P2006T AFM 2nd Edition Rev 2 With S-TEC 55X AP

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Aircraft Flight Manual

Doc. No. 2006/044
2 Edition – 2010, November 12th
nd
Rev. 2
TECNAM P2006T
MANUFACTURER: COSTRUZIONI AERONAUTICHE TECNAM S.r.l.
AIRCRAFT MODEL: P2006T
EASA TYPE CERTIFICATE NO: A .185 (DATED 2009, JUNE 5TH)
SERIAL NUMBER: ……………..............
BUILD YEAR: ……….………................
REGISTRATION MARKINGS: ……………..
This Aircraft Flight Manual is approved by European Aviation Safety Agency

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

The airplane has to be operated in compliance with procedures and limitations
contained herein.
Costruzioni Aeronautiche TECNAM srl

Via Maiorise
CAPUA (CE) – Italy
Tel. +39 (0) 823.62.01.34
WEB: www.tecnam.com
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SECTION 0
INDEX
1. RECORD OF REVISIONS ....................................................................3
2. LIST OF EFFECTIVE PAGES ..............................................................9
3. FOREWORD .....................................................................................13
4. SECTIONS LIST ...............................................................................14
2nd Edition - Rev. 0

INDEX
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1. RECORD OF REVISIONS
Any revision to the present Manual, except actual weighing data, is recorded: a
Record of Revisions is provided at the front of this manual and the operator is ad-
vised to make sure that the record is kept up-to-date.
The Manual issue is identified by Edition and Revision codes reported on each
page, lower right side.
The revision code is numerical and consists of the number "0"; subsequent revi-
sions are identified by the change of the code from "0" to "1" for the first revision
to the basic publication, "2" for the second one, etc.
Should be necessary to completely reissue a publication for contents and format

changes, the Edition code will change to the next number (“2” for the second edi-
tion, “3” for the third edition etc).
Additions, deletions and revisions to existing text will be identified by a revision

bar (black line) in the left-hand margin of the page, adjacent to the change.
When technical changes cause expansion or deletion of text which results in un-
changed text appearing on a different page, a revision bar will be placed in the
right-hand margin adjacent to the page number of all affected pages providing no
other revision bar appears on the page.
These pages will be updated to the current regular revision date.
NOTE: It is the responsibility of the owner to maintain this handbook in a current

status when it is being used for operational purposes.

RECORD OF REVISIONS
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Tecnam Approval EASA Approval

Revised Description of
Rev Or Under DOA
page Revision DO OoA HDO Privileges
0-4 Update Record of revision P. Violetti M. Oliva L. Pascale DOA privileges
1 0-9 Update text and LOEP table P. Violetti M. Oliva L. Pascale DOA privileges
9-1 & 9-4 Update Supplements list P. Violetti M. Oliva L. Pascale DOA privileges
EASA third country
0-1 Add FAA approval P. Violetti M. Oliva L. Pascale validation
0-4 & 5 Update Record of revision P. Violetti M. Oliva L. Pascale DOA privileges
0-9 & 10 Update LOEP table P. Violetti M. Oliva L. Pascale DOA privileges
1-4 Amend Figure P. Violetti M. Oliva L. Pascale DOA privileges
1-5 Amend overall height P. Violetti M. Oliva L. Pascale DOA privileges

Amend Para. 3: add Trailing Edge P. Violetti
1-6 M. Oliva L. Pascale DOA privileges
reference
1-8 Amend Para. 10 & 11 P. Violetti M. Oliva L. Pascale DOA privileges
2-1 Update index P. Violetti M. Oliva L. Pascale EASA no. 10032560
2-10 Add Para. 8a P. Violetti M. Oliva L. Pascale EASA no. 10032560
2-15 Amend Para. 12 P. Violetti M. Oliva L. Pascale EASA no. 10032560
2-16 Amend Para. 16 wording P. Violetti M. Oliva L. Pascale EASA no. 10032560
2
2-21 Amend text P. Violetti M. Oliva L. Pascale EASA no. 10032560
4-3 Add “zero thrust” reference data P. Violetti M. Oliva L. Pascale DOA privileges
4-6 Amend step 5 P. Violetti M. Oliva L. Pascale DOA privileges
6-12 Amend seats P/Ns P. Violetti M. Oliva L. Pascale DOA privileges
7-12 Amend Figure 7 P. Violetti M. Oliva L. Pascale DOA privileges
7-13 Add note P. Violetti M. Oliva L. Pascale DOA privileges
9-1 Amend Index P. Violetti M. Oliva L. Pascale DOA privileges
9-4 Update Supplements list P. Violetti M. Oliva L. Pascale DOA privileges
9-6 Update Supplements list P. Violetti M. Oliva L. Pascale DOA privileges

RECORD OF REVISIONS
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Rev Or Under DOA
Amend Pilot’s Guide name and revi-
A1-2 & 3 P. Violetti M. Oliva L. Pascale DOA privileges
sion, add note
Amend Pilot’s Guide name, add P. Violetti
A2-1 to 2 M. Oliva L. Pascale DOA privileges
DOA approval statement, add note
Add pages 3 and 4; amend Normal P. Violetti
A6-1 to 4 Operations and Systems sections, M. Oliva L. Pascale DOA privileges
add OA approval statement
Add reference to the KCS 55 Pilot’s P. Violetti
A7-1 to 2 Guide, add note, add DOA approval M. Oliva L. Pascale DOA privileges
statement
Amend Pilot’s Guide name and revi- P. Violetti
sion, add DOA approval statement
note, add DOA approval statement
2
Amend Becker Maual name, add P. Violetti
A12-5 Amend text: was “of”, is “or” P. Violetti M. Oliva L. Pascale DOA privileges
A13-1 to 2 Held reserved P. Violetti M. Oliva L. Pascale DOA privileges
A14-1 to 4 Add Supplement A14 P. Violetti M. Oliva L. Pascale EASA no. 10031750
A15-1 to 4 Add Supplement A15 P. Violetti M. Oliva L. Pascale EASA no. 10031748
EASA third country
A16-1 to 26 Add Supplement A16 P. Violetti M. Oliva L. Pascale validation
G2-5 Amend text: was “of”, is “or” P. Violetti M. Oliva L. Pascale DOA privileges
G5-1 to 4 Add Supplement G5 P. Violetti M. Oliva L. Pascale EASA no. 10031750
G6-1 to 4 Add Supplement G6 P. Violetti M. Oliva L. Pascale EASA no. 10031748

EASA third country
G7-1 to 24 Add Supplement G7 P. Violetti M. Oliva L. Pascale validation

RECORD OF REVISIONS
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INTENTIONALLY LEFT BLANK

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2. LIST OF EFFECTIVE PAGES
The List of Effective Pages (LOEP), applicable to manuals of every operator, lists all the
basic AFM pages: each manual could contain either basic pages or one variant of these
pages when the pages of Supplement G1 (aircraft equipped with Garmin G950 IFDS)
are embodied. Pages affected by the current revision are indicated by an asterisk (*) fol-
lowing the revision code.
Should the Supplement G1 be embodied in accordance with approved instructions,
make reference to the LOEP addressed on the Supplement G1 itself.
1st Edition, Rev 0 ..................... May 25, 2009

2nd Edition, Rev 0 ..................... March 29, 2010
2nd Edition, Rev 1 ..................... April 27, 2010
2nd Edition, Rev 2 ..................... November 12, 2010
Section Pages Revision

Section 0 Pages 1,4,5,9,10 Rev 2(*)
Pages 2, 3, 6 thru 8, 11 Rev 0
thru 14
Section 1 Pages 1 thru 3and 7 Rev 0
Pages 4 thru 6 and 8 Rev 2(*)
Pages 9 thru 18 Rev 0
Section 2 Page 1 Rev 2(*)
Page 10 Rev 2(*)
Page 15 & 16 Rev 2(*)
Page 21 Rev 2(*)
Section 3 Pages 1 thru 44 Rev 0
Page 3 Rev 2(*)
Page 12 Rev 2(*)
Pages 13 and 14 Rev 0
2nd Edition – Rev2

LOEP
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Supplements
Section 9 Pages 1, 4, 6 Rev 2(*)
Pages 2, 3, 5, 7 thru 8 Rev 0
Supplement A1 Pages 1,4 Rev 0
Pages 2,3 Rev 2(*)
Supplement A2 Pages1 and 2 Rev 2(*)
Supplement A6 Pages 1 thru 4 Rev 2(*)
Supplement A12 Pages 1 thru 4 Rev 0
Page 5 Rev 2(*)
Supplement G1 Make reference to Suppl. LOEP
Supplement G2 Pages 1 thru 4 Rev 0
Page 5 Rev 2(*)
Supplement G4 Pages 1 & 2 Rev 0
Supplement G6 Pages 1 thru 4 Rev 2(*)
Supplement G7 Pages 1 thru 24 Rev 2(*)
2nd Edition – Rev2

LOEP
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3. FOREWORD
Tecnam P2006T is a twin-engine four-seat aircraft with high cantilevered wing and tri-
cycle retractable landing gear.
Section 1 supplies general information and it contains definitions, symbols explanations,
acronyms and terminology used.
Before using the airplane, you are recommended to read carefully this manual: a deep
knowledge of airplane features and limitations will allow you for operating the airplane
safely.
For further information, please contact:
COSTRUZIONI AERONAUTICHE TECNAM s.r.l.
Via MAIORISE
CAPUA (CE) - ITALY
 +39 (0) 823.62.01.34  www.tecnam.com

FOREWORD
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4. SECTIONS LIST
General Section 1 (a non-approved Chapter)
Limitations Section 2 - EASA Approved Chapter
Emergency Procedures Section 3 (a non-approved Chapter)
Normal Procedures Section 4 (a non-approved Chapter)
Performances Section 5 (a non-approved Chapter)
Weight and Balance Section 6 (a non-approved Chapter)
Airframe and Systems description Section 7 (a non-approved Chapter)
Airplane Care and Maintenance Section 8 (a non-approved Chapter)
Supplements Section 9 (*)
(*) EASA approved parts, if any, are reported on the supplements

SECTIONS LIST
Page 1 - 1
SECTION 1 - GENERAL
INDEX
1. Introduction .................................................................................. 3
2. Three-view and dimensions .......................................................... 4
3. Control Surfaces Travel Limits .................................................... 6
4. Engine ........................................................................................... 6
5. Propeller ....................................................................................... 6
6. Governor ....................................................................................... 7
7. Fuel ............................................................................................... 7
8. Lubrication .................................................................................... 7
9. Cooling .......................................................................................... 8
10. Maximum weights ...................................................................... 8
11. Standard weights ....................................................................... 8
12. Specific loadings ....................................................................... 8
13. Acronyms and terminology ...................................................... 10
14. Unit conversion chart .............................................................. 16
15. Litres / US gallons conversion chart ....................................... 17
2nd Edition, Rev 0

Section 1 – General
INDEX
Page 1 - 2
2nd Edition, Rev 0

Page 1 - 3
1. INTRODUCTION
The Aircraft Flight Manual has been implemented to provide the owners with in-
formation for a safe and efficient use of the aircraft TECNAM P2006T.
Warning – Caution – Note

Following definitions apply to warnings, cautions and notes used in the Aircraft
Flight Manual.
The non-observation of the corresponding procedure can lead, as

immediate effect, to a significant reduction of the flight safety.
WARNING
The non-observation of the corresponding procedure can lead to

CAUTION
an equipment damage which leads to a reduction of the flight
safety in a short or longer time interval.
NOTE Draws the attention to a procedure not directly related to safety of

flight.
2nd Edition, Rev 0

INTRODUCTION
Page 1 - 4
2. THREE-VIEW AND DIMENSIONS

GENERAL VIEW
P2006 T
Figure 1 – General views
2nd Edition, Rev 2

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

THREE-VIEW AND DIMENSIONS
Page 1 - 6
3. CONTROL SURFACES TRAVEL LIMITS

Ailerons Up 20° Down 17 ° ( 2°)
Stabilator (refer to Trailing Edge) Up 4° Down 15° ( 2°)
Stabilator trim tab (refer to Trailing Edge) Up 2°; Down 19° ( 2°)
Rudder RH 26° LH 26° ( 2°)
Rudder trim tab RH 20° LH 20° ( 2°)
Flaps 0°; 40° (- 2°)
4. ENGINE
Manufacturer Bombardier-Rotax GmbH
Model 912 S3
Certification basis FAR 33 - Amendment 15
Type Certificate EASA TCDS no. E.121 dated 1 April
2008
Engine type 4 cylinders horizontally opposed with
1352 c.c. of overall displacement, liquid
cooled cylinder heads, ram-air cooled cy-
linders, two carburetors, integrated re-
duction gear box with torsional shock ab-
sorber and overload clutch.
Maximum power (at declared rpm) 73.5 kW (98.6hp) @ 5800 rpm –5
minutes maximum.
69.0 kW (92.5hp) @ 5500 rpm (continu-
ous)
5. PROPELLER
Manufacturer MT Propeller
Type Certificate LBA 32.130/086 (MTV-21 series)
Model MTV-21-A-C-F/CF178-05
Blades/hub 2 wood/composite blades – aluminum
hub
Diameter 1780 mm (no reduction allowed)
Type Variable pitch - hydraulically controlled
2nd Edition, Rev 2

GENERAL FEATURES
Page 1 - 7
6. GOVERNOR
Manufacturer Mt Propeller
Model P-875-12
Type Hydraulic
7. FUEL
Approved fuel: MOGAS ASTM D4814
MOGAS EN 228 Super/Super plus

(min. RON 95)
AVGAS 100LL (ASTM D910)
(see also Section 2)
Fuel tanks Two integrated tanks (one in each

wing) fitted with drainable sump
and drain valve
Capacity of each wing tan 100 litres (26,42 US gallons)
Tanks overall capacity 200 litres (52,8 US gallons)
Overall usable fuel 194.4 litres (51,35 US gallons)
Overall unusable fuel 5.6 litres (1,48 US gallons)
8. LUBRICATION
Lubrication system Forced type with external reservoir
Oil Use only oil with API classification “SG”
or higher. For additional info, refer to “Ro-
tax Operators Manual” – last issue -, “Op-
erating Media” Section.
Oil capacity Max. 3.0 litres – min. 2.0 litres (per
tank)
2nd Edition, Rev 0

GENERAL FEATURES
Page 1 - 8
9. COOLING
Cooling system Ram-air cooled cylinders, liquid
cooled cylinder heads (closed and
pressurized circuit)
Coolant liquid Certified for Water/Coolant mixture.

Make reference to “Rotax Operators
Manual” – last issue
Overall circuit capacity 1410 cm3
10. MAXIMUM WEIGHTS
Maximum takeoff weight 1180 kg (2601 lb)

Maximum landing weight 1180 kg (2601 lb)
Maximum baggage weight 80 kg (176 lb)
Maximum zero wing fuel weight 1145 kg (2524 lb)
11. STANDARD WEIGHTS
Empty Weight: see weighing record on Section 6
12. SPECIFIC LOADINGS

Wing Loading 80 kg/m2 (16.4 lb/ft2)
Power Loading 6.02 kg/hp
2nd Edition, Rev 2

GENERAL FEATURES
Page 1 - 9
2nd Edition, Rev 0

GENERAL FEATURES
Page 1 - 10
13. ACRONYMS AND TERMINOLOGY
KCAS Calibrated Airspeed is the indicated airspeed expressed in knots,

corrected taking into account the errors related to the instrument
itself and its installation.
KIAS Indicated Airspeed is the speed shown on the airspeed indicator
and it is expressed in knots.
KTAS True Airspeed is the KCAS airspeed corrected taking into ac-
count altitude and temperature.
VA Design Manoeuvring speed is the speed above the which it is not
allowed to make full or abrupt control movement.
VFE Maximum Flap Extended speed is the highest speed permissible
with flaps extended.
VLO Maximum Landing Gear Operating speed is the maximum speed
allowed to retract or to extend the landing gear.
VLE Maximum Landing Gear Extended speed is the maximum speed
allowed with the landing gear extended.
VMC Minimum control speed: is the minimum speed necessary to en-
sure an efficient aircraft control in case of one engine inopera-
tive.
VNO Maximum Structural Cruising Speed is the speed that should not
be exceeded, except in smooth air and only with caution.
VNE Never Exceed Speed is the speed limit that may not be exceeded
at any time.
VO Operating Manoeuvring speed is the speed above the which it is
not allowed to make full or abrupt control movement
VS Stall Speed.
VS0 Stall Speed in landing configuration (flaps and landing gear ex-
tended).
VS1 Stall speed in clean configuration (flaps 0°).
VSSE Safe single engine speed is the speed below which an engine
should not intentionally be shut down
VX Best Angle-of-Climb Speed is the speed which results in the
greatest gain of altitude with respect to a given horizontal dis-
tance.
2nd Edition, Rev 0

ACRONYMS AND TERMINOLOGY
Page 1 - 11
VY Best Rate-of-Climb Speed is the speed which results in the great-

est gain in altitude in a given time.
VR Rotation speed: is the speed at which the aircraft rotates about
the pitch axis during takeoff
VLOF Lift off speed: is the speed at which the aircraft generally lifts off
from the ground.
Vobs Obstacle speed: is the speed at which the aircraft flies over a 15m
obstacle during takeoff or landing.
VYSE Best Rate-of-Climb speed in case of one engine inoperative.
2nd Edition, Rev 0

Page 1 - 12
Meteorological terminology
ISA International Standard Atmosphere: is the air atmospheric standard

condition at sea level, at 15°C (59°F) and at 1013.25hPa
(29.92inHg).
QFE Official atmospheric pressure at airport level: it indicates the air-
craft absolute altitude with respect to the official airport level.
QNH Theoretical atmospheric pressure at sea level: is the atmospheric
pressure reported at the medium sea level, through the standard air
pressure-altitude relationship, starting from the airport QFE.
OAT Outside Air Temperature is the air static temperature expressed in
degrees Celsius (°C).
TS Standard Temperature is 15°C at sea level pressure altitude and
decreased by 2°C for each 1000 ft of altitude.
HP Pressure Altitude is the altitude read from an altimeter when the
barometric subscale has been set to 1013 mb.
2nd Edition, Rev 0

Page 1 - 13
Aircraft performance and flight planning terminology
Crosswind Velocity is the velocity of the crosswind component

for the which adequate control of the air-
plane during takeoff and landing is assured.
Usable fuel is the fuel available for flight planning.
Unusable fuel is the quantity of fuel that cannot be safely
used in flight.
G is the acceleration of gravity.
TOR is the takeoff distance measured from actual
start to wheel liftoff point.
TOD is total takeoff distance measured from start
to 15m obstacle clearing.
GR is the distance measured during landing
from actual touchdown to stop point.
LD is the distance measured during landing,
from 15m obstacle clearing to actual stop.
S/R is the specific range, that is the distance (in
nautical miles) which can be expected at a
specific power setting and/or flight configu-
ration per kilo of fuel used.
2nd Edition, Rev 0

Page 1 - 14
Weight and balance terminology
Datum “Reference datum” is an imaginary vertical

plane from which all horizontal distances are
measured for balance purposes.
Arm is the horizontal distance of an item meas-
ured from the reference datum.
Moment is the product of the weight of an item mul-
tiplied by its arm.
C.G. Center of Gravity is the point at which the
airplane, or equipment, would balance if
suspended. Its distance from the reference
datum is found by dividing the total moment
by the total weight of the aircraft.
Standard Empty Weight is the weight of the aircraft with engine flu-
ids and oil at operating levels.
Basic Empty Weight is the standard empty weight to which it is
added the optional equipment weight.
Useful Load is the difference between maximum takeoff
weight and the basic empty weight.
Maximum Takeoff Weight is the maximum weight approved to perform
the takeoff.
Maximum Landing Weight is the maximum weight approved for the
landing touchdown (for P2006T it is equiv-
alent to the Maximum Takeoff Weight).
2nd Edition, Rev 0

