1-11; 2-2;

Suppl. S/2: pages 1; Under Authority

Title; iii; 1-1; 1-3;

2-12; 2-16; 2-17; 18 June 02 July

LOG OF REVISIONS (Cont.)

REV. REVISED REF. APPROVAL

1-10; 2-2; 2-14;

LOG OF REVISIONS (Cont.)

3-8; 4-ii; 4-26; 6-3; 10 May EASA No. 08 June

14 Dec. EASA 04 Feb.

iii; 7-25; 8-iv;

Cover page; 5-18; 8-i;

LOG OF REVISIONS (Cont.)

iii; 1-4; 2-2; 2-3; 2-8;

iii; 8-i; Revision 19 to AFM

This page intentionally left blank

SECTION TITLE LIST OF EFFECTIVE PAGES

1 GENERAL 1-i, 1-ii

4 NORMAL PROCEDURES 4-i, 4-ii

6 WEIGHT & BALANCE 6-i, 6-ii

8 SUPPLEMENTS 8-i, 8-ii, 8-iii, 8-iv,

This Page Intentionally Left Blank

iv DATE: 12 December 2008

1.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2 ASSOCIATED PUBLICATIONS . . . . . . . . . . . . . . . . . . . . 1-1

1.3 ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1.4 PROPELLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1.5 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1.6 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1.7 WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

1.8 DIMENSIONS AND AREAS. . . . . . . . . . . . . . . . . . . . . . . . 1-5

1.9 SYMBOLS, ABBREVIATIONS AND

1.10 UNIT CONVERSION CHART . . . . . . . . . . . . . . . . . . . . . . 1-16

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1-ii DATE: 12 December 2008

1.2 ASSOCIATED PUBLICATIONS

(a) P.68R Maintenance Manual (NOR10.709-9 P.68B plus

(b) Engine Manufacturer Textron - Lycoming

(c) Engine Model Number IO-360-A1B6

(d) Rated Horsepower (BHP) 200

(e) Propeller Speed (RPM) 2700

(f) Engine Type Four cylinder, direct drive

(b) Propeller Manufacturer Hartzell Propeller Inc.

(c) Blade Model FC 7666A-4

(d) Number of Blades 2

(e) Hub Model HC-C2YK-2C( )F

(f) Propeller Diameter (in/m) 72 / 1.829

(g) Propeller Type Constant speed, fully

1-2 DATE: 12 December 2008