Page 1 - 15
2nd Edition, Rev 0

Page 1 - 16
14. UNIT CONVERSION CHART
MOLTIPLYING BY  YIELDS
TEMPERATURE
Fahrenheit [°F] 5 Celsius [°C]
  F  32
9
Celsius [°C] 9  Fahrenheit [°F]
  C   32
5 
FORCES
Kilograms [kg] 2.205 Pounds [lbs]
Pounds [lbs] 0.4536 Kilograms [kg]
SPEED
Meters per second [m/s] 196.86 Feet per minute [ft/min]
Feet per minute [ft/min] 0.00508 Meters per second [m/s]
Knots [kts] 1.853 Kilometres / hour [km/h]
Kilometres / hour [km/h] 0.5396 Knots [kts]
PRESSURE
Atmosphere [atm] 14.7 Pounds / sq. in [psi]
Pounds / sq. in [psi] 0.068 Atmosphere [atm]
LENGTH
Kilometres [km] 0.5396 Nautical miles [nm]
Nautical miles [nm] 1.853 Kilometres [km]
Meters [m] 3.281 Feet [ft]
Feet [ft] 0.3048 Meters [m]
Centimetres [cm] 0.3937 Inches [in]
Inches [in] 2.540 Centimetres [cm]
VOLUME
Litres [l] 0.2642 U.S. Gallons [US Gal]
U.S. Gallons [US Gal] 3.785 Litres [l]
AREA
Square meters [m2] 10.76 Square feet [sq ft]
Square feet [sq ft] 0.0929 Square meters [m2]
2nd Edition, Rev 0

UNIT CONVERSION CHART
Page 1 - 17
15. LITRES / US GALLONS CONVERSION CHART
Litres US Gallons US Gallons Litres
5 1.3 1 3.8
10 2.6 2 7.6
15 4.0 3 11.4
20 5.3 4 15.1
25 6.6 6 22.7
30 7.9 8 30.3
35 9.2 10 37.9
40 10.6 12 45.4
45 11.9 14 53.0
50 13.2 16 60.6
60 15.9 18 68.1
70 18.5 20 75.7
80 21.1 22 83.3
90 23.8 24 90.9
100 26.4 26 98.4
110 29.1 28 106.0
120 31.7 30 113.6
130 34.3 32 121.1
140 37.7 34 128.7
150 39.6 36 136.3
160 42.3 38 143.8
170 44.9 40 151.4
180 47.6 45 170.3
190 50.2 50 189.3
200 52.8 55 208.2
2nd Edition, Rev 0

LITRES / US GALLONS CONVERSION CHART
Page 1 - 18
2nd Edition, Rev 0

Page 2 - 1
SECTION 2 – LIMITATIONS
INDEX
1. Introduction .................................................................................... 3
2. Speed limitations ............................................................................ 5
3. Airspeed indicator markings .......................................................... 7
4. Powerplant limitations ................................................................... 9
5. Lubricant ....................................................................................... 10
6. Coolant liquid ................................................................................ 10
7. Propeller ....................................................................................... 10
8. Governor ....................................................................................... 10
8a. Maximum operating altitude …………………………………………….. 10
9. Powerplant instruments markings ............................................... 10
10. Other instruments markings ........................................................ 11
11. Warnings, cautions and advisories lights .................................... 13
12. Weights ......................................................................................... 15
13. Center of gravity range ................................................................ 15
14. Approved maneuvers .................................................................... 16
15. Maneuvers load factor limits ........................................................ 16
16. Flight crew .................................................................................... 16
17. Flight conditions ........................................................................... 17
18. Fuel ............................................................................................... 17
19. Limitations placards ..................................................................... 19
19.1. Speed limitations ................................................................. 19
19.2. Operating limitations ........................................................... 19
19.3. Inflight engine restart ......................................................... 21
19.4. Baggage compartment capacity ......................................... 21
19.5. Engine oil level .................................................................... 22
19.6. Fuel type .............................................................................. 22
19.7. Other placards ..................................................................... 23
20. Kinds of Operations Equipment List ............................................ 26
EASA Approved 2nd Edition, Rev. 2

Section 2 – Limitations
INDEX
Page 2 - 2

Page 2 - 3
1. INTRODUCTION
Section 2 includes operating limitations, instrument markings and basic placards

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

INTRODUCTION
Page 2 - 4

Page 2 - 5
2. SPEED LIMITATIONS
The following table addresses the airspeed limitations and their operational signifi-
cance:
SPEED KIAS KCAS REMARKS

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

SPEED LIMITATIONS
Page 2 - 6

GARMIN G950 IFDS - Supplement
Page S2 - 7
3 Airspeed indicator markings

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

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

AIRSPEEED INDICATOR MARKINGS
Page S2 - 8
INTENTIONALLY LEFT IN BLANK
2nd Edition, Rev. 0

Page 2 - 9
4. POWERPLANT LIMITATIONS
Following table reports the operating limitations for both engines installed:
ENGINE MANUFACTURER: Bombardier Rotax GmbH.
ENGINE MODEL: 912 S3
MAXIMUM POWER:
Max Power Max rpm. Time max.
kW (hp) Prop. rpm (engine) (minutes)
Max. T.O. 73.5 (98.6) 2388 (5800) 5
Max. Cont. 69 (92.5) 2265 (5500) -
NOTE On the ground, the maximum propeller rpm at fixed point without
wind must be 2265 50
Temperatures:
Max CHT 135° C
Min/Max Oil 50° C / 130° C
Oil normal operating range (approx.) 90° C / 110° C
Oil Pressure:
Minimum 0.8 Bar / 12psi (below 1400 rpm prop)
Normal 2 – 5 Bar / 29-73psi (above 1400 rpm prop)
Maximum 7 Bar / 102 psi (above 1400 rpm prop)
Engine starting: allowable temperature range
OAT Min -25° C
OAT Max +50° C
In event of cold starting operation, it is permitted a maximum

CAUTION oil pressure of 7 bar for a short period.

POWERPLANT LIMITATIONS
Page 2 - 10
Fuel pressure:
Minimum 0.15 Bar / 2.2 psi
Maximum 0.40 Bar / 5.8 psi
5. LUBRICANT
Use only oil with API classification “SG” or higher.
For additional info, refer to “Rotax Operators Manual” – last issue -, “Operating
Media” Section.
6. COOLANT LIQUID
Refer to “Rotax Operators Manual” – last issue -, “Operating Media” Section.
7. PROPELLER
MANUFACTURER: MT Propeller
MODEL: MTV-21-A-C-F-/CF178-05
TYPE: wood/composite 2-blade, variable pitch hydraulically con-
trolled and fully featherable
DIAMETER: 1780 mm (no reduction is permitted)
8. GOVERNOR
MANUFACTURER: MT Propeller
MODEL: P-875-12
OPERATION: Hydraulically controlled (oil pressure to reduce the
pitch)
8a. Maximum operating altitude

Maximum operating altitude is 14000 ft (4260 m) MSL.
At altitudes above 12500 ft (3810 m) up to and including 14000 ft (4260

m), flight must be limited to 30 minutes, unless the required minimum
CAUTION flight crew is provided with and uses supplemental oxygen for that part of
the flight at those altitudes that is of more than 30 minutes duration.

LUBRICANT
Page 2 - 11
9. POWERPLANT INSTRUMENTS MARKINGS

Powerplant instrument markings and their colour code significance are shown be-
low:
RED LINE GREEN ARC YELLOW ARC RED LINE
INSTRUMENT Minimum Normal Caution Maximum

limit operating limit
Propeller rpm ---- 580 - 2265 2265 - 2388 2388
Oil temp. °C 50 90 - 110 50 - 90 130
110 - 130
CHT °C ---- 0 - 135 ---- 135
Oil pressure bar 0.8 2-5 0.8 - 2 7
5 - 7 (1)
Fuel press. psi 2.2 2.2 - 5.8 ---- 5.8
(2)
Fuel Q.ty litres 0 ---- ---- ----
10. OTHER INSTRUMENTS MARKINGS
RED LINE GREEN ARC YELLOW ARC RED LINE

INSTRUMENT
Minimum limit Normal operating Caution Maximum limit
Voltmeter 10,5 Volt 12 - 14 Volt ---- ----
1- In event of cold starting operation, it is permitted a maximum oil pressure of 7 bar for a short period.
2 - “0” indication shows the unusable fuel quantity (2,8 litres for each fuel tank).

POWERPLANT INSTRUMENTS MARKINGS
Page 2 - 12
EASA Approved 2nd Edition, Rev.0

Page S2 - 13
11 Warning/caution alerts and safe operating annun-

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

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

WARNING/CAUTION ALERTS AND SAFE OPERATING ANNUNCIATIONS
Page S2 - 14
Aural means are provided by Garmin G950 System: a repeating tone is associated
to the warning alerts and a single chime is associated to the caution alerts. Safe op-
erating annunciations do not have any aural chime generated..
Make reference to Garmin G950 Pilot‟s Guide for P2006T, last issue, “Annuncia-
tions and alerts” (Appendix A).

WARNING/CAUTION ALERTS AND SAFE OPERATING ANNUNCIATIONS
Page 2 - 15
12. WEIGHTS
Condition Weight
Maximum takeoff weight 1180 kg 2601 lb
Maximum landing weight 1180 kg 2601 lb
Maximum zero wing fuel weight 1145 kg 2524 lb
NOTE Refer to Para. 19.4 of this AFM Section for baggage loading limitations.
13. CENTER OF GRAVITY RANGE
Datum Vertical plane tangent to the wing leading edge (the aircraft
must be levelled in the longitudinal plane)
Levelling Refer to the seat track supporting beams (see procedure in
Section 6)
Forward limit 0.221 m (16.5% MAC) aft of datum for all weights
Aft limit 0.415 m (31% MAC) aft of datum for all weights
The pilot is responsible for ensuring that the airplane is

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

WEIGHTS
Page 2 - 16
14. APPROVED MANEUVERS
The aircraft is certified in normal category in accordance with EASA CS-23 regula-
tion.
Non aerobatic operations include:

 Any manoeuvre pertaining to “normal” flight
 Stalls (except whip stalls)
 Lazy eights
 Turns in which the angle of bank is not more than 60°
 Chandelle
Acrobatic manoeuvres, including spins and turns with angle of bank of

more than 60°, are not approved for such a category. In addition, stall
WARNING
with one engine inoperative is forbidden.
Limit load factor could be exceeded by moving flight controls to maxi-

WARNING mum deflection at a speed above VA=VO (118 KIAS, Manoeuvring Speed).
15. MANEUVERS LOAD FACTOR LIMITS

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

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

WEIGHTS
Page 2 - 17
17. FLIGHT CONDITIONS

The aircraft can be equipped for following flight operations (make reference to
Para. 20 concerning the equipment list required on board to allow them):
 VFR Day and Night
 IFR Day and Night including IMC
Flight in expected and/or known icing conditions, in proximity of

storms or in turbulence is forbidden.
WARNING
Additional equipment can be required to fulfil national or spe-

NOTE cific operational requirements. The owner is responsible for ful-
filling these requirements.
NOTE Equipment list is addressed in Section 6.
18. FUEL
2 TANKS: 100 litres each one (26,42 US gallons)

MAXIMUM CAPACITY: 200 litres (52,8 US gallons)
MAXIMUM USABLE FUEL: 194.4 litres (51,35 US gallons)
APPROVED FUEL: MOGAS ASTM D4814
MOGAS EN 228 Super/Super plus (min. RON 95)
AVGAS 100 LL (ASTM D910)
Prolonged use of Aviation Fuel Avgas 100LL results in

greater wear of valve seats and greater combustion deposits
CAUTION
inside cylinders due to higher lead content. It is therefore
suggested to avoid using this type of fuel unless strictly nec-
essary.

FLIGHT CONDITIONS
Page 2 - 18

Page S2 - 19
19 LIMITATIONS PLACARDS
Hereinafter the placards, related to the operating limitations and installed on

P2006T, are reported.
19.1 SPEED LIMITATIONS

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

On the instrument panel, it is placed the following placard reminding the obser-
vance of aircraft operating limitations; Para. 20 addresses the list of equipment re-
quired on board to allow flight operations in VFR Day, VFR Night, IFR Day and
IFR Night conditions.

LIMITATIONS PLACARDS
Page S2 - 20
INTENTIONALLY LEFT IN BLANK

Page 2 - 21
19.3. INFLIGHT ENGINE RESTART

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

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

Page 2 - 22
19.5. ENGINE OIL LEVEL

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

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

Page 2 - 23
19.7. OTHER PLACARDS
Description Placard Place

Smoking ban Instruments panel,
right side
Ditching emer- Ditching emergency

gency exit: exit handle: internal
opening inside
structions

gency exit: exit handle: external
opening inside
structions
Door locking Main door and emer-

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

system: by- gency exit: internal
pass instruc- side
tions
Main door: exit Main door, internal

instructions side
Emergency exit Emergency exit: inter-

label nal and external side

Page 2 - 24

Page 2 - 25

Page 2 - 26
20. KINDS OF OPERATIONS EQUIPMENT LIST
This paragraph reports the KOEL table, concerning the equipment list required on
board to allow flight operations in VFR Day, VFR Night, IFR Day and IFR Night
conditions.
All airplanes are fitted with the standard equipment listed above the red line. Flight
in VFR Day and Night, IFR Day and Night is permitted only if the prescribed
equipment is installed and operational.

KOEL
Page S2 - 27
Equipment VFR Day VFR Night IFR Day IFR Night

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

KOEL
Page S2 - 28

Garmin G950 IFDS -Supplement
Page S3 - 1
SECTION 3 – EMERGENCY PROCEDURES

INDEX
1. INTRODUCTION ............................................................................... 3
2. FAILURES LIST ................................................................................ 5
3. AIRPLANE ALERTS .......................................................................... 7
3.1. Both generators failure ......................................................... 7
3.2. Single generator failure......................................................... 8
3.3. Both generators overvoltage ................................................ 9
3.4. Single generator overvoltage .............................................. 11
3.5. Failed door closure .............................................................. 12
3.6. Pitot heating system failure ................................................ 13
3.7. Coolant liquid low level ....................................................... 14
3.8. Gear Pump failure ................................................................ 15
3.9. Engine fire ............................................................................ 16
4. G950 SYSTEM FAILURES .............................................................. 17
4.1. Loss of information displayed ............................................. 17
4.2. Loss of airspeed information .............................................. 17
4.3. Loss of attitude information ............................................... 18
4.4. Loss of altitude information ................................................ 18
4.5. Loss of vertical speed information ..................................... 19
4.6. Loss of heading information ............................................... 19
4.7. Display failure ...................................................................... 21
5. ENGINE SECURING ........................................................................ 23
6. POWERPLANT EMERGENCIES ...................................................... 25
6.1. Propeller overspeeding ....................................................... 25
6.2. CHT limit exceedance ......................................................... 26
6.3. Oil temperature limit exceedance ...................................... 27
6.4. Oil pressure limits exceedance .......................................... 28
6.5. Low fuel pressure ................................................................ 29
7. OTHER EMERGENCIES .................................................................. 31
7.1. Electrical system overall failure ......................................... 31
7.2. Static ports failure............................................................... 32
7.3. Unintentional flight into icing conditions ........................... 33
7.4. Carburettor icing ................................................................. 33
7.5. Flaps control failure ............................................................ 34
2nd Edition, Rev. 0

Section 3 – Emergency procedures
INDEX
Page S3 - 2
8. ONE ENGINE INOPERATIVE PROCEDURES .................................. 35

8.1. Characteristic airspeeds with one engine inoperative ...... 35
8.2. Inflight engine restart ......................................................... 36
8.3. Engine failure during takeoff run ........................................ 37
8.4. Engine failure during climb ................................................. 38
8.5. Engine failure in flight ......................................................... 38
8.6. One engine inoperative landing .......................................... 39
9. LANDING GEAR SYSTEM FAILURES ............................................. 41
9.1. Emergency landing gear extension .................................... 41
9.2. Nose gear up landing........................................................... 42
9.3. Gear up landing or LG partial extension ............................ 42
9.4. Failed retraction .................................................................. 43
9.5. Unintentional landing gear extension ................................ 43
10. SMOKE AND FIRE OCCURRENCE.................................................. 45
10.1. Engine fire on the ground .................................................. 45
10.2. Engine fire during takeoff run ........................................... 46
10.3. Engine fire in flight ............................................................ 47
10.4. Electrical smoke in cabin on the ground .......................... 47
10.5. Electrical smoke in cabin during flight ............................ 48
11. UNINTENTIONAL SPIN RECOVERY .............................................. 49
12. LANDING EMERGENCIES .............................................................. 50
12.1. Landing without engine power ......................................... 50
12.2. Landing with nose landing gear tire deflated .................. 50
12.3. Landing with a main landing gear tire deflated ............... 50
12.4. Landing without brakes .................................................... 51
13. AIRCRAFT EVACUATION ............................................................... 53
14. DITCHING ....................................................................................... 54
2nd Edition, Rev. 0

INDEX
Page S3 - 3
1. INTRODUCTION
Section 3 includes checklists and detailed procedures for coping various types of
emergency conditions that could arise.
Before operating the aircraft, the pilot should become thoroughly familiar with
the Garmin G950 Pilot‟s Guide for Tecnam P2006T (P/N 190-01146-00) – last
issue - and, in particular, with the present AFM Section.
Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-

01146-00) – last issue - must be carried onboard the airplane
CAUTION at all times.
Further, a continued and appropriate training should be provided.
The Garmin G950 has a very high degree of functional in-

tegrity. However, the pilot must recognize that providing
monitoring and/or self-test capability for all conceivable
system failures is not practical. Although unlikely, it may be
WARNING possible for erroneous operation to occur without a fault in-
dication shown by the G950. It is thus the responsibility of
the pilot to detect such an occurrence by means of cross-
checking with all redundant or correlated information
available in the cockpit.
In case of emergency the pilot should acts as follows:
1. Keep self-control and aircraft control

2. Analyse the situation identifying, if required, the area for a
likely emergency landing
3. Apply the pertinent procedure
4. Inform the Air Traffic Control if time and con-
ditions allow for it
For the safe conduct of later flights, any anomaly and/or fail-
NOTE ure must be communicated to the Authorities in charge of
this, in order to put the aircraft in a fully operational and safe
condition.
2nd Edition, Rev. 0

INTRODUCTION
Page S3 - 4
In this Chapter, following definitions apply:

NOTE
Land as soon as possible: land without delay at the nearest
suitable area at which a safe approach and landing is as-
sured.
Land as soon as practical: land at the nearest approved
landing area where suitable repairs can be made.
2nd Edition, Rev. 0

INTRODUCTION
Page S3 - 5
2. FAILURES LIST
Hereinafter they are reported likely failures/critical conditions that could arise in
flight and that can lead to hazardous situations if not promptly faced in accor-
dance with the procedures addressed in this Flight Manual Section.
Failures and alerts can be broken down as follows:
 Airplane alerts indicated on the G950 Display Annunciation Window,

namely:
 LH and/or RH Generator failure
 LH and/or RH Generator overvoltage
 Failed doors closure and lock
 Pitot heating system failure
 LH and RH engine coolant liquid low level
 Gear Pump electrical supply
 LH and RH engine compartment fire detection
The Annunciation Window displays abbreviated annunciation text. Text
colour is based on alert levels.
Warning alert text is shown in red in the Annunciation Window and is
accompanied by a continuous chime and a flashing WARNING Softkey
annunciation. Selecting the WARNING Softkey acknowledges the pres-
ence of the warning alert and stops the aural chime.
Caution alert text is shown in yellow in the Annunciation Window and is
accompanied by a single chime and a flashing CAUTION Softkey an-
nunciation. Selecting the CAUTION Softkey acknowledges the presence
of the caution alert. Caution voice alerts repeat three times or until ac-
knowledged by selecting the CAUTION Softkey.
All aircraft annunciations can be displayed simultaneously in the Annun-
ciation Window. A white horizontal line separates annunciations that are
acknowledged from annunciations that are not yet acknowledged. Higher
priority annunciations are displayed towards the top of the window.
In order to give a short description about the airplane alerts, text mes-
sages are displayed on the Alerts Window: pressing the ALERTS Softkey
displays the Alerts Window, pressing the ALERTS Softkey a second time
removes the Alerts Window from the display. When the Alerts Window
is displayed, the FMS knob can be used to scroll through the alert mes-
sage list.
2nd Edition, Rev. 0

FAILURES LIST
Page S3 - 6
 G950 System Failures

 Powerplant emergencies, namely:
 Propeller overspeeding
 CHT limit exceedance
 Oil temperature limit exceedance
 Oil pressure limits exceedance
 Low fuel pressure
 Other emergencies, namely:

 Electrical system overall failure
 Static ports failure
 Unintentional flight into icing conditions
 Carburettor icing
 One engine inoperative procedures

 Landing gear system failures
 Smoke and fire occurrence
 Landing emergencies
 Aircraft evacuation
 Ditching
2nd Edition, Rev. 0

FAILURES LIST
Page S3 - 7
3. AIRPLANE ALERTS
Annunciation Window, located to the right of the Altimeter and Vertical Speed
Indicator, supplies 16 alerts for warnings and cautions along with safe operating
annunciations. The colours are as follows:
GREEN: to indicate that pertinent device is turned ON

AMBER: to indicate no-hazard situations which have to be considered and
which require a proper crew action
RED: to indicate emergency conditions
Hereinafter all warning and caution alerts are addressed.
3.1 BOTH GENERATORS FAILURE
Annunciation window Alert window
L ALT FAIL Lh Generator
R ALT FAIL Rh Generator
In event of both L and R ALT FAIL caution alerts displayed, apply following pro-
cedure:
1. FIELD LH and RH BOTH OFF

2. FIELD LH and RH BOTH ON
If both L and R ALT FAIL caution alerts stay displayed

2. CROSS BUS LH and RH BOTH OFF
3. Land as soon as practical
The battery can supply electrical power for at least 30

NOTE
minutes.
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 8
3.2 SINGLE GENERATOR FAILURE
L ALT FAIL Lh Generator
OR
R ALT FAIL Rh Generator
In event of L or R ALT FAIL caution alert displayed, apply following procedure:

1. FIELD LH (or RH) OFF
2. FIELD LH (or RH) ON
If L (or R) ALT FAIL caution alert stay displayed

2. AVIONIC LH OFF
3. ADF OFF
4. Limit the landing light use
if the L (or R) ALT FAIL caution alert persists displayed
1. CROSS BUS LH (or RH) OFF
The battery and a single generator are able to supply

NOTE
the electrical power necessary for the entire mission,
but redundancy is lost.
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 9
3.3 BOTH GENERATORS OVERVOLTAGE
L BUS VOLT HIGH Lh overvoltage
R BUS VOLT HIGH Rh overvoltage
In event of both L and R BUS VOLT HIGH warning alerts displayed, apply fol-
lowing procedure:

if only L (or R) BUS VOLT HIGH stays displayed

2. AVIONIC LH OFF
3. ADF OFF
if both L and R BUS VOLT HIGH stay displayed

If only L (or R) BUS VOLT HIGH alert stays displayed
2. CROSS BUS LH (or RH) ON
3. AVIONIC LH OFF
4. ADF OFF
If both L and R BUS VOLT HIGH alerts stay displayed
NOTE The battery can supply electrical power for at least 30 minutes.
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 10
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 11
3.4 SINGLE GENERATOR OVERVOLTAGE
L BUS VOLT HIGH Lh overvoltage
OR
R BUS VOLT HIGH Rh overvoltage
In event of L or R BUS VOLT HIGH warning alert displayed, apply the follow-
ing procedure:
1 FIELD LH (or RH) OFF

2 FIELD LH (or RH) ON
If BUS VOLT HIGH alert stays displayed
1 FIELD LH (or RH) OFF
2 AVIONIC LH OFF
3 ADF OFF
4 Limit the landing light use
The battery and a single generator are able to supply the

NOTE electrical power necessary for the entire mission, but redun-
dancy is lost.
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 12
3.5 FAILED DOOR CLOSURE
PILOT DR OPEN Main door open
OR
REAR DR OPEN Rear door open
When a door is open and/or unlocked, related PILOT or REAR DR OPEN alert is
displayed. In this case, apply following procedure:
ON THE GROUND
1 Verify door as being correctly closed

2 Try to open the door: if it opens, the locking device is damaged
3 Check engine oil pressure
4 Abort mission.
IN FLIGHT
1 Verify door as being correctly closed

2 If the door is closed, the locking device is damaged
3 Check engine oil pressure
4 If engine oil pressure value is normal (green arc), continue the mission and per-
form an inspection on the ground
5 If door is not closed, advise the passengers about the potential danger
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 13
3.6 PITOT HEATING SYSTEM FAILURE
PITOT HEAT ON Pitot heat
PITOT HEAT Pitot heat
When the Pitot Heating system is activated, the green PITOT HEAT ON safe
operating annunciation is ON; if the amber PITOT HEAT caution alert turns
OFF, then the Pitot Heating system is functioning properly. Anytime the amber
PITOT HEAT caution alert is ON at the same time the green PITOT HEAT ON
safe operating annunciation is ON, then the Pitot Heating system is not function-
ing properly.
In this case apply following procedure:
1 Pitot heat switch OFF

2 Verify Pitot Heating circuit breaker is IN
3 Pitot heat switch ON
4 Check PITOT HEAT caution alert:
if the amber light stays ON, avoid visible moisture and OATs below 10
deg C.
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 14
3.7 COOLANT LIQUID LOW LEVEL
L COOLANT LOW Lh Low Coolant
OR
R COOLANT LOW Rh Low Coolant
When the engine coolant liquid level goes under the lower limit, the related L or R
COOLANT LOW warning alert is displayed. Low coolant level condition leads to
a high CHT. When the warning is displayed, apply following procedure:
1 Check affected engine CHT

2 If CHT is high, reduce the affected engine power
3 Verify if CHT decreases
4 If CHT stabilizes in the green arc, continue the mission
5 If CHT stays high, increase the speed and reduce once more the af-
fected engine power
If CHT exceeds the limit of 135°C

1 Affected engine: SECURE (see engine securing procedure on Para. 5)
2 Land as soon as practical applying one engine inoperative landing pro-
cedure. See Para. 8.6
The shut-down engine restart in flight is permitted, if necessary: see

NOTE inflight engine restart procedure on Para. 8.2
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 15
3.8 GEAR PUMP FAILURE
GEAR PUMP ON Gear powered
The GEAR PUMP ON caution alert is displayed when the landing gear hydraulic
pump is electrically supplied.
After the landing gear retraction, if the TRANS red light is turned OFF and the
GEAR PUMP ON caution stays displayed, this could be the effect of an electrical
failure.
Continue the mission monitoring the caution light.
The gear pump, continuously supplied, causes a current absorp-

NOTE tion which does not affect the mission. Once on the ground,
check the system.
2nd Edition, Rev. 0

AIRPLANE ALERTS
Page S3 - 16
3.9 ENGINE FIRE
LH ENGINE FIRE Left engine fire detected
OR
RH ENGINE FIRE Right engine fire detected
In event of engine fire, the LH or RH ENGINE FIRE warning alert is displayed.

Refer to following procedures:
FIRE ON THE GROUND: see Para. 10.1

FIRE DURING TAKEOFF RUN: see Para. 10.2
FIRE IN FLIGHT: see Para. 10.3
2nd Edition, Rev. 0

Page S3 - 17
4. G950 SYSTEM FAILURES
4.1 LOSS OF INFORMATION DISPLAYED

When a LRU or a LRU function fails, a large red „X‟ is typically displayed on the
display field associated with the failed data.
In most of cases, the red “X” annunciation is accompanied by a

message advisory alert issuing a flashing ADVISORY Softkey
NOTE annunciation which, once selected, acknowledges the presence
of the message advisory alert and displays the alert text message
in the Alerts Window. Refer to G950 Pilot’s Guide for Tecnam
P2006T (P/N 190-01146-00), last issue, Appendix A, Message
Advisories list.
4.2 LOSS OF AIRSPEED INFORMATION
AIRSPEED FAIL
(RED X ON DISPLAY FIELD)
Display system is not receiving airspeed input

from the Air Data Computer.
INSTRUCTION: revert to standby analogical airspeed indicator
2nd Edition, Rev. 0

G950 SYSTEM FAILURES
Page S3 - 18
4.3 LOSS OF ATTITUDE INFORMATION
ATTITUDE FAIL
Display system is not receiving attitude information

from the AHRS.
INSTRUCTION: revert to standby analogical attitude indicator
4.4 LOSS OF ALTITUDE INFORMATION
ALTITUDE FAIL
Display system is not receiving altitude input

INSTRUCTION: revert to standby analogical altitude indicator
2nd Edition, Rev. 0

Page S3 - 19
4.5 LOSS OF VERTICAL SPEED INFORMATION
VERT SPEED FAIL

Display system is not receiving vertical speed input

INSTRUCTION: determine vertical speed on the basis of altitude information
4.6 LOSS OF HEADING INFORMATION
HDG
Display system is not receiving

valid heading input from AHRS.
INSTRUCTION: revert to magnetic compass
2nd Edition, Rev. 0

Page S3 - 20
2nd Edition, Rev. 0

Page S3 - 21
4.7 DISPLAY FAILURE
In the event of a display failure, the G950 System automatically switches to re-
versionary (backup) mode. In reversionary mode, all important flight information
is presented on the remaining display in the same format as in normal operating
mode. The change to backup paths is completely automated for all LRUs and no
pilot action is required.
if the system fails to detect a display problem
1. DISPLAY BACKUP button PUSH
If a display fails, the related Integrated Avionics Unit (IAU) is

cut off and can no longer communicate with the remaining dis-
CAUTION
play: consequently the NAV and COM functions provided to the
failed display by the Integrated Avionics Unit are flagged as
invalid on the remaining display.
2nd Edition, Rev. 0

Page S3 - 22
2nd Edition, Rev. 0

Page S3 - 23
5. ENGINE SECURING
Following procedure is applicable to shut-down one engine in flight:
1. Throttle Lever IDLE

2. Propeller Lever FEATHER
3. Ignition BOTH OFF
4. Fuel Selector OFF
5. Electrical fuel pump OFF
6. AVIONIC LH OFF
7. ADF OFF
If necessary, this procedure is applicable to both engines. When

NOTE both engines are secured, both CROSS BUS switches must be set
to OFF: the battery will supply electrical power for at least 30
minutes.
2nd Edition, Rev. 0

ENGINE SECURING
Page S3 - 24
2nd Edition, Rev. 0

Page S3 - 25
6. POWERPLANT EMERGENCIES
6.1 PROPELLER OVERSPEEDING
The aircraft is fitted with propeller/governor set by MT-Propeller in such a way

that the maximum propeller rpm exceedance is prevented. In case of propeller
overspeeding in flight, apply following procedure:
1. Throttle Lever REDUCE power

2. Propeller Lever DECREASE rpm as practical (not in feathering)
3. RPM indicator CHECK
If it is not possible to decrease propeller rpm, apply affected engine securing pro-
cedure (see Para..5) and land as soon as practical applying one engine inopera-
tive landing procedure (See Para. 8.6).
Maximum propeller rpm exceedance may cause the engine compo-

nents damage. Propeller and engine shall be inspected in accor-
CAUTION
dance with applicable Operators Manuals – last issue.
2nd Edition, Rev. 0

POWERPLANT EMERGENCIES
Page S3 - 26
6.2 CHT LIMIT EXCEEDANCE

If CHT exceeds its limit, apply following procedure:
1. Check affected engine CHT
If CHT is high, reduce the power

Verify CHT decreasing
1. If CHT stabilizes in the green arc: continue the mission
2. If CHT stays high: increase the speed, reduce the affected engine power fur-
ther and land as soon as practical
3. If CHT exceeds the limit of 135°C:
 check OIL TEMP

 adjust the power and land as soon as practical
2nd Edition, Rev. 0

Page S3 - 27
6.3 OIL TEMPERATURE LIMIT EXCEEDANCE
If oil temperature exceeds maximum limit (130°C), apply following procedure:
Maximum oil temperature limit exceedance can be the final ef-

NOTE fect of different causes: excessive friction between moving en-
gine components, thermostatic valve failure, oil leakage from
the circuit (with related pressure reduction) etc.
1. OIL PRESS CHECK (verify if decreasing)
If oil pressure is within the limits, apply following procedure:
1. Throttle Lever first REDUCE affected engine power by 10%

2. Propeller Lever Keep high the propeller rpm to allow the oil
pump for maintaining a sufficient oil flow
3. OIL TEMP CHECK (verify if come back within the limits)
4. Airspeed INCREASE if OIL TEMP does not decrease
5. OIL TEMP CHECK (verify if come back within the limits)
If oil temperature does not come back within the limits, the thermo-
static valve, regulating the oil flow to the heat exchangers, could be
damaged. In this case:
1. Land as soon as practical keeping the affected engine set to the

minimum necessary power
2. Keep ready for engine securing procedure in case of a second anomaly
indicated (low pressure, high CHT)
An excessive oil pressure decreasing leads to a high pitch

propeller configuration with consequent propeller feathering
WARNING
and engine stopping.
2nd Edition, Rev. 0

Page S3 - 28
6.4 OIL PRESSURE LIMITS EXCEEDANCE

If oil pressure exceeds its lower or upper limit (0.8 – 7 bar), apply following pro-
cedure:
An excessive oil pressure decreasing leads to a high pitch

propeller configuration with consequent propeller feathering
WARNING and engine stopping.
An excessive oil pressure value can be counteracted by de-

NOTE creasing propeller rpm.
1. OIL PRESS CHECK (verify if out of limits)
If oil pressure exceeds upper limit (7 bar)
1. Throttle Lever first REDUCE affected engine power by 10%

2. Propeller Lever Keep low rpm
3. OIL PRESS CHECK (verify if came back within the limits)
If oil pressure is under the lower limit (0.8 bar)
If oil pressure is continuously decreasing
Affected engine: apply engine securing procedure (see Para. 5) and land as soon
as practical applying one engine inoperative landing procedure (See Para. 8.6).
2nd Edition, Rev. 0

Page S3 - 29
6.5 LOW FUEL PRESSURE

If fuel pressure decreases below the lower limit (2.2 psi), apply following proce-
dure:
1. Fuel press CHECK

2. Fuel quantity CHECK
Monitor the fuel consumption:
If a fuel leakage is deemed likely
1. Land as soon as practical.
If a fuel leakage can be excluded and the fuel quantity is low:
2. Feed the affected engine by means of opposite side fuel tank
If the fuel quantity is not low
3. Electrical fuel pump ON

4. Fuel press CHECK (verify if come back within the limits)
If pressure does not come back within the limits
2nd Edition, Rev. 0

Page S3 - 30
2nd Edition, Rev. 0

Page S3 - 31
7. OTHER EMERGENCIES
7.1 ELECTRICAL SYSTEM OVERALL FAILURE

In case of electrical system overall failure, apply following procedure:
1. Emergency light (if necessary) ON

2. Standby attitude indicator switch ON
3. MASTER SWITCH OFF

5. MASTER SWITCH ON
If failure persists
1. Land as soon as possible applying emergency landing gear extension

procedure (see Para. 9.1)
An electrical system overall failure prevents flaps operation:

landing distance without flaps increases of about 25%.
WARNING
2nd Edition, Rev. 0

OTHER EMERGENCIES
Page S3 - 32
7.2 STATIC PORTS FAILURE

In case of static ports failure, the alternate static port in the cabin (shown below)
must be activated.
In this case apply following procedure:
1. Cabin ventilation OFF (hot and cold air)

2. ALTERNATE STATIC PORT VALVE OPEN
3. Continue the mission
2nd Edition, Rev. 0

OTHER EMERGENCIES
Page S3 - 33
7.3 UNINTENTIONAL FLIGHT INTO ICING CONDITIONS
1. Carburettor heat BOTH ON

2. Pitot heat ON
3. Head, if practical, toward a zone with higher temperature, changing alti-
tude and/or direction.
4. Control surfaces Move continuously to avoid locking
5. Propellers rpm INCREASE to prevent ice build-up on the blades
In event of ice build-up in correspondence of wing leading

edges, stall speed increases.
WARNING
7.4 CARBURETTOR ICING
DURING TAKEOFF
The carburettor icing in “full throttle” mode is unlikely, so the takeoff must nor-
mally be performed with carburettor heat OFF.
IN FLIGHT
With external temperatures below 15° C, or on rainy days or with humid, cloudy,
hazy or foggy conditions or whenever a power loss is detected, activate carburet-
tor heat until the engine power is restored.
2nd Edition, Rev. 0

OTHER EMERGENCIES
Page S3 - 34
7.5 FLAPS CONTROL FAILURE
DURING TAKEOFF
In case of unintentional flaps retraction, or if the flaps control

fails, and if the takeoff cannot be aborted, consider that the dis-
CAUTION tances without flaps increase by about 20%.
1. Airspeed Below 93 KIAS

DURING APPROACH/LANDING
In case of unintentional flaps retraction or if the flaps control

fails, consider that the stall speed without flaps is 66 KIAS and
CAUTION landing distance without flaps increases by about 25%.
1. Airspeed Over 75 KIAS

2. Land as soon as practical using the overall runway length and the brakes
power
2nd Edition, Rev. 0

OTHER EMERGENCIES
Page S3 - 35
8. ONE ENGINE INOPERATIVE PROCEDURES
The ineffectiveness of one engine results in an asymmetric traction

NOTE condition which tends to yaw and to bank the aircraft. In this condi-
tion it is essential to maintain the direction of flight compensating
the lower traction through the operating engine and counteracting
the yawing effects through the use of pedals and rudder trim . To
improve the efficiency, it is preferred to bank the aircraft to the side
of the operating engine by about 5°.
Depending upon the circumstances that may arise, apply the emer-
gency procedure as below.
8.1 CHARACTERISTIC AIRSPEEDS WITH ONE ENGINE INOPERA-

TIVE
In case of one engine inoperative condition, pilot shall take into account the air-
speeds shown below:
Speed
Conditions
(KIAS)
Minimum aircraft control speed with one engine inoperative and
62
flaps set to T.O. (VMC)
Best rate-of-climb speed with one engine inoperative (VYSE) 80
During one engine inoperative conditions, it is recommended to

NOTE keep an airspeed above 70 KIAS (VSSE).
2nd Edition, Rev. 0

ONE ENGINE INOPERATIVE PROCEDURES
Page S3 - 36
8.2 INFLIGHT ENGINE RESTART
It is preferred to restart the engine at an altitude below 4000ft

NOTE and at the suggested speed of 80 KIAS or more
1. Carburettor heat ON if required

3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. Ignition BOTH ON
7. Operating engine Throttle Lever IDLE (if practical)
8. Stopped engine Throttle Lever IDLE
9. Stopped engine Propeller Lever FULL FORWARD
10. Start push-button PUSH
11. Propeller Lever SET at desired rpm
12. FIELD ON
13. Engine throttle levers SET as required
NOTE If the fuel quantity in the tank which feeds the stopped engine is
low, select the opposite side fuel tank by means of the fuel se-
lector.
In case of unsuccessful engine restart:
1. SECURE engine (see engine securing procedure on Para.5)

2. Land as soon as practical applying one engine inoperative landing procedure. See
Para. 8.6
In case of successful engine restart:
After engine restart, if practical, moderate propeller rpm to al-

CAUTION
low the temperatures for stabilizing in the green arcs.
2nd Edition, Rev. 0

Page S3 - 37
8.3 ENGINE FAILURE DURING TAKEOFF RUN
If the space is enough to abort the takeoff:
1. Throttle Lever BOTH IDLE

2. Flaps 0°
3. Brakes As required
Failed Engine
4. Ignition BOTH OFF

5. Field OFF
6. Electrical fuel pump OFF
If the space is NOT enough to abort the takeoff:
1. Operating engine Throttle Lever FULL THROTTLE

2. Operating engine Propeller Lever FULL FORWARD
4. Attitude and heading CHECK
Once in flight
5. Landing gear control lever UP

7. Flaps 0°
At safe altitude
8. Inoperative engine Propeller Lever FEATHER

9. Inoperative engine SECURE
10. Operating engine Check engine instruments
11. Operating engine Fuel Selector Check correct feeding (crossfeed
if needed)
12. Land as soon as practical applying one engine inoperative landing procedure.
See Para. 8.6
2nd Edition, Rev. 0

Page S3 - 38
8.4 ENGINE FAILURE DURING CLIMB

3. Operating engine Propeller Lever FULL FORWARD
4. Rudder Keep heading control
See Para. 8.6.
8.5 ENGINE FAILURE IN FLIGHT

2. Operating engine Monitor engine instruments
3. Operating engine Fuel Selector Check correct feeding
(crossfeed if needed)
Keep the “one engine inoperative conditions” flight parame-

ters.
WARNING

See Para. 8.6
2nd Edition, Rev. 0

Page S3 - 39
8.6 ONE ENGINE INOPERATIVE LANDING
Preparation:
1. Seat belts Tightly fastened

2. Landing lights As required
3. Operating engine Fuel Selector Check correct feeding
(crossfeed if needed)
4. Inoperative engine Propeller Lever CHECK FEATHER
5. Inoperative engine CHECK SECURED
NOTE Perform normal touchdown and deceleration on the ground.
2nd Edition, Rev. 0

Page S3 - 40
2nd Edition, Rev. 0

Page S3 - 41
9. LANDING GEAR SYSTEM FAILURES
9.1 EMERGENCY LANDING GEAR EXTENSION
The failed landing gear extension is identified by means of the

NOTE LG position green lights which do not illuminate: this indicates
the landing gear is not extended and/or locked. Crew can also
verify the lights operating status with a dedicated push-to-test
button. In addition, the red light TRANS indicates that one or
more legs are moving and the GEAR PUMP ON amber light
on the Annunciation Window indicates the operating status of
the hydraulic gear pump.
1. Airspeed below 93 KIAS

2. Landing gear control lever DOWN
3. Emergency gear extension panel REMOVE (pull to open)
4. RH control lever ROTATE 90° counterclockwise
5. LH control lever ROTATE 90° counterclockwise
The emergency landing gear extension operation takes about

NOTE 20 sec.
2nd Edition, Rev. 0

LANDING GEAR SYSTEM FAILURES
Page S3 - 42
9.2 NOSE GEAR UP LANDING
The procedure applies in cases where the nose landing gear is not completely
extended and locked as a result of applying the emergency extension.
In this case:
- perform landing with nose up attitude and keep nose up as long as pos-
sible, then apply aircraft evacuation procedure (see Para. 13).
9.3 GEAR UP LANDING OR PARTIAL LG EXTENSION
The following procedure applies in cases where one or

both main landing gear legs are not completely extended
CAUTION
and locked as a result of applying the emergency exten-
sion.
Preparation
1. Safety belts Tightly fastened

2. Landing light As required
4. Green lights and TRANS light CHECK OFF
5. If landing gear position is unsure, perform, if practical, a tower fly-by to
have confirmation about legs position
When landing gear UP position is confirmed:
6. Land keeping a slight nose-up attitude and keeping the wings levelled.
7. Just before ground contact - Ignitions: ALL OFF
After touch down:
8. LH and RH Fuel Selector BOTH OFF

9. LH and RH Electrical fuel pump BOTH OFF
Evacuate the aircraft immediately after the landing
2nd Edition, Rev. 0

Page S3 - 43
9.4 FAILED RETRACTION
This procedure applies in case of failed landing gear retraction

after takeoff.
WARNING

3. If needed, refer to emergency landing gear extension procedure. See Para. 9.1
9.5 UNINTENTIONAL LANDING GEAR EXTENSION
The unintentional landing gear extension condition is signalled by:

- Significant aerodynamic noise increase
- Slight nose-down pitch moment easy to be counteracted
If the TRANS light is turned on, at least one leg is moving: apply following pro-
cedure:

3. Check landing gear lights indications
2nd Edition, Rev. 0

Page S3 - 44
2nd Edition, Rev. 0

Page S3 - 45
10. SMOKE AND FIRE OCCURRENCE
10.1 ENGINE FIRE ON THE GROUND
1. Cabin heat and defrost OFF

2. Fuel Selector BOTH OFF
3. Ignitions ALL OFF
4. Electrical fuel pump BOTH OFF
6. Parking Brake ENGAGED
7. Evacuate the aircraft quickly
2nd Edition, Rev. 0

SMOKE AND FIRE OCCURRENCE
Page S3 - 46
10.2 ENGINE FIRE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT

3. Brakes As required
With aircraft under control
5. Cabin heat and defrost BOTH OFF
8. MASTER SWICTH OFF
9. Parking Brake ENGAGED
10. Evacuate the aircraft quickly
At propellers stopped, evacuate the aircraft preferably from the

NOTE opposite side with respect to the fire.
AFTER ROTATION
If the remaining runway is not enough to abort the takeoff, con-

NOTE sider that the climb performance with one engine inoperative
shall be equal to about 300 ft / min (ISA s.l. MTOW). So after you
identify the engine failed, proceed as follows:

4. Fire affected engine Propeller Lever FEATHER
5. Landing gear control lever UP (with positive rate of climb)
At safe altitude
6. Fire affected engine Fuel Selector OFF
7. Fire affected engine Ignition BOTH OFF
9. Fire affected engine Electrical fuel pump OFF
10. Fire affected engine FIELD OFF
11. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 8.6
2nd Edition, Rev. 0

Page S3 - 47
10.3 ENGINE FIRE IN FLIGHT

2. Airspeed Above 70 KIAS
3. Fire affected engine Fuel Selector OFF
4. Fire affected engine Throttle Lever FULL FORWARD
5. Fire affected engine Propeller Lever FEATHER
6. Fire affected engine Ignition BOTH OFF
7. Fire affected engine Electrical fuel pump OFF
9. Fire affected engine FIELD OFF
10. Cabin ventilation OPEN
11. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 8.6
10.4 ELECTRICAL SMOKE IN CABIN ON THE GROUND

3. Cabin heat and defrost OFF
At propellers stopped, evacuate the aircraft
2nd Edition, Rev. 0

Page S3 - 48
10.5 ELECTRICAL SMOKE IN CABIN DURING FLIGHT
1. Emergency light ON
2. Standby attitude indicator switch ON
5. Cabin ventilation OPEN if required
6. Verify the effect on the smoke
7. If practical, gain VMC conditions
If smoke persists:
2. FIELD RH ON
3. Verify the effect on the smoke
4. FIELD LH ON
If smoke disappears, land as soon as practical
If smoke persists

2. Land as soon as possible and evacuate the aircraft
3. In case of fire, direct the fire extinguisher toward the base of flame
If the MASTER SWITCH is set to OFF, consider that flaps and

landing gear (normal mode) extension require battery electri-
CAUTION cal supply.
2nd Edition, Rev. 0

Page S3 - 49
11. UNINTENTIONAL SPIN RECOVERY
The spin recovery has not been demonstrated during certifica-

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

is forbidden.
WARNING
2nd Edition, Rev. 0

UNINTENTIONAL SPIN RECOVERY
Page S3 - 50
12. LANDING EMERGENCIES
12.1 LANDING WITHOUT ENGINE POWER

Both engines failure condition requires both propellers feath-
ered and aircraft attitude set to maximum efficiency until field,
CAUTION on which to perform an emergency landing, is selected.
1. Airspeed 90 KIAS
2. Flaps Only in base/final leg
To shorten the landing gear extension time, evaluate the possi-

bility to use the emergency extension control. In this way the
CAUTION
time required to complete the extension is shorter by about 8
sec.
4. Select landing field (check for obstacles and wind)

5. Safety belts FASTEN
Before touch down
12.2 LANDING WITH NOSE LANDING GEAR TIRE DEFLATED
Perform landing with nose up attitude and keep nose up as long as possible.
12.3 LANDING WITH A MAIN LANDING GEAR TIRE DEFLATED
1. Flaps FULL
2. Align the aircraft with the side of the runway opposite to the side of
the deflated tire.
3. First contact with tire inflated, keep the aircraft banked as long as
possible.
4. Keep the heading control
2nd Edition, Rev. 0

LANDING EMERGENCIES
Page S3 - 51
12.4 LANDING WITHOUT BRAKES

Select an airport (if practical) with a suitable runway
length. Otherwise, evaluate the possibility to perform a
CAUTION
gear up landing (refer to procedure reported on Para.
9.3).
In order to avoid fire risks for likely collisions, apply fol-

NOTE lowing procedures immediately after ground contact
After the touch down

Should you be in the need of avoiding impact with any obstacles on the runway
2nd Edition, Rev. 0

LANDING EMERGENCIES
Page S3 - 52
2nd Edition, Rev. 0

Page S3 - 53
13. AIRCRAFT EVACUATION

It is possible apply this procedure with engines stopped and using fuselage
doors and the ditching emergency exit.
Verify (if not yet performed):
5. Evacuate the aircraft using emergency exits
2nd Edition, Rev. 0

AIRCRAFT EVACUATION
Page S3 - 54
14. DITCHING
Intentional ditching is forbidden. Following procedure is

purely indicative.
CAUTION
1. Landing gear UP
3. Flaps FULL
Before water impact

9. Impact speed 55 KIAS
Contact with water must be done with the wave parallel to the direction of flight
and with the nose up. Once in the water, the aircraft must be evacuated using the
following procedure:
10. Rotate ditching emergency exit handle (cabin head)

11. Push the door outward
12. Evacuate the aircraft
It would be advisable to perform ditching alongside or in front of

NOTE a boat to be quickly rescued.
2nd Edition, Rev. 0

DITCHING
Page S3 - 55
2nd Edition, Rev. 0

Page S3 - 56
2nd Edition, Rev. 0

Garmin G950 IFDS - Supplement
Page S4 - 1
SECTION 4 – NORMAL PROCEDURES
INDEX
1. INTRODUCTION ............................................................................................... 3
2. AIRSPEEDS FOR NORMAL OPERATIONS ......................................................... 5
3. PREFLIGHT CHECKS ....................................................................................... 7

3.1 Aircraft walk-around .................................................................................. 7
3.2 Cockpit inspections ................................................................................. 14
4. CHECKLISTS ................................................................................................. 17
4.1 Engine starting ........................................................................................ 17
4.2 Before taxiing .......................................................................................... 18
4.3 Taxiing..................................................................................................... 19
4.4 Prior to takeoff ........................................................................................ 19
4.5 Line-up ..................................................................................................... 20
4.6 Takeoff and climb .................................................................................... 21
4.7 Cruise ...................................................................................................... 21
4.8 Before landing ......................................................................................... 22
4.9 Balked landing ......................................................................................... 22
4.10 After landing .......................................................................................... 22
4.11 Engine shut down .................................................................................. 23
4.12 Postflight checks ................................................................................... 23
2nd Edition, Rev. 0

Section 4 – Normal procedures
INDEX
Page S4 - 2
2nd Edition, Rev. 0

Page S4 - 3
1. INTRODUCTION
Section 4 describes checklists and recommended procedures for the conduct of
normal operations for P2006T aircraft.
G950 system use

For safety reasons, G950 operational procedures must be learned on the ground.
Document Garmin G950 Pilot‟s Guide for Tecnam P2006T (P/N 190-01146-00)
– last issue, reports detailed instructions to operate the system in subject. Make
always reference to the above mentioned document.
Garmin G950 Pilot’s Guide for Tecnam P2006T (P/N 190-

01146-00) – last issue - must be carried onboard the airplane
CAUTION at all times.
To reduce the risk of unsafe operation, carefully review and

understand all aspects of the G950 Pilot’s Guide documenta-
WARNING
tion at the last issue and the AFM for the aircraft. Thor-
oughly practice basic operation prior to actual use. During
flight operations, carefully compare indications from the
G950 to all available navigation sources, including the in-
formation from other NAVAIDs, visual sightings, charts, etc.
For safety purposes, always resolve any discrepancies before
continuing navigation.
Do not use basemap (land and water data) information for

primary navigation. Basemap data is intended only to sup-
WARNING
plement other approved navigation data sources and should
be considered as an aid to enhance situational awareness.
Do not use outdated database information. Databases used
in the G950 system must be updated regularly in order to en-
sure that the information remains current. Pilots using any
outdated database do so entirely at their own risk..Make ref-
erence to “Garmin G950 Pilot’s Guide for the Tecnam
P2006T” (P/N 190-01146-00), last issue, Appendix B con-
cerning SD card use and databases.
For safety reasons, G950 operational procedures must be
learned on the ground.
WARNING
2nd Edition, Rev. 0

INTRODUCTION
Page S4 - 4
Because of variation in the earth’s magnetic field, operating

the G950 within the following areas could result in loss of
WARNING
reliable attitude and heading indications. North of 72° North
latitude at all longitudes; South of 70° South latitude at all
longitudes; North of 65° North latitude between longitude
75° W and 120° W. (Northern Canada); North of 70° North
latitude between longitude 70° W and 128° W. (Northern
Canada); North of 70° North latitude between longitude 85°
E and 114° E. (Northern Russia); South of 55° South latitude
between longitude 120° E and 165° E. (Region south of Aus-
tralia and New Zealand).
The altitude calculated by G950 GPS receivers is geometric
height above Mean Sea Level and could vary significantly
WARNING
from the altitude displayed by pressure altimeters, such as
the GDC 74A Air Data Computer, or other altimeters in air-
craft. GPS altitude should never be used for vertical naviga-
tion. Always use pressure altitude displayed by the G950
PFD or other pressure altimeters in aircraft.
If the pilot profile is changed during the flight, the HSI
NOTE could not indicate the correct LOC or VOR indication until
the pilot manually tunes the active frequency. Make sure
that the displayed indication on the HSI indicator is consis-
tent with the selected frequency.
The data contained in the terrain and obstacle databases
NOTE comes from government agencies. Garmin accurately proc-
esses and cross-validates the data, but cannot guarantee the
accuracy and completeness of the data. Make reference to
“Garmin G950 Pilot’s Guide for the Tecnam P2006T” (P/N
190-01146-00), last issue, Appendix B concerning SD card
use and databases.
Use of polarized eyewear may cause the flight displays to

NOTE appear dim or blank.
2nd Edition, Rev. 0

INTRODUCTION
Page S4 - 5
2. AIRSPEEDS FOR NORMAL OPERATIONS
The following airspeeds are those which are significant for normal operations.
FLAPS 1180kg (2600lb)

Rotation Speed (in takeoff, VR) T/O 64 KIAS
Best Angle-of-Climb Speed (VX) 0° 80 KIAS
Best Rate-of-Climb speed (VY) 0° 80 KIAS
Approach speed T/O 90 KIAS
Final Approach Speed FULL 70 KIAS
Manoeuvring speed (VA) 0° 118 KIAS
Never Exceed Speed (VNE) 0° 167 KIAS
For training purposes, keep speed above following reference data before setting
one engine to zero thrust condition (i.e. propeller lever full forward and throttle
lever set at 15 mmHg MAP):
Safe single engine speed (VSSE) 70 KIAS
2nd Edition, Rev. 2

AIRSPEEDS FOR NORMAL OPERATIONS
Page S4 - 6
2nd Edition, Rev. 0

Page S4 - 7
3. PREFLIGHT CHECKS
Before every flight a complete aircraft inspection shall be performed as below indicated.
3.1 AIRCRAFT WALK-AROUND
To perform the aircraft walk-around, carry out the checklists according to the pattern
shown in Figure 4-1.
If ignition switches are turned ON, a propeller movement can
cause the engine starting with consequent hazard for people
WARNING nearby.
Visual inspection is defined as follows: check for defects, cracks, de-

NOTE lamination, excessive play, unsafe or improper installation as well as
for general condition, presence of foreign objects, slippage markers
etc. For control surfaces, visual inspection also involves additional
check for freedom of movement. Always check the ground in the area
of the aircraft for evidence of fuel, oil or operating fluids leakages.
Figure 4.1
2nd Edition, Rev. 0

PREFLIGHT CHECKS
Page S4 - 8
1 Pilot door and cabin Check door for integrity. Turn ON the Master
Switch and check Stall Warning switch for
operation and condition; check lighting of
Landing/Taxi/Nav/Strobe lights, then turn
OFF the Master Switch.
2 Left main landing gear Check fuselage skin status, tire status (cuts,
bruises, cracks and excessive wear), slippage
markers integrity, gear structure and shock
absorber, hoses, gear door attachments and
gear micro-switches. There should be no sign
of hydraulic fluid leakage.
3 Wheel chock Remove if employed
4 Propeller and spinner The propeller blades and spinner should be
free of cracks, nicks, dents and other defects
and should rotate freely. Check fixing and
lack of play between blades and hub.
5 Left engine nacelle Perform following inspections:
a) Check the surface conditions.

b) Nacelle inlets and exhausts openings
must be free of obstructions. If inlet
and outlet plugs are installed, they
should be removed.
c) Check radiators. There should be no
indication of leakage of fluid and they
have to be free of obstructions.
d) Only before the first flight of a day:
(1) Verify coolant level in the ex-
pansion tank, replenish as re-
quired up to top (level must be
at least 2/3 of the expansion
tank).
(2) Verify coolant level in the
overflow bottle through the
slot under the nacelle: level
must be between min. and
max. mark. Replenish if re-
quired removing the upper
cowling; after that, install up-
per cowling checking for inter-
ferences with radiators
2nd Edition, Rev. 0

PREFLIGHT CHECKS
Page S4 - 9
(3) Turn the propeller by hand to

and fro, feeling the free rota-
tion of 15°or 30° before the
crankshaft starts to rotate. If
the propeller can be turned be-
tween the dogs with practi-
cally no friction at all further
investigation is necessary.
Turn propeller by hand in di-
rection of engine rotation sev-
eral times and observe engine
for odd noises or excessive re-
sistance and normal compres-
sion.
e) Check oil level and replenish as re-
quired. Prior to oil check, switch off
both ignitions circuits and turn the
propeller by hand in direction of en-
gine rotation several times to pump
oil from the engine into the oil tank,
or let the engine idle for 1 minute.
This process is finished when air is
returning back to the oil tank and can
be noticed by a murmur from the open
oil tank. Prior to long flights oil
should be added so that the oil level
reaches the “max” mark.
f) Drain off Gascolator for water and
sediment (drain until no water comes
off). Then make sure drain valve is
closed.
g) Check drainage hoses clamps
h) Verify all parts are fixed or locked.
i) Verify all inspection doors are closed.
6 Air induction system Check engine air inlet for integrity and cor-
rect fixing. The air intake filter must be free
of obstructions.
2nd Edition, Rev. 0

PREFLIGHT CHECKS
Page S4 - 10
7 Left fuel tank Check that the refuelling port cap is properly
secured, then perform the fuel tank sump
drainage operating the related valve which,
after operation, must be checked closed. Fuel
must checked for water and sediment. Verify
the tank vent outlet is clear.
8 Landing and taxi lights Visual inspection

9 Left wing leading edge Visual inspection. Check cabin ventilation
inlet and carburettor heating inlet for condi-
tion and free of obstruction. Check stall strip.
10 Left wing top and bottom panels Visual inspection
11 Left winglet, nav and strobe Check for integrity and fixing
lights, static discharge wick
12 Left aileron and balance mass Visual inspection, remove tie-down devices
and control locks if employed.
13 Left Flap and hinges Visual inspection
14 Left static port Remove protective cap – Visual inspection

15 Antennas Check for integrity
16 Gear pump, external power and Check emergency landing gear extension
battery compartment system pressure (low pressure limit: 20 bar),
external power and battery compartments
closure.
17 Horizontal and vertical empennage Check the actuating mechanism of control

and tabs. Static discharge wicks. surfaces and the connection with related tabs.
Check wicks for integrity. Remove tie-down
device if employed.
18 Stabilator leading edge Check for integrity

19 Fuselage top and bottom skin Visual inspection
20 Right static port Remove protective cap – Visual inspection
21 Right Flap and hinges Visual inspection
22 Right aileron and balance weight Visual inspection, remove tie-down devices
and control locks if employed.
23 Right winglet, nav and strobe Check for integrity and fixing and lighting
lights, static discharge wick
24 Right wing top and bottom panels Visual inspection
25 Right wing leading edge Visual inspection. Check cabin ventilation

inlet and carburettor heating inlet for condi-
tion and free of obstruction. Check stall strip.
2nd Edition, Rev. 0

PREFLIGHT CHECKS
Page S4 - 11
26 Right fuel tank Check that the refuelling port cap is properly
secured, then perform the fuel tank sump
drainage operating the related valve which,
after operation, must be checked closed. Fuel
must checked for water and sediment. Verify
the tank vent outlet is clear.
27 Propeller and spinner: The propeller blades and spinner should be

free of cracks, nicks, dents and other
defects and should rotate freely. Check fixing
and lack of play between blades and hub.
28 Right engine nacelle Apply check procedure reported in the walk-

around station 5 and 6
29 Passenger door and cabin Check door for integrity. Check safety belts
for integrity and baggage for correct posi-
tioning and fastening. Check ditching emer-
gency exit safety lock. Check passengers ven-
tilation ports for proper setting.
30 Right main landing gear Apply check procedure reported in the walk-
around Station 2
32 Wheel chock Remove if employed
33 Bottom fuselage antennas Check for integrity
34 Right cabin ram-air inlet Visual inspection
35 Right Pitot tube Remove protective cap and check for any ob-
struction
36 Nose landing gear Check tire status (cuts, bruises, cracks and
excessive wear),slippage markers integrity,
gear structure and retraction mechanism,
shock absorber and gear doors attachments.
There should be no sign of hydraulic fluid
leakage.
37 Radome Check for integrity

38 Radome access door Visual inspection
39 Left Pitot tube Remove protective cap and check for any ob-
struction
40 Left cabin ram-air inlet Visual inspection
2nd Edition, Rev. 0

PREFLIGHT CHECKS
Page S4 - 12
Avoid blowing inside Pitot-tube and inside airspeed indicator system's

NOTE static ports as this may damage instruments.
2nd Edition, Rev. 0

PREFLIGHT CHECKS
Page S4 - 13
2nd Edition, Rev. 0

Page S4 - 14
3.2 COCKPIT INSPECTIONS

Make sure that passengers are familiar with the safety belts and emer-
gency exits employment and that they do not smoke on board. Passengers
NOTE boarding, paying attention to the propeller disc, is under the pilot’s re-
sponsibility.
Clean the displays using a clean, lint-free cloth and an eyeglass lens
cleaner that is specified as safe for anti-reflective coatings. Cleaners con-
CAUTION
taining ammonia will harm the anti-reflective coating.
1. Parking brake CHECK ENGAGED

2. AFM and Garmin Pilot‟s Guide CHECK on board
3. Weight and balance CHECK if within the limits
4. Flight controls Remove seat belt used as lock
5. PFD and MFD CHECK clean
6. Seat Adjust as required
7. Seat belt Fastened
8. Passenger briefing Completed
9. Doors CLOSED AND LOCKED
10. Landing gear control lever CHECK DOWN
11. Breakers All ON
12. MASTER SWITCH ON
14. RH fuel selector RIGHT
15. LH fuel selector LEFT
16. RH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
17. RH Electrical Fuel pump OFF, check pressure decreased at zero
18. LH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
19. LH Electrical Fuel pump OFF, check pressure decreased at zero
20. Strobe light ON
21. Landing gear lights TEST
22. ELT CHECK set to ARM
23. Fire detector TEST
24. Engine levers friction Adjust if required
25. Flight controls CHECK free
26. Alternate static port CHECK closed
27. Cabin heat CLOSED
28. Flaps Operate control to FULL position, veri-
fying extension. Then retract flaps.
29. Pitch trim control Set to neutral position.
30. Rudder trim control Set to neutral position.
2nd Edition, Rev. 0

PREFLIGHT CHECKS
Page S4 - 15
2nd Edition, Rev. 0

PREFLIGHT CHECKS
Page S4 - 16
2nd Edition, Rev. 0

Page S4 - 17
4. CHECKLISTS
Procedures hereinafter described shall be applied after preflight checks
NOTE have been completed.
4.1 ENGINE STARTING
Avionics switches must be set OFF during engine starting to pre-

vent avionic equipment damage.
CAUTION
1 Start clearance CHECK
It would be advisable to start first the right engine. If needed for particular
NOTE
operations, left engine can be started first by reversing the procedure re-
ported herein.
Right engine starting
2 RH Throttle lever IDLE

3 RH Carburetor heat OFF
4 RH Propeller Lever FULL FORWARD
5 RH Choke ON if required
6 RH Electrical Fuel pump ON, check advisory light ON
7 RH engine propeller zone CHECK free
8 RH ignitions switches BOTH ON
Ensure that there are no people or obstacles in the area around the
RH engine propeller disc.
WARNING
9 RH start pushbutton PUSH

10 RH Field ON
11 RH engine oil gauge CHECK if increasing within 10 sec.
(max 7 bar in cold operation)
12 RH propeller rpm 1200 rpm
13 RH Choke OFF
14 RH Avionics ON
2nd Edition, Rev. 0

CHECKLISTS
Page S4 - 18
15 RH Cross bus ON
16 RH Ammeter CHECK Amps positive
17 Voltmeter CHECK 12 to 14 Volt
18 Chronometer Start
Left engine starting
1 LH Throttle lever IDLE

2 LH Carburetor heat OFF
3 LH Propeller Lever FULL FORWARD
4 LH Choke ON if required
5 LH Electrical Fuel pump ON, check advisory light ON
6 LH engine propeller zone CHECK free
7 LH ignitions switches BOTH ON
Ensure that there are no people or obstacles in the area around the
LH engine propeller disc.
WARNING
8 LH start pushbutton PUSH

9 LH Field ON
10 LH engine oil gauge CHECK if increasing within 10 sec.
(max 7 bar in cold operation)
11 LH propeller rpm 1200 rpm
12 LH Choke OFF
13 LH Avionics ON
14 LH Cross bus ON
15 LH Ammeter CHECK Amps positive
4.2 BEFORE TAXIING
1 Let the engines warm up to a minimum oil temperature of 50°C at 1500 rpm
2 Nav , Taxi and Landing lights ON
3 Transponder Standby
4 Clearance CHECK
2nd Edition, Rev. 0

CHECKLISTS
Page S4 - 19
4.3 TAXIING
NOTE Ensure that the main and passengers doors warning lights are turned off.
1 LH Fuel Selector RIGHT

2 RH Fuel Selector LEFT
3 LH and RH fuel pressure Monitor
4 Parking brake RELEASE
5 Flight instruments CHECK
6 Engine instruments CHECK
7 Altimeter SET
8 Brakes TEST
4.4 PRIOR TO TAKEOFF
1 Parking Brake ENGAGED

2 RH Fuel Selector RIGHT
3 LH Fuel Selector LEFT
4 LH and RH Engine parameters checks:
 Oil temperature: 50-110 °
 CHT: Max 135°
 Oil pressure: 2-5 bar (above 1400 rpm): 0.8 bar (below 1400 rpm)
 Fuel pressure: 2.2 – 5.8 psi (0.15 - 0.40 bar)
5 LH and RH Generator caution CHECK not displayed

6 LH and RH Propeller Lever FULL FORWARD
7 RH Throttle Lever 1650 rpm
8 RH Ignitions switches set L / R / BOTH (speed drop with only
one ignition circuit must not exceed 130
prop’s rpm; maximum difference of
speed by use of either circuits LEFT or
RIGHT cannot overcome 50 rpm)
9 RH Propeller Lever Maximum to minimum travel for three

times (check MAP increasing, rpm de-
creasing and oil pressure decreasing )
10 RH Carburettor heat ON, verify propeller rpm decreasing
11 RH Carburettor heat OFF
2nd Edition, Rev. 0

CHECKLISTS
Page S4 - 20
12 RH engine instruments CHECK parameters if within green

arcs
13 LH Throttle Lever 1650 rpm
14 LH Ignitions switches set L / R / BOTH (speed drop with only
one ignition circuit must not exceed 130
prop’s rpm; maximum difference of
speed by use of either circuits LEFT or
RIGHT cannot overcome 50 rpm)
15 LH Propeller Lever Maximum to minimum travel for three

times (check MAP increasing, rpm de-
creasing and oil pressure decreasing )
16 LH Carburettor heat ON, verify propeller rpm decreasing
17 LH Carburettor heat OFF
18 LH engine instruments CHECK parameters if within green
arcs
19 LH and RH Fuel quantity indicator CHECK if enough for planned mission

20 Flaps T/O
21 Pitch trim and rudder trim SET neutral position
22 Seat belts fastened and doors closed and CHECK
locked
4.5 LINE-UP
1 Parking Brake RELEASE

2 Flight controls CHECK FREE
3 Annunciator window CHECK cautions and warnings OFF
4 RH Fuel Selector RIGHT
5 LH Fuel Selector LEFT
6 Pitor heat if required
7 Transponder SET ALT
8 Magnetic compass CHECK
9 Heading indicator CHECK
2nd Edition, Rev. 0

CHECKLISTS
Page S4 - 21
4.6 TAKEOFF AND CLIMB
1 Call TWR for takeoff

2 Check for clear final and wind on run- Direction and intensity
way
3 LH and RH Electrical Fuel pump BOTH ON
5 Carburettors heat CHECK OFF
9 LH and RH Throttle Lever FULL THROTTLE (about 2400  100
propeller rpm)
10 Engines instruments Parameters within green arcs
11 Rotation speed Vr = 64 KIAS
12 Rotation and takeoff
13 Apply slightly brakes to stop wheel
spinning
14 Landing gear control lever UP: check green lights and TRANS
light turned OFF
15 Flaps 0° at 300 ft (AGL)
16 Landing and taxi lights OFF
17 Establish climb rate Above 80 KIAS
18 Trim adjustment
19 LH and RH Propeller Lever Set at 2250 rpm (after reaching safe al-
titude)
20 LH and RH Electrical Fuel pump BOTH OFF
4.7 CRUISE
1 Reach cruise altitude

2 Set throttle and rpm as required for the cruise
3 LH and RH Propeller Lever SET to 1900-2400 rpm
4 Trim As required
5 Engine parameters check (LH and RH)
 Oil temperature: 90°110 ° C.
 CHT: 90°  110 °C
 Oil pressure: 2 - 5 bar.
6 Carburettor heat as needed (see also instructions addressed on Section 3)
2nd Edition, Rev. 0

CHECKLISTS
Page S4 - 22
4.8 BEFORE LANDING

2 On downwind leg Speed 90 KIAS; Flaps: T/O
3 Landing gear control lever DOWN – Check green lights turning ON
4 LH and RH Throttle Lever As required
6 On final leg Speed: 70 KIAS; Flaps: FULL
7 Landing and taxi light ON
8 Set the descent pattern
9 Touchdown speed 65 KIAS
4.9 BALKED LANDING
1 LH and RH Throttle Lever FULL THROTTLE

3 Speed Over 62 KIAS
4 Flaps T/O
5 Landing gear UP
6 Carburettor heat CHECK OFF
7 LH and RH Electrical Fuel pump CHECK ON
4.10 AFTER LANDING

2 Taxiing at an appropriate speed for meteorological conditions
3 Flaps 0°
4 Complete stop at parking zone
5 Parking Brake ENGAGE
6 Landing and taxi light OFF
2nd Edition, Rev. 0

CHECKLISTS
Page S4 - 23
4.11 ENGINE SHUT DOWN
1 Keep engine running at 1200 prop. rpm for about one minute in order to reduce la-
tent heat.
2 Electrical equipment and external lights OFF
(strobe light excluded)
3 LH and RH engine Ignition switches ALL OFF
4 Strobe light OFF
5 MASTER SWITCHES OFF
6 LH and RH Cross Bus BOTH OFF
7 LH and RH Field BOTH OFF
8 LH and RH Fuel Selector BOTH OFF
9 Parking Brake CHECK ENGAGED
10 Passengers Verify propellers are fully stopped, get

off the airplane, throw main door open
(up to 110°) and allow passengers to
depart the airplane alongside the door
4.12 POSTFLIGHT CHECKS
1 Install protective plugs for Pitot tubes and static ports.

2 Lock the control wheel with safety belt.
3 Place wheel chocks for the main landing gear and the lock for aileron control.
4 Close pilot and passengers doors.
2nd Edition, Rev. 0

CHECKLISTS
Page S4 - 24
2nd Edition, Rev. 0

Page 5 - 1
SECTION 5 - PERFORMANCES
INDEX
1. Introduction ...................................................................................... 2
2. Use of performances charts ............................................................. 2
3. Airspeed indicator system calibration ............................................. 3
4. ICAO Standard Atmosphere ............................................................. 4
5. Stall speed ........................................................................................ 5
6. Crosswind ......................................................................................... 6
7. Cruise ................................................................................................ 7
8. Takeoff performances ...................................................................... 9
9. Landing performances .................................................................... 11
10. Climb performance (both engines operative) ................................ 13
11. climb performance (one engine inoperative) ................................. 14
12. Rate of climb................................................................................... 15
13. Noise data ....................................................................................... 15
2nd Edition, Rev. 0

Section 5 – Performances
INDEX
Page 5 - 2
1. INTRODUCTION
This section provides all necessary data for an accurate and comprehensive plan-
ning of flight activity from takeoff to landing.
Data reported in graphs and/or in tables were determined using:
 “Flight Test Data” under conditions prescribed by EASA CS-23 regulation
 aircraft and engine in good condition
 average piloting techniques
Each graph or table was determined according to ICAO Standard Atmosphere

(ISA - s.l.); evaluations of the impact on performances were carried out by theo-
retical means for:
* airspeed
* external temperature
* altitude
* weight
* runway type and condition
2. USE OF PERFORMANCES CHARTS
Performances data are presented in tabular or graphical form to illustrate the effect
of different variables such as altitude, temperature and weight. Given information
is sufficient to plan the mission with required precision and safety.
Additional information is provided for each table or graph.
2nd Edition, Rev. 0

Section 5 - Performances
INTRODUCTION
Page 5 - 3
3. AIRSPEED INDICATOR SYSTEM CALIBRATION
Graph shows calibrated airspeed VCAS as a function of indicated airspeed VIAS.
Figure 1 - IAS/CAS chart
Example:
Given Find
KIAS 75 KCAS 74
2nd Edition, Rev. 0

AIRSPEED INDICATOR SYSTEM CALIBRATION
Page 5 - 4
4. ICAO STANDARD ATMOSPHERE
Figure 2 – ICAO chart
Example:
Given Find
Temperature = 20°C Ts = 12°
Pressure altitude = 1600 ft
2nd Edition, Rev. 0

ICAO STANDARD ATMOSPHERE
Page 5 - 5
5. STALL SPEED
CONDITIONS:
- Weight 1180 kg
- Throttle levers: IDLE
- Landing gear: DOWN
- No ground effect
- CG in middle position (22% C.G.)
NOTE Altitude loss during conventional stall recovery, as demonstrated

during flight tests is approximately 180 ft with banking below 30°.
2nd Edition, Rev. 0

STALL SPEED
Page 5 - 6
6. CROSSWIND
Maximum demonstrated crosswind is 17 Kts
 Example:
Given Find
Wind direction (with respect to air- Headwind = 17.5 Kts
craft longitudinal axis) = 30°
Wind speed = 20 Kts Crosswind = 10 Kts
Figure 3 – Crosswind diagram
2nd Edition, Rev. 0

CROSSWIND
Page 5 - 7
7. CRUISE
P2006 T-Level speed ( kts ) - Maximum Takeoff Weight - ISA Conditions

Pressure altitude = S.L.
RPM 1895 1975 2060 2265
TAS CAS TAS CAS TAS CAS TAS CAS
MAP
20 72 72 69 69 69 69 69 69
22 96 96 92 92 87 87 69 69
24 107 107 109 109 110 110 98 98
26 118 118 121 121 122 122 123 123
28 129 129 132 132 134 134 137 137
F.T. 29,5 137 137 140 140 142 142 145 145
Pressure altitude = 3000 FT
RPM 1895 1975 2060 2265
MAP
20 101 97 103 98 98 94 89 85
22 111 106 113 108 114 109 111 106
24 121 116 124 118 125 120 128 122
26 131 126 134 129 136 130 139 133
F.T. 26,8 136 130 138 132 140 134 143 137

RPM 1895 1975 2060 2265
MAP
18 102 94 105 96 105 96 91 83
20 113 103 115 105 117 107 118 108
22 123 113 126 115 127 117 131 120
24 134 122 137 125 138 126 142 129
F.T. 24 134 122 137 125 138 126 142 129
2nd Edition, Rev. 0

CRUISE
Page 5 - 8

RPM 1895 1975 2060 2265
MAP
18 121 98 115 100 116 102 119 103
20 124 108 126 110 128 112 132 115
21 129 113 132 115 134 117 137 120
F.T. 21,4 131 115 134 117 136 119 139 122
RPM 1895 1975 2060 2265
MAP
18 122 101 125 104 127 105 130 108
19 128 106 131 109 133 111 136 114
F.T. 19,02 128 106 131 109 133 111 136 114
Dark highlighted set points correspond to a higher consumption
2nd Edition, Rev. 0

CRUISE
Page 5 - 9
8. TAKEOFF PERFORMANCES
Takeoff ground roll
CONDITIONS:
 Flaps: T/O
 Throttle levers: FULL FORWARD
 Lift-Off speed: 66,5 KIAS
 Runway: grass
Figure 4 - Takeoff ground roll
In case of headwind, the takeoff run decreases by 2.5m for each

NOTE knot of wind (8 ft/kt).
In case of tailwind, the takeoff run increases by 10m for each
knot of wind (33 ft/kt).
For paved runways (concrete, asphalt,) takeoff run decreases by about 6% of pre-
dicted value. A rising runway with a gradient of 1% causes an acceleration de-
creasing of the same intensity and, consequently, the takeoff run increases by 5%.
2nd Edition, Rev. 0

TAKEOFF PERFORMANCES
Page 5 - 10
Takeoff distance
CONDITIONS:
 Flaps: T/O
 Lift-Off speed: 66.5 KIAS
 Runway: grass
Figure 5 - Takeoff distance (50 ft. Obs)
In case of headwind, the takeoff run decreases by 4m for each

For paved runways (concrete, asphalt,) takeoff run decreases by about 5% of pre-
dicted value. A rising runway with a gradient of 1% causes a takeoff run increas-
ing by about 4%.
2nd Edition, Rev. 0

Page 5 - 11
9. LANDING PERFORMANCES
Landing ground roll
CONDITIONS :
 Flaps: FULL
 Throttle levers: IDLE
 Runway: grass
 Short Final Approach Speed 67 KIAS
Figure 6 - Landing ground roll
In case of headwind, the landing run decreases by 3.5m for each

NOTE knot of wind (11.5 ft/kt).
In case of tailwind, the landing run increases by 11m for each
2nd Edition, Rev. 0

LANDING PERFORMANCES
Page 5 - 12
For paved runways (concrete, asphalt,) landing run decreases by about 3% of

predicted value. A rising runway with a gradient of 1% causes a landing run de-
creasing by about 4%.
Landing distance over 15m (50ft)

CONDITIONS:
 Flaps: FULL
 Throttle levers: IDLE
 Runway: grass
 Short Final Approach Speed 67 KIAS
Figure 7 - Landing distance over 15 m obstacle
In case of headwind, the landing run decreases by 5m for each

In case of tailwind, the landing run increases by 11m for each
2nd Edition, Rev. 0

LANDING PERFORMANCES
Page 5 - 13
For paved runways (concrete, asphalt,) landing run decreases by about 2% of

predicted value. A rising runway with a gradient of 1% causes a landing run de-
creasing by about 2.5%.
10. CLIMB PERFORMANCE (BOTH ENGINES OPERATIVE)

CONDITIONS:
 A/C Clean configuration
 Both engines operative
 Max Cont. Power - Airspeed 80 kias
Figure 8 – Rate of Climb (both engines operative)
2nd Edition, Rev. 0

CLIMB PERFORMANCE (BOTH ENGINES OPERATIVE)
Page 5 - 14
11. CLIMB PERFORMANCE (ONE ENGINE INOPERATIVE)
CONDITIONS:
 AC Clean configuration
 One engine inoperative
 Max Cont. Power - Airspeed 80 kias
Figure 9 – Rate of Climb (one engine inoperative)
2nd Edition, Rev. 0

CLIMB PERFORMANCE (ONE ENGINE INOPERATIVE)
Page 5 - 15
12. RATE OF CLIMB

Flight conditions (ISA and SL):
Throttle levers Both FULL FORWARD

Flaps T/O
Landing gear DOWN
Weight MTOW
Speed 66 KIAS
Constant Rate of Climb 3.5°
13. NOISE DATA

Noise level, determined in accordance with ICAO/Annex 16 4th Ed., July 2005,
Vol. I°, Chapter 10, is 67.07 dB(A).
2nd Edition, Rev. 0

RATE OF CLIMB
Page 5 - 16
2nd Edition, Rev. 0

Page 6 - 1
SECTION 6 – WEIGHT and BALANCE
INDEX
1. INTRODUCTION ............................................................................ 3
2. WEIGHING PROCEDURES ............................................................. 4

2.1. Preparation ................................................................................ 4
2.2. Levelling .................................................................................... 4
2.3. Weighing .................................................................................... 4
2.4. Determination of C.G. location ................................................. 4
2.5. Weighing record......................................................................... 5
2.6. Weighing record (II) ................................................................... 5
3. WEIGHTS AND C.G. ....................................................................... 7
4. BAGGAGE LOADING ..................................................................... 8
5. EQUIPMENT LIST ........................................................................ 10
2nd Edition, Rev 0

Section 6 – Weight and balance
INDEX
Page 6 - 2
2nd Edition, Rev 0

Page 6 - 3
1. INTRODUCTION
This section describes the procedure for establishing the basic empty weight and
the moment of the aircraft. Loading procedure information is also provided.
Aircraft must be operated in accordance with the limits con-

NOTE cerning the maximum takeoff weight and CG excursion as re-
ported in Flight Manual Section 2.
Pilot is responsible for checking the weight and CG excursion are compliant with
the related limits. CG excursion and weight limits are reported in Section 2 –
Limitations.
2nd Edition, Rev 0

INTRODUCTION
Page 6 - 4
2. WEIGHING PROCEDURES
2.1. PREPARATION
- Carry out weighing procedure inside closed hangar

- Remove from cabin any object unintentionally left
- Make sure Flight Manual and mandatory documents are on board
- Align nose wheel
- Drain fuel via the specific drain valve
- Oil, hydraulic fluid and coolant liquid at the operating levels
- Move sliding seats to most forward position
- Raise flaps to fully retracted position
- Place control surfaces in neutral position
- Place scales (min. capacity 300 kg) under each wheel
2.2. LEVELLING
- Level the aircraft (the reference for longitudinal levelling is made putting a
spirit-level on the cabin floor as shown in the Aircraft Maintenance Manual).
- Adjust longitudinal attitude deflating nose tire
2.3. WEIGHING
- Record weight shown on each scale

- Repeat weighing procedure three times
- Calculate empty weight
2.4. DETERMINATION OF C.G. LOCATION
- Drop a plumb bob tangent to the wing leading edge and trace a reference mark
on the floor (see Figure on Para. 2.5 or 2.6)
- Repeat the operation for other wing
- Stretch a taught line between the two marks
- Measure the distance between the reference line and both main and nose wheel
axis (A and B distances respectively)
- Using recorded data it is possible to determine the aircraft C.G. location and the
aircraft moment (see following table)
2nd Edition, Rev 0

WEIGHTS AND C.G.
Page 6 - 5
2.5. WEIGHING RECORD

Model P2006T S/N:________ Weighing no. ____ Date:_________
Datum: leading edge vertical
Kg or Lbs Meters or feet

Nose wheel weight W1 = Plumb bob distance LH wheel AL =
LH wheel weight WL = Plumb bob distance RH wheel AR =
RH wheel weight WR = Average distance (AL+ AR)/2 A =
W2 = WL+WR = Plumb bob distance from nose wheel B =
Empty weight We = W1 + W2 = [kg] or [lbs]
W2  A  W1  B [m] or [Ft] D%  D 100 

D 
We 1.339
Empty weight moment: M = (D .We) = [m . Kg] or [Ft . Lbs]
Maximum takeoff weight WT = [kg] or [lbs] Signature

Empty weight We = [kg] or [lbs]
____________
Max. useful load WT - We Wu = [kg] or [lbs] __________
2nd Edition, Rev 0

WEIGHTS AND C.G.
Page 6 - 6
2.6. WEIGHING RECORD (II)

Model P2006T S/N:________ Weighing no. ____ Date:_________
Datum: leading edge vertical
Kg or Lbs Meters or feet

Nose wheel weight W1 = Plumb bob distance LH wheel AL =
LH wheel weight WL = Plumb bob distance RH wheel AR =
RH wheel weight WR = Average distance (AL+ AR)/2 A =
W2 = WL+WR = Plumb bob distance from nose wheel B =
Empty weight We = W1 + W2 = [kg] or [lbs]
W2  A  W1  B D
D  [m] or [Ft] D%  100 
We 1.339
Empty weight moment: M = (D .We) = [m . Kg] or [Ft . Lbs]
Maximum takeoff weight WT = [kg] or [lbs] Signature

Empty weight We = [kg] or [lbs]
____________
Max. useful load WT - We Wu = [kg] or [lbs] __________
2nd Edition, Rev 0

WEIGHTS AND C.G.
Page 6 - 7
3. WEIGHTS AND C.G.

C.G. position can be defined by means of the chart below.
The pilot is responsible for ensuring the correct useful load loading.
Figure 1
Example
A/C empty mass moment 378 kgm

A/C empty mass 790 kg
Occ. front seats 160 kg
Occ. rear seats 140 kg
Fuel 72kg
Baggage 18 kg
A/C T.O. weight 1180kg
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WEIGHTS AND C.G.
Page 6 - 8
4. BAGGAGE LOADING
The baggage loading in the dedicated compartment must be carried out in accor-
dance with diagram addressed on PAR. 03 and with C.G. excursion and weight
limitations reported in Section 2.
Pilot is provided with a red tie-down net and snap fasteners allowing for securing
the loads on the compartment floor.
Loading the baggage, make sure that you correctly stretched

the net which must be secured to the four vertices of the floor.
CAUTION
2nd Edition, Rev 0

BAGGAGE LOADING
Page 6 - 9
2nd Edition, Rev 0

Section 6 – Weight and balance}
Page 6 - 10
5. EQUIPMENT LIST
The following is a list of equipment which may be installed in the P2006T.

The items marked with an "X" were installed on the airplane described at the be-
ginning of the list and they are included in the Basic Empty Weight.
It is the owner’s responsibility to retain this equipment list and amend it to reflect
changes in equipment installed in this airplane.
2nd Edition, Rev 0

EQUIPMENT LIST
Page 6 - 11
EQUIPMENT LIST AIRCRAFT S/N_____ DATE:
WEIGHT ARM
REF. DESCRIPTION P/N INST
[kg] [M]
INSTRUMENTATION
A1 GARMIN G950 IFDS

A2 SOFTWARE SD CARD P/N
A3 2nd airspeed indicator – UMA T6-311 – 200 0.37 -1.4
26-10-1006-1
A4 Operating limitations placard 26-10-1006-2
26-10-1006-3
nd
2 attitude indicator - Kelly Manufacturing
A5
RCA26AK-3
1 -1.4
2nd altimeter - Altimeter - United Instruments 5934PM-
A6
3A84 01770028-05
0.6 -1.4
A7 Turn and bank indicator – RCA 83A-11 1.2 -1.4

AVIONICS & MISCELLANEOUS
B1 Garmin GNS-430W GPS/WAAS COMM/NAV 3 -1.4
B2 Garmin GNS-530W GPS/WAAS COMM/NAV 3,18 -1.4
B3 Garmin GMA340 audio panel 0.8 -1.4

B4 Garmin GMA347 audio panel 0.8 -1.4
B5 Garmin SL30 VHF COMM/NAV 1.3 -1.4
B6 Transponder-Garmin GTX328 1.9 -1.4
B7 Transponder-Garmin GTX330 1.5 -1.4
B8 Becker BXP 6401-2-(01) Mode S transponder 0.8 -1.4
B9 Vor/Loc/GS Indicator–Garmin GI106A 0.4 -1.4
B10 Vor/Loc/GS Indicator -MID Continental MD 200-306 0,4 -1,44
B11 Directional Gyro - Kelly Manufacturing RCA15AK-1 1 -1.4

B12 Directional Gyro - Kelly Manufacturing RCA15AK-16 1 -1.4
HONEYWELL Bendix/King KCS 55A Compass System
B13 KI 525A Pictorial Navigation Indicator 1.53 -1.4
B14 KG 102A Directional Gyro 1.95 1
B15 KA 51B Slaving Control and Compensator Unit 0.1 -1.4
B16 KMT 112 Magnetic Slaving Transmitter 0.15 2.2

HONEYWELL Bendix/King ADF KR87 system:
B17 ADF KR87 receiver 1.5 1
B18 Indicator KI 227 0.3 -1.4
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EQUIPMENT LIST
Page 6 - 12
EQUIPMENT LIST AIRCRAFT S/N_____ DATE:
WEIGHT ARM
[kg] [M]
AVIONICS & MISCELLANEOUS (CONT’D)
B19 Indicator KI 229 1.3 -1.4
B20 Static inverter Marathon PC-50 2 1
HONEYWELL Bendix/King DME KN 63 system
B21 Indicator DME KDI 572 0.4 -1.4
B22 Transceiver DME KN 63 1.3 1
S-TEC Fifty Five X Autopilot System

Turn coordinator S-TEC 6405-14L
B23 0.81 -1.4
(Mid Continent 1394T100-14RB)
B24 PRGMR/CMPTR 01192-0-2TF 1.36 -1.4
B25 Roll servo 0105-5-R9 1.31 -0.71
B26 Pitch servo 0107-11-P4 1.31 3.55
B27 Altitude Transducer 0111 0.2 -1.9
B28 Pitch Trim servo S-TEC 0105- T11 1.3 2.8

B29 ELT Adams Aviation Artex ME406 0.9 0.8
B30
LH Front and rear seat GEVEN E5-01-003-T01 9 -0.893
B31 RH Front and rear seat GEVEN E5-01-004-T01 9 0.226

Fire extinguisher Fire Fighting Enterprises Ltd
B32 2 -1.5
BA51015-3
B33 First aid kit Euroferramenta s.r.l. FIA270160 0.2 0.8
B34 Torch 0.15 -1.5
B35 Battery GILL35 - 13Volt - 23Ah 12.2 3.7
2nd Edition, Rev 2

EQUIPMENT LIST
Page 6 - 13
2nd Edition, Rev 0

Page 6 - 14
2nd Edition, Rev 0

Page 7 - 1
SEZIONE 7 – AIRFRAME and SYSTEMS DESCRIPTION
INDEX
1. INTRODUCTION ............................................................................ 3
2. AIRFRAME ..................................................................................... 3
3. POWERPLANT ............................................................................... 9
4. PEDESTAL CONTROLS................................................................ 12
5. CABIN OVER-HEAD PANEL CONTROLS ...................................... 15
6. INTERNAL LIGHTS ...................................................................... 16
7. EXTERNAL LIGHTS ..................................................................... 17
8. FUEL SYSTEM ............................................................................. 19
9. LANDING GEAR SYSTEM ............................................................ 21
10. BRAKES....................................................................................... 25
11. VENTILATION ............................................................................. 26
12. CABIN HEAT................................................................................ 26
13. SEATS AND SAFETY BELTS ....................................................... 26
14. DOORS......................................................................................... 27
15. BAGGAGE COMPARTMENT ......................................................... 28
16. PLACARDS .................................................................................. 31
17. INSTRUMENTS PANEL ................................................................ 37
18. ELECTRICAL SYSTEM ................................................................. 40
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Section 7 – Airframe and Systems description
INDEX
Page 7 - 2
2nd Edition, Rev 0

Page 7 - 3
1. INTRODUCTION
This section provides aircraft and systems description and operation.
2. AIRFRAME
2.1. WING
Each wing consists of a central light alloy torque box which carries all the wing
bending, shear and torque loads; an aluminium leading edge is attached to the
front spar while flap and aileron are hinged to the rear spar.
The torque box houses an integrated fuel tank and supports the engine mount.
Flap and aileron, respectively located inboard and outboard of wing and made up
of light alloy, are constructed with a central spar to which front and rear ribs are
jointed. Wrapped-around aluminium stressed skin panels cover all the structures.
Steel alloy attachments connect left and right wing to each other.
Following figure shows the left wing fitted with the engine nacelle, fuel tank and
composite winglet. Steel alloy attachments link left and right wing to each other.
Figure 1. – Left wing structure
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INTRODUCTION
Page 7 - 4
2.2. FUSELAGE
The fuselage is constituted by a light-alloy semi-monocoque structure wrapped-
around by stressed skin panels. Radome and stern fairing are of composite mate-
rial. Cabin and baggage compartment floor is a warping of beams and keelsons
supporting the seats guides and other components.
Two spar frames support on the top the wings attachments and on the bottom the
sponson beans sustaining the main landing gear. The forward frame, to which ra-
dome is connected, supports a steel trestle to which the nose landing gear is con-
nected.
The front and rear seats access occur by means of two doors located in the oppo-
site sides of the fuselage; a ditching emergency exit is available on the top of the
cabin. In tail cone, two spar frames support the horizontal and vertical empen-
nages attachments.
Figure 2. – Fuselage structure
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AIRFRAME
Page 7 - 5
2.3. EMPENNAGES
The vertical tail is entirely metallic: vertical fin is made up of a twin spar with
aluminium alloy stressed skin. Rudder, providing directional control of the air-
plane, is made up of aluminium alloy.
The rudder is connected to the vertical tail at two hinge points. A trim tab system
increases directional stability of the airplane.
Figure 3. – Vertical empennage structure
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AIRFRAME
Page 7 - 6
The horizontal empennage is an all-moving type (stabilator); its structure consists

of a twin spar to which front and rear ribs are jointed and it is covered by stressed
aluminium alloy skin. The trim tab completes the assy.
Figure 4. – Stabilator structure
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AIRFRAME
Page 7 - 7
2.4. FLIGHT CONTROLS

The main flight control system controls the airplane in three axes. All primary
controls (ailerons, rudder and stabilator) are manually operated by a conventional
control column and rudder pedals, pulleys, cables, bellcranks and rods.
The secondary flight controls consist of a two-axis trim system and a flaps system.
Complete dual controls are provided for pilot and co-pilot.
Longitudinal control acts through a system of push-pull rods connected to the con-
trol column and moving the stabilator whose anti-tab winglet works also as trim
tab. Autopilot pitch servo (if installed) is connected to the push-pull rods system
through driving cables.
Longitudinal trim is performed by a small tab positioned on the stabilator and
manually operated via a control wheel positioned between the two crew seats. As
optional, it is available an electrically operated longitudinal trim which it is also
controlled by the autopilot system, when installed.
Trim position is monitored by an indicator on the instrument panel. A trim dis-
connect toggle switch is provided.
Ailerons control is of mixed type with push-rods and cables; a cable control circuit
is confined within the cabin and it is connected to a pair of push-pull rod systems
positioned in each main wing which control ailerons differentially.
The U-shaped control wheels, hinged on the top of the control column, control the
ailerons. Control wheel motion is transferred to the ailerons through a cable loop,
up to the interconnecting rod linking the two push-pull rod systems which finally
transmit the motion to the ailerons.
When either aileron control wheel is rotated, the crossover cable rotates the other
control wheel.
The left aileron has a trim tab adjustable on ground: its deflection allows for lat-
eral trimming of the airplane.
Both flaps are extended via a single electric actuator controlled by a switch on the
instrument panel. Flaps act in continuous mode; the analogue indicator displays
three markings related to 0°, takeoff (T/O) and landing (FULL) positions.
An aural warning is generated whenever the flaps are lowered to the FULL posi-
tion and the landing gear is not down-locked.
Rudder is operated through a cable system. A rudder trim tab allows aircraft direc-
tional trimming, especially in case of OEI operation: it is electrically operated via
a switch located on the central console placed between crew seats.
Its position is monitored by an indicator on the instrument panel. A trim discon-
nect toggle switch is provided.
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AIRFRAME
Page 7 - 8
2nd Edition, Rev 0

AIRFRAME
Page 7 - 9
3. POWERPLANT
P2006T is equipped with two four-cylinder four-stroke Rotax 912S engines of
98hp (73kW) each, both rotating clockwise. These are partially liquid cooled and
they feature an integrated reduction gear driving constant speed propellers with
pitch feathering devices.
Figure 5. – Rotax 912S
Cooling system is designed for liquid cooling of the cylinders heads and ram-air
cooling of the cylinders. The liquid system is a closed circuit with an overflow
bottle and an expansion tank.
The coolant flow is forced by a water pump, driven from the camshaft, from the
radiator to the cylinder heads. From the top of the cylinder heads the coolant
passes on to the expansion tank (item 1, Figure below). Since the standard loca-
tion of the radiator (2) is below engine level, the expansion tank, located on top of
the engine, allows for coolant expansion.
Figure 6. – Liquid cooling system schematic
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POWERPLANT
Page 7 - 10
The expansion tank is closed by a pressure cap (3) fitted with pressure relief valve
and return valve. At temperature rise and expansion of the coolant, the pressure re-
lief valve opens and the coolant will flow via a hose at atmospheric pressure to the
transparent overflow bottle (4). Once cooled down, the coolant will be sucked
back into the cooling circuit.
The engine is provided with a dry sump forced lubrication system with an oil
pump with integrated pressure regulator. A thermostatic valve regulates the oil
flow to the heat exchanger (oil radiator) on the basis of oil temperature: this al-
lows the engine starting in cold conditions.
The oil tank is installed behind the firewall protected from heat sources. Some
holes on the bracket structure allow for air ventilation
The reservoir is fitted with a dipstick; a hose, immediately located beneath the fil-
ler cap, allows for oil relief discharged in a safe zone in the cowling, far from ex-
hausts and other heat sources.
Following powerplant instruments are provided:
 LH and RH RPM Indicator
 LH and RH Manifold Pressure Indicator
 LH and RH Oil Pressure Indicator
 LH and RH Oil Temperature Indicator
 LH and RH Cylinder Head Temperature Indicator
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POWERPLANT
Page 7 - 11
3.1. ENGINE FEATURES
Manufacturer Bombardier-Rotax GmbH

Model 912 S3
Certification basis FAR 33, Amendment 15
Type Certificate EASA TCDS no. E.121 dated 1st April 2008
Engine type 4 cylinders horizontally opposed with 1352 c.c. of overall
displacement, liquid cooled cylinder heads, ram-air
cooled cylinders, two carburetors, integrated reduction
gear box with shock absorber.
Maximum power 73.5 kW (98.6hp) @ 5800 rpm –5 min. maximum
(at declared rpm) 69.0 kW (92.5hp) @ 5500 rpm (continuous)
3.2. PROPELLER FEATURES
Type certificate LBA 32.130/086 (MTV-21 series)
Model MTV-21-A-C-F/CF178-05
Blades/hub 2 wood/composite blades, aluminium hub
Diameter 1780 mm (no reduction allowed)
Type Variable pitch hydraulically controlled
3.3. PROPELLER GOVERNOR FEATURES
Model P-875-12
Type Hydraulic
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POWERPLANT
Page 7 - 12
4. PEDESTAL CONTROLS
Following picture shows the controls installed on the central pedestal.
Figure 7. – Pedestal controls
No Description
1 and 2 Choke control
3 Choke friction knob
4 Upper levers friction knob
5-6 LH and RH Throttle lever
7-8 LH and RH Carburetor Heating lever
9-10 LH and RH Propeller Pitch Control lever
11 Parking brake
12 Windshield defrost control knob
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PEDESTAL CONTROLS
Page 7 - 13
Aircraft not embodying the Design Change 2006/66 “New Powerplant

NOTE control setting layout” feature a different pedestal levers layout: propel-
ler and carb. heat levers position are inverted.
It is possible to adjust the throttle, propeller and carburettor heat levers friction by
appropriately tightening the friction knob located on the central console.
A similar device is provided for engine choke controls.
Carburettor heat control knobs are located between throttle and propellers levers;
when the knobs are fully pulled backwards, carburettors receive maximum hot air.
During normal operations, the knobs are fully forward set (carburettors heating set
to OFF).
The console houses also the parking brake and windshield defrost control knobs.
2nd Edition, Rev 2

PEDESTAL CONTROLS
Page 7 - 14
2nd Edition, Rev 0

Page 7 - 15
5. CABIN OVER-HEAD PANEL CONTROLS

Following picture shows the controls installed on the cabin over-head panel.
Figure 8. – Cabin head panel controls
No Description
Number
1 Cabin Light
2 LH Fuel selector valve
3 LH Electric Starter
4 LH electric fuel pump
5 LH Engine ignition 1
6 LH Engine ignition 2
7 RH Engine ignition 1
8 RH Engine ignition 2
9 RH electric fuel pump
10 RH Electric Starter
11 RH Fuel selector valve
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CABIN OVER-HEAD PANEL CONTROLS
Page 7 - 16
6. INTERNAL LIGHTS
Internal lights system is composed by following equipment:
• Cabin light, providing lighting for crew and passengers compartment;
• Instruments lights, which in turn are composed by three sub-systems each one fit-
ted with dimming device:
Switches built-in lights
Avionics lights
Cockpit lights
• Emergency light
The cabin light is a ceiling light, fitted with control switches, located on the over-
head panel in correspondence of the crew seats.
About the instrument lights (controlled by a switch on the RH instrument panel),
the switches built-in lights concern the instrument panels switches lighting, the
avionics lights concern the avionic equipment lighting and the cockpit lights con-
cern two lights located on the over-head panel illuminating LH and RH instrument
panels (see Figure below).
All above mentioned lights are supplied by the battery bus apart from the Emer-
gency light which is directly connected to the battery. It is a five-leds light located
in the over-head panel (see Figure below) controlled by a switch installed on the
LH breakers rack.
Figure 9. – Over-head panel lights arrangement
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INTERNAL LIGHTS
Page 7 - 17
7. EXTERNAL LIGHTS
External lights system consists of the following equipment (see Figure below):
• NAV Lights: they provide, by means of three position lights, the aircraft flight
direction identification.
• Strobe Lights: they provide aircraft identification to prevent collision. They are
located, like the above mentioned NAV lights, on the winglets and on the top of
the vertical fin.
• Taxi Light: supports taxi maneuvering on the ground at night. It is installed on
the left wing leading edge.
• Landing Light: provides ground reference information during final approach,
touchdown, ground roll and take off and illuminates any major obstructions in the
airplane approach glide path or on runway at night. It is installed on the left wing
leading edge.
Figure 10. – External lights arrangement
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EXTERNAL LIGHTS
Page 7 - 18
All mentioned lights, whose circuits are protected by dedicated breakers, are acti-
vated by the related switches on the right instrument panel: see below.
Figure 11. – Lights switches panel
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EXTERNAL LIGHTS
Page 7 - 19
8. FUEL SYSTEM
Fuel system consists of two integrated tanks inside the wing torque boxes and fit-
ted with inspection doors.
Each fuel tank has a capacity of 100 litres and is equipped with a vent valve (its
outlet is located on the lower wing skin) and a sump fitted with a drain valve for
water/moisture drainage purposes.
An electric fuel pump feeds the pertinent engine in case of engine-driven pump
failure. The fuel Gascolator (a sediment-filter bowl) is located beneath the engine
nacelle, between the fuel tank and the electrical pump, in correspondence of the
fuel system lowest point. It is fitted with a drain valve which allows for the overall
fuel line drainage.
Fuel quantity indicators and fuel pressure indicators for each engine are located on
the RH instrument panel.
In normal conditions, to supply fuel to engines, each engine pump sucks fuel from
the related tank; crossfeed is allowed by fuel valves located on the front spar and
controlled by Bowden cables from the fuel selectors located on the cabin over-
head panel.
Left fuel selector manages the left engine feeding, allowing fuel supply from the
left fuel tank or from the right one (crossfeed).
Right fuel selector manages the right engine feeding, allowing fuel supply from
the right fuel tank or from the left one (crossfeed).
Each selector can be set in OFF position only pulling and simultaneously rotating
the lever: this avoids an unintentional operation.
System schematic is shown on the following Figure.
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FUEL SYSTEM
Page 7 - 20
Figure 12. – Fuel system schematic
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FUEL SYSTEM
Page 7 - 21
9. LANDING GEAR SYSTEM

The landing gear retraction system is of electro-hydraulic type, powered by a re-
versible pump which is electrically controlled by the LG control knob located on
the LH instrument panel and by the legs position micro switches: these ones allow
for detecting landing gear “down-locked” and “up” positions and for alerting the
pilot by aural means should the approach and landing configuration be incorrect,
in terms of flaps/throttle levers/landing gear position, in order to avoid an uninten-
tional gear-up landing.
The system operates in two modes: normal and emergency.
Normal operation provides gear extension and retraction by means of hydraulic
jacks. Gears extension is helped by gravity also.
Emergency operation only provides landing gear extension by means of a hydrau-
lic accumulator which discharges pressurized oil in the above mentioned jacks.
Figure 13. LG hydraulic system schematic
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LANDING GEAR SYSTEM
Page 7 - 22
Hydraulic oil, contained in an integrated reservoir located inside the Hydraulic

Power Pack, is pressurized by a reversible electric pump: as the LG control knob is
placed in either the UP or DOWN position, the pump directs the fluid through the
related pressure line toward each hydraulic jack.
In order to prevent an inadvertent LG retraction, the control knob must be pulled
before being pushed upward for UP command.
The emergency hydraulic accumulator is used for the landing gear extension: nor-
mal extension line and emergency extension line converge in correspondence of
the shuttle valves (two valves: the first one for NLG and the second one for MLG
emergency operation).
The emergency accumulator nitrogen pressure indicator is located on the tail cone,
left side; on ground, a red push-button located beneath the pressure indicator al-
lows the electrical pump for charging the accumulator should the nitrogen pressure
be below the lower limit indicated on the placard.
Emergency extension is controlled by two distributors located on the cabin floor,
under a removable cover in correspondence of the pilot seat.
The LG indication system is electrical and it is composed by the following main
components:
 UP/DN limit micro-switches (6 couples, 2 for each leg)

 leg position lights, 3 green (turned ON when the pertinent leg is extended and
locked and located on the LH instrument panel)
 transition light, 1 red (turned ON during transition phases)
 pump light, 1 amber (GEAR PUMP ON caution amber light turned ON
when the pump is electrically supplied)
 push to test (for landing gear red and green lights operational
check)
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LANDING GEAR SYSTEM
Page 7 - 23
The three green lights illuminate only when the respective gear is “down-locked”;
the red light indicates the gear is in transit “up” or “down” and the amber caution
light GEAR PUMP ON indicates that the pump is electrically supplied.
The red transition light extinguishes only when all the three gear legs are “down-
locked” or they are “up” while the amber caution light extinguishes only when the
electrical pump is “off”.
The Up/Down limit switches control the LG lights lighting and pump operation on
the basis of LG configuration set by the pilot through the LG control knob.
A “push to test” button is used to check that the landing gear position lights are
operating.
A warning horn alerts the pilot when the LG control knob is in UP position and at
least one of the two throttle levers and/or flaps are respectively set to idle and to
LAND position.
During emergency extension, LG position lights work as per normal extension
mode: for this reason the LG control knob must be set on DOWN position before
starting the emergency procedure.
2nd Edition, Rev 0

LANDING GEAR SYSTEM
Page 7 - 24
2nd Edition, Rev 0

LANDING GEAR SYSTEM
Page 7 - 25
10. BRAKES
The A/C is provided with an independent hydraulically actuated brake system for
each main wheel. A master cylinder is attached to each pilot/co-pilot’s rudder
pedal: see schematic below.
Hydraulic pressure, applied via the master cylinders, enters the brake via lines
connected to an inlet fitting on the wheel brake caliper.
A parking brake valve, mounted in correspondence of the cabin floor and operated
by a knob on the cockpit central pedestal, intercepts the hydraulic lines, once the
system is pressurized, to hold the brake assemblies linings tightened round the
main wheels brake discs.
Brakes can be operated from both pilot’s and co-pilot’s pedals: a single vented oil
reservoir feeds the pilot side master cylinders which are connected, via hoses, with
the co-pilot’s side ones.
Figure 14. Brake system schematic
On the ground, when a pedal is pushed to steer the airplane, do

NOTE not operate the opposite toe brake until the pedals are back
aligned again. This prevents pedals mechanism from being
damaged.
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BRAKES
Page 7 - 26
11. VENTILATION
If required, pilot allows for ram-air entering the cabin via the two outlet ports re-
spectively located on the left and right side of the instruments panel. Other two
ram-air ventilation outlets are located on the cabin head, in the passengers’ zone.
12. CABIN HEAT

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

In correspondence of the seats, three fitting points safety belts are provided; belt
adjustment is via the sliding buckle located on the belt metal hook.
Seats are built with light alloy tube structure and synthetic material cushioning. It
is possible to perform following seat adjustments:
Horizontal – pulling the lower front lever and sliding the seat
Vertical – operating the lever located on the outward seat side
Seat back inclination – unlocking it via the lateral knob
These adjustments ensure the crew and passengers comfort.
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VENTILATION
Page 7 - 27
14. DOORS
The cabin main door is located forward, on the left side of the fuselage while the
emergency exit (passenger door) is located aft, on the right side of the fuselage.
On the top of the cabin it is located the ditching emergency exit: see figure below.
Figure 15. Doors location
Being the main door located in correspondence of the propeller disc, its operation
is limited to the engine shut-down condition.
In fact, in order to prevent crew injuries, an electro-mechanical device locks the

door latch when left engine runs. A pressure switch senses engine oil pressure and
allows for electrical supply to a solenoid which engages the door lock mechanism.
This prevents the latch opening when left engine runs but, if needed, the device
can be also manually by-passed operating either from the door inside panel or
2nd Edition, Rev 0

DOORS
Page 7 - 28
from outside. Instructions are reported on the placards near the by-pass lever, lo-
cated in correspondence of the latch: to unlock it is necessary to push and hold the
red tab down, after that the door can be opened operating the handle.
In any case, the electric lock becomes disengaged after a complete loss of the elec-
tric power.
Two switches engage respectively when the door and the latch are closed. Should
one or both switches be released, the MAIN DOOR OPEN warning light is turned
ON.
The emergency exit is fitted with the same safety device: in this case the pressure
switch allowing for solenoid operation is activated from right engine oil pressure
line; should be the door “open” or “closed and unlocked”, the REAR DOOR
OPEN warning light is turned ON.
Any voluntary operation of the manual by-pass solenoid lock causes related door
warning light is turned on.
The ditching emergency exit is manually operated turning the handle and pushing
outward the door.
The yellow fluorescent painted handle, which can be operated also from outside, is
fitted with a safety wire assuring removal effortlessness. When the door is open, it
stays connected to the fuselage by means of two cables which allow for door open-
ing forward.
15. BAGGAGE COMPARTMENT

The baggage compartment is located behind the passengers’ seats. The baggage
must be uniformly distributed on the floor and the weight cannot overcome 80kg.
Make sure that the baggage is secured before the flight.
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BAGGAGE COMPARTMENT
Page 7 - 29
2nd Edition, Rev 0

Page 7 - 30
2nd Edition, Rev 0

Page 7 - 31
16. PLACARDS
In addition to the limitation placards reported on Section 2, following placards are
installed on the aircraft.
Additionally, nearby the placards listed below (English lan-

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

ELT equipment Baggage compartment,
location right side
First Aid Kit Baggage compartment,

location aft cover panel
Fire extin- Cockpit floor, pilot

guisher loca- side
tion
Emergency Removable cap

gear extension
compartment
location
2nd Edition, Rev 0

PLACARDS
Page 7 - 32

Emergency Emergency distribu-
gear extension tors compartment
instructions
Alternate static Central pedestal, left

port location side
Alternate static Central pedestal, right

port operating side
instructions
Static ports lo- STATIC PORT Static ports: fuselage -

cation both sides
KEEP CLEAN
Battery com- Fuselage tail, left side

partment loca-
tion
EXT power Fuselage tail, left side

connection:
socket sche-
matic and in-
structions
2nd Edition, Rev 0

Page 7 - 33

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

compartment in correspondence of
location LG hydraulic com-
partment cap
Towing limita- Nose LG forward door

tions
Stabilator ex- Fuselage tail, left side,

cursion range in correspondence of
the stabilator leading
edge
Aircraft Close to the fuel filler

grounding cap
Engine coolant Engine nacelle top

expansion tank side
location
2nd Edition, Rev 0

Page 7 - 34

Steel boards: Fuselage tail, left side
a/c identifica-
tion marks
(Sample)
Main LG tires MLG leg, LH and RH
inflation pres-
sure values
Nose LG tire Nose LG fork

inflation pres-
sure values
2nd Edition, Rev 0

Page 7 - 35
2nd Edition, Rev 0

Page 7 - 36
2nd Edition, Rev 0

Page S7 - 37
17. INSTRUMENTS PANEL
16
17
56
15
14
13
18
12
11
40
9 10
19
20
8
21
22
7
24 23
6
25
5
26
27
36 34 32 30 28
31 29
3
37 35 33
39 38
2
41 43 42
1
44
48 47 46 45
55
54
53
52
49
51
50
GARMIN G950 IFDS - Instruments panel (typical layout)
2nd Edition, Rev. 0

INSTRUMENTS PANEL
Page S7 - 38
Item Description
1 GDU 1040 (PFD)

2 GMA 1347
3 Compass
4 A/P Programmer/Computer
5 GDU 1040 (MFD)
6 LH fuel quantity indicator
7 LH R.P.M.
8 Dual M.A.P. indicator
9 RH R.P.M.
10 RH fuel quantity indicator
11 LH CHT
12 RH CHT
13 LH Oil Temperature
14 RH Oil Temperature
15 LH oil pressure
16 RH oil pressure
17 RH breakers panel
18 RH ram air inlet
19 Instruments light switch
20 Strobe light switch
21 Navigation light switch
22 Taxi light switch
23 Landing light switch
24 Position flaps indicator
25 RH fuel pressure
26 LH fuel pressure
27 Flap switch
28 Standby Altimeter
2nd Edition, Rev. 0

INSTRUMENTS PANEL
Page S7 - 39
Item Description
29 Standby Attitude indicator

30 RH Cross bus switch
31 RH Field
32 LH Cross bus switch
33 Master switch
34 RH Avionic switch
35 LH Field
36 LH Avionic switch
37 Standby Airspeed indicator
38 Chronometer
39 LG control knob
40 Voltammeter Indicator
41 ADF control panel
42 Cockpit light dimmer
43 Cabin heat (warm air from RH engine)
44 Avionics lights dimmer
45 Cabin heat (warm air from LH engine)
46 LH ram air inlet
47 Trim rudder indicator
48 Switches built-in lights dimmer
49 ELT Indicator
51 Pitch trim indicator
52 Pitot heat switch
53 A/P Master switch
54 A/P trim master switch
55 Fire Detector push-to-test
56 LH/RH Ammeter selector switch
2nd Edition, Rev. 0

INSTRUMENTS PANEL
Page S7 - 40
2nd Edition, Rev. 0

INSTRUMENTS PANEL
Page S7 - 41
18. ELECTRICAL SYSTEM

Primary DC power is provided by two engine-driven generators which, during
normal operations, operate in parallel.
Each generator is rated at 14,2-14,8 Vdc, 40 Amp, and it is fitted with an inte-
grated regulator, which acts to maintain a constant output voltage, and with an
automatic overvoltage device protecting the circuits and the electric components
from an excessive voltage caused by generator failures.
The power rating of the each generator is such that if one generator fails the other
one can still supply the airplane equipment to maintain flight safety.
Secondary DC power is provided by a battery (lead type - Gill Teledyne G35, 12
V, 38-Ah in 20h run time) and an external DC power source can be connected to
the aircraft DC distribution system.
On the instruments panel, right side, it is installed a voltmeter/ammeter. The am-
meter section can indicate the current supplied by either left or right generator
switching a dedicated selector.
There are five different busses (make reference to Figure 11):
• Battery bus
• LH Generator bus
• RH Generator bus
• LH Avionics bus
• RH Avionics bus
The distribution system operates as a single bus with power being supplied by the
battery and both generators but it is possible to separate the left busses from the
right busses when required by means of the Cross Bus switches.
All electrical loads are divided among the five busses on the basis of their impor-
tance and required power: equipment with duplicate functions is connected to sep-
arate busses.
The Battery bus, which supplies the most important loads, is energized from three
sources: the battery and both generators. This allows the bus for remaining active
also in case of two independent faults in the supply paths.
2nd Edition, Rev. 0

ELECTRICAL SYSTEM
Page S7 - 42
The following loads are connected to the battery bus:
Battery Bus
GMA 1347 Audio Panel
GIA #1
GDU PFD
Cooling Fan
Converter 1
Standby attitude indicator
LH and RH Fuel electrical pump
LH and RH Fuel pressure
LH and RH Fuel quantity
LH and RH Oil pressure
LH and RH Oil temperature
LH and RH CHT
LH and RH RPM indicator
Cabin lights
Cockpit lights
Switches built-in lights
Avionics lights
Strobe lights
Flaps
Doors pressure switches
Engine hour meter (2 units)
Turn coordinator (A/P slaved)
LG hydraulic pump
LG indicating & control system
LH and RH Fire detector
Chronometer
12V cabin electrical power sockets (2
units)
In addition, directly on the battery, the following devices are connected:
• Standby attitude indicator (usually supplied from Battery bus);

• Emergency Light
The two devices are controlled by the pertinent switches located on the LH break-
ers rack.
2nd Edition, Rev. 0

ELECTRICAL SYSTEM
Page S7 - 43
The other loads are so divided among following busses:
LH GEN Bus LH Avionic Bus RH GEN Bus RH Avionic Bus

Pitot heat DME NAV lights ADF
Landing light Transponder Rudder trim GDU MFD
Taxi light A/P (*) Stall warning GIA #2
A/P PitchTrim (*) AHRS
ADC
Converter 2
(*) if installed
On the central pedestal (see Figure below) there are seven switches disposed on
two rows: on the first row there is the MASTER SWITCH which allows for con-
necting, through the battery relay, the battery to the battery bus.
LH and RH FIELD switches control the pertinent generator: setting the switch to
OFF puts the pertinent generator off-line.
In correspondence of the second row there are 4 switches LH/RH AVIONIC and
LH/ RH CROSS BUS.
Central pedestal switches console
The first two allow, through a relay, for cutting off the power supply to the perti-
nent avionic bus.
2nd Edition, Rev. 0

ELECTRICAL SYSTEM
Page S7 - 44
The second ones allow, through a relay, for realizing the parallel connection be-
tween the pertinent generator bus and the battery bus. Setting these ones to OFF,
the pertinent generator bus (and related avionic bus supplied) is separated from the
battery bus and from opposite generator bus.
When both generators are correctly operating and all above mentioned switches
are in ON position, all the busses are connected to the generators.
The ignition switches, two for each engine and grouped on the over head panel,
are instead independent from the airplane electrical system (generation and distri-
bution); they only control and open the engine electrical circuit.
If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.
2nd Edition, Rev. 0

ELECTRICAL SYSTEM
Page S7 - 45
Electric system schematic
2nd Edition, Rev. 0

ELECTRICAL SYSTEM
Page S7 - 46
2nd Edition, Rev. 0

ELECTRICAL SYSTEM
Page 8 - 1
SECTION 8 – AIRCRAFT CARE and MAINTENANCE
INDEX
1. Introduction ..................................................................................... 3
2. Inspection intervals ......................................................................... 3
3. Aircraft changes or repairs ............................................................. 3
4. Maintenance .................................................................................... 4
4.1. Refuelling ................................................................................. 4
4.2. Oil level control ....................................................................... 4
4.3. Landing gear tires pressure control ....................................... 5
5. Ground towing, parking and mooring .............................................. 6

5.1. Towing ..................................................................................... 6
5.2. Parking ..................................................................................... 6
5.3. Mooring .................................................................................... 7
6. Cleaning ........................................................................................... 8
6.1. Windows ................................................................................... 8
6.2. External surfaces .................................................................... 8
6.1 Propeller................................................................................... 8
6.2 Engine ...................................................................................... 8
6.3 Internal surfaces ..................................................................... 9
7. Ice removal ...................................................................................... 9
2nd Edition, Rev. 0

Section 8 – Aircraft Care and Maintenance
INDEX
Page 8 - 2
2nd Edition, Rev. 0

Page 8 - 3
1. INTRODUCTION
This Section deals with main care and maintenance operations for P2006T.
Refer to Aircraft Maintenance Manual to establish the controls / inspections /
maintenance tasks (scheduled and unscheduled) to be performed.
2. INSPECTION INTERVALS
Scheduled inspections must be performed in accordance with the instructions
addressed on the Aircraft Maintenance Manual. Independently from the aircraft
flight hours, an annual inspection has to be performed.
The first scheduled engine inspection must be carried out after first 3/6 hours.
All required inspections are reported in the Aircraft Maintenance Manual.
As far as the scheduled/unscheduled engine maintenance is concerned, refer to
the engine manufacturer Maintenance Manual.
Unscheduled inspections/maintenance tasks are necessary

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

Aircraft changes or repairs must be performed in accordance with Aircraft Main-
tenance Manual and only by TECNAM authorized personnel.
2nd Edition, Rev. 0

Page 8 - 4
4. MAINTENANCE
4.1. REFUELLING
- Do not perform aircraft refuelling near flames, sparks or similar.

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

2. Prior to oil check, switch off both ignitions circuits and turn the propeller
by hand in direction of engine rotation several times to pump oil from the
engine into the oil tank, or let the engine idle for 1 minute. This process
is finished when air is returning back to the oil tank and can be noticed by
a murmur from the open oil tank.
3. Clean the dipstick and soak it in the reservoir
4. Remove dipstick and read oil level
5. If required, replenish oil: oil level should be between max. and min. mark
of the oil level dipstick
1. Close the inspection cap
2. Repeat the procedure for the other engine
2nd Edition, Rev. 0

Page 8 - 5
4.3. LANDING GEAR TIRES PRESSURE CONTROL
1. Remove wheel dust cover (on main LG wheels)

2. Unscrew the tire cap
3. Connect a gauge
4. Read the pressure value
5. If required, rectify the pressure (nose tire 1.7 Bar / 24 Psi, main landing
gear tires 2,3 Bar / 33 Psi)
6. Fit the tire cap
7. Install wheel dust cover (on main LG wheels)
2nd Edition, Rev. 0

Page 8 - 6
5. GROUND TOWING, PARKING AND MOORING
5.1. TOWING
When the a/c is moved on the ground, either manually or by
towing, the Master Switch must be turned ON until the a/c is
CAUTION parked.
To tow the aircraft it is necessary to use a metal stiff bar connected to the nose
gear.
Do not turn nose wheel above 20° either side of center:

greater steering angles can damage the wheel stop. The tow
WARNING bar must be removed before engines starting.
5.2. PARKING
General
Under normal weather conditions, the airplane may be parked and headed in a di-
rection that will facilitate servicing without regard to prevailing winds. Ensure that
it is sufficiently protected against adverse weather conditions and present no dan-
ger to other aircraft.
Procedure
1. Position airplane on levelled surface, headed into the prevailing wind, if practical.
2. Engage parking brake
3. Install control locks
4. Secure pilot control wheel by wrapping the seat belt around it
Do not engage the parking brakes at low ambient

temperature, when an accumulation of moisture may
cause the brakes to freeze, or when they become hot
from severe use. In this case use wheel chocks.
In case of long time parking or overnight parking, it is recommended to moor the

a/c as shown on Para. 5.3.
Mooring is strongly recommended when the wind is more than 15

knots and the a/c is completely refuelled.
CAUTION
2nd Edition, Rev. 0

Page 8 - 7
5.3. MOORING
The aircraft is moored to insure its immovability, protection, and security under
various weather conditions.
Mooring is strongly recommended when the wind is more than

15 knots and the a/c is completely refuelled.
CAUTION
Procedure
1. Position airplane on levelled surface and headed into the prevailing wind, if
practical
2. Center nose wheel and engage parking brake and/or use the wheel chocks
Do not engage the parking brakes at low ambient

temperature, when an accumulation of moisture may
cause the brakes to freeze, or when they become hot
from severe use. In these cases use wheel chocks.
3. Secure pilot control wheel by wrapping the seat belt around it

4. Assure that flaps are retracted
5. Electrically ground airplane, by connecting ground cable to the engine muffle
6. Install control locks
7. Install protective plugs
8. Close and lock cabin doors.
9. Secure tie-down cables to the nose gear leg (in correspondence of the wheel
fork) and to the wings and tail cone tie-down rings at approximately 45 degree
with respect to the ground. (Refer to following figures)
Additional preparation for high winds includes tie-down ropes from the
main landing gear forks employment.
Mooring – front view
2nd Edition, Rev. 0

Page 8 - 8
Mooring – side view
6. CLEANING
Aircraft surface must be kept clean to ensure expected flight
performance. Excessively dirty surfaces can affect normal
CAUTION flight conditions.
6.1. WINDOWS
For windows cleaning, it is allowed the use of acrylic products employed for glass
and Plexiglas surfaces cleaning.
6.2. EXTERNAL SURFACES

Aircraft surface is cleaned with soapy water; they are not allowed solvents or al-
cohol based products. Died insects must be removed using hot water.
It is advisable to avoid outside aircraft parking for long periods; it is always con-
venient to keep the aircraft in the hangar.
6.1 PROPELLER
To preserve its functionality avoiding wear and corrosion, the propeller manufac-
turer uses, for external surface painting, an acrylic paint which is resistant to all
solvents. In any case it is advisable to clean the propeller using exclusively soapy
water.
6.2 ENGINE
Engine cleaning is part of the scheduled maintenance. Refer to the engine manu-
facturer Maintenance Manual for operating and for planning its cleaning.
2nd Edition, Rev. 0

Page 8 - 9
6.3 INTERNAL SURFACES
Interiors must be cleaned with a rate of 3 to 6 months. Any object present in the
cabin (like pens, lost property, maps etc) must be removed.
The instrumentation as a whole must be cleaned with a humid cloth; plastic sur-
faces can be cleaned with suitable products.
For parts not easily accessible, perform cleaning with a small brush; seats must be
cleaned with a humid cloth.
7. ICE REMOVAL
Anti icing products are not allowed. To remove ice, tow the aircraft in the hangar
and operate with a soft brush or a humid cloth.
2nd Edition, Rev. 0

Page 8 - 10
2nd Edition, Rev. 0

Page 9-1
SECTION 9 – SUPPLEMENTS
INDEX
1. Introduction ..................................................................................................... 3
2. Supplements lists ............................................................................................ 4
SUPPLEMENTS LIST FOR AIRPLANES WITH ANALOGUE INSTRUMENTS
Supplement no. A1 - Garmin GNS-430W GPS/WAAS COMM/NAV

Supplement no. A2 - Garmin SL30 VHF COMM/NAV
Supplement no. A3 - Garmin GMA340 audio panel
Supplement no. A4 - Garmin GTX328 Mode S transponder
Supplement no. A5 – KR 87 ADF System
Supplement no. A6 – KN 63 DME System
Supplement no. A7 – KCS 55A Compass System
Supplement no. A8 - Garmin GNS-530W GPS/WAAS COMM/NAV
Supplement no. A9 - Garmin GTX330 Mode S transponder
Supplement no. A10 - Garmin GMA347 audio panel
Supplement no. A11 – Becker BXP 6401-2-(01) Mode S transponder
Supplement no. A12 – S-TEC Fifty Five X Autopilot
Supplement no. A13 – Reserved
Supplement no. A14 – Engine starting battery
Supplement no. A15 – Power supply from built-in generators
Supplement no. A16 – AFM supplement for CIS operators
SUPPLEMENTS LIST FOR AIRPLANES WITH GARMIN G950 IFDS
Supplement no. G1 – Garmin G950 IFDS

Supplement no. G2 – S-TEC Fifty Five X Autopilot for GARMIN G950
Supplement no. G3 – KR 87 ADF System for GARMIN G950
Supplement no. G4 – KN 63 DME System for GARMIN G950
Supplement no. G5 – Engine starting battery
Supplement no. G6 – Power supply from built-in generators
Supplement no. G7 – AFM supplement for CIS operators

Section 9 - Supplements
INDEX
Page 9-2
2nd Edition, Rev. 0

Page 9-3
1. INTRODUCTION
This Section concerns the supplemental manuals of additional (or optional) instrumenta-
tion equipping the P2006T.
Two lists are reported: the first one applies to airplanes with analogue instruments, the
second one applies to airplanes embodying the Design Change MOD2006/002 “Garmin
G950”.
2nd Edition, Rev. 0

INTRODUCTION
Page 9-4
2. SUPPLEMENTS LISTS
Aircraft S/N: Registration marks: Date:

SUPPLEMENTS LIST FOR AIRPLANES WITH ANALOGUE INSTRUMENTS
APPLICABLE:
Sup. No. Title Rev. no. Date
YES NO
Garmin GNS-430W
A1
Gps/VHF Comm/Nav
Garmin SL30
A2
VHF Comm/Nav
Garmin GMA 340
A3
Audio Panel
Garmin GTX 328
A4
Mode S Transponder
Bendix-King Honeywell
A5
KR 87 ADF System
A6
KN 63 DME System
KCS 55A Compass
A7
System
Garmin GNS-530W
A8
Gps/VHF Comm/Nav
Garmin GTX 330
A9
Mode S Transponder
Garmin GMA 347
A10
Audio Panel
Becker BXP 6401-2-(01)
A11
Mode S transponder
S-TEC Fifty Five X Auto-
A12
pilot
A13 - Reserved -
A14 Engine starting battery

Power supply from built-
A15
in generators
AFM Supplement for CIS
A16
countries operators

SUPPLEMENTS LIST
Page 9-5
2nd Edition, Rev. 0

SUPPLEMENTS LIST
Page 9-6
Aircraft S/N: Registration marks: Date:

SUPPLEMENTS LIST FOR AIRPLANES WITH GARMIN G950 IFDS
APPLICABLE:
Sup. No. Title Rev. no. Date
YES NO
G1 Garmin G950 IFDS
S-TEC Fifty Five X Auto-
G2
pilot for GARMIN G950
G3 KN 63 DME System for
GARMIN G950
G4 KR 87 ADF System for
GARMIN G950
G5 Engine starting battery
Power supply from built-
G6
in generators
AFM Supplement for CIS
G7
countries operators
2nd Edition, Rev. 2

SUPPLEMENTS LIST
Page 9-7
2nd Edition, Rev. 0

SUPPLEMENTS LIST
Page 9-8
2nd Edition, Rev. 0

SUPPLEMENTS LIST
Page G1-1
SUPPLEMENT NO. G1 – GARMIN G950 IFDS
RECORD OF REVISIONS

Rev Or Under DOA
EASA approval no
0 -- First issue P. Violetti M. Oliva L. Pascale
10029633 (8/4/10)
G1-1 Update Record of revision P. Violetti M. Oliva L. Pascale DOA privileges
G1-2 Update LOEP P. Violetti M. Oliva L. Pascale DOA privileges
2 S2-13 Amend Caution Alert P. Violetti M. Oliva L. Pascale EASA no. 10032560
S2-19 Amend placard P. Violetti M. Oliva L. Pascale EASA no. 10032560
S4-5 Add “zero thrust” reference data P. Violetti M. Oliva L. Pascale DOA privileges
2nd Edition, Rev. 2

Supplement no. G1 – GARMIN G950 IFDS
Page G1-2
LOEP

Section S2 7,8, 14,20,27,28 Rev 0
13,19 Rev 2 (*)
Section S3 Pages 1 thru 56 Rev 0
Page 5 Rev 2 (*)
2nd Edition, Rev. 2

Supplement no. G1 – GARMIN G950 IFDS
Page G2-1
SUPPLEMENT NO. G2 – S-TEC FIFTY FIVE X AUTOPILOT FOR

GARMIN G950
INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient

manner, the aircraft when equipped with S-TEC Fifty Five X autopilot device in-
terfacing Garmin G950 IFDS.
GENERAL
The System Fifty Five X is a rate based autopilot. When in control of the roll
axis, the autopilot senses turn rate, as well as closure rate to the selected course,
along with the non-rate quantities of heading error, course error and course devia-
tion indication.
When in control of the pitch axis, the autopilot senses vertical speed, acceleration,
and closure rate to the selected glideslope, along with the non-rate quantities of al-
titude and glideslope deviation indication.
These sensed data provide feedback to the autopilot, which processes them in or-
der to control the aircraft through the use of mechanisms coupled to the control
system.
The “autotrim” function senses when the aircraft needs to be trimmed about the
pitch axis, and responds by driving the trim servo in the proper direction to pro-
vide trim.
2nd Edition, Rev. 0

Supplement no. G2 – S-TEC Fifty Five X Autopilot for Garmin G950
Page G2-2
LIMITATIONS (EASA APPROVED)
The S-TEC “Pilot’s Operating Handbook Fifty Five X”(4th Edition

NOTE
– First Revision dated March 01, 2008 or a more updated version)
must be carried in the aircraft and made available to the pilot at all
time.
In accordance with FAA recommendation (AC 00-24B), use of basic

NOTE
“Altitude Hold” mode is not recommended during operation in se-
vere turbulence.
Following operating limitations shall apply when the aircraft is equipped with S-
TEC Fifty Five X autopilot:
 The Autopilot is certified for Category I – ILS Approaches [with a decision

height not lower than 200 feet AGL (61m)]
 Autopilot operation forbidden with flaps extended more than TO position
 During Autopilot operation, a pilot with seat belt fastened must be seated
at the left pilot position
 The use of Autopilot during single engine operation is forbidden
 Autopilot DISC during take-off and landing
 Maximum speed for Autopilot operation is 135 KIAS
 Minimum speed for Autopilot operation is 85 KIAS
 Minimum altitude AGL for Autopilot operation is:
a. Cruise and Descent: 1000 ft
b. Climb after takeoff and not precision approach: 400 ft
c. ILS CAT I precision approach: 200 ft

Page G2-3
On the instrument panel, in clear view of the pilot, it is placed the following plac-
ard reminding the observance of aircraft operating limitations during Autopilot
operation:

Page G2-4
EMERGENCY PROCEDURES
In event of autopilot malfunction, or when the system is not per-

NOTE
forming as expected or commanded, take immediately the aircraft
control disconnecting the autopilot which cannot be turned on until
the failure has been identified and corrected.
Altitude lost during a pitch axis autopilot malfunction and

recovery
Following table addresses the altitude lost during a pitch axis malfunction and re-
covery for each reported flight phase:
Flight phase Altitude loss
Climb 200 ft
Cruise 150 ft
Descent 200 ft
Maneuvering 50 ft
Approach 80 ft
2nd Edition, Rev. 0

Page G2-5
Autopilot hardover or failure to hold the selected heading

In case of Autopilot hardover or failure to hold the selected heading, apply follow-
ing procedure:
Accomplish items 1 and 2 simultaneously:

1. Airplane control wheel GRASP FIRMLY and OVERPOWER
if necessary to regain aircraft control
2. AP DISC/TRIM INTR switch PRESS
3. AP MASTER SWITCH OFF
4. AP Circuit Breaker PULL
When Autopilot is disconnected as a consequence of a malfunc-

tion, hold the control wheel firmly: it may be necessary up to
CAUTION
35 pounds (15.8 daN) of force on the control wheel to hold the
airplane level.
When Autopilot is disconnected, it may be necessary operate

NOTE
the pitch trim through either the Manual Electric Trim Switch
or the Trim Wheel.
2nd Edition, Rev. 2

Page G2-6
Electric trim malfunction
In case of Electric Trim malfunction (either in AP Autotrim mode or when manu-

ally operated through the Manual Electric Trim Switch), apply following proce-
dure:
1. AP DISC/TRIM INTR switch PRESS and HOLD

2. TRIM MASTER SWITCH OFF
3. TRIM Circuit Breaker PULL
4. AP DISC/TRIM INTR switch RELEASE
When Autopilot is disconnected because of a pitch trim mal-

function, hold the control wheel firmly: it could be necessary
CAUTION
up to 35 pounds (15.8 daN) of force on the control wheel to
hold the airplane level.
When electric trim is disconnected, it may be necessary operate

NOTE
the pitch trim through the Trim Wheel.
When electric trim is disconnected, Autopilot system can be operated

NOTE both in pitch and roll modes; nevertheless, when a pitch mode (ALT
HOLD, VS, GS) is engaged, the Autopilot will provide an annuncia-
tion whenever it is necessary to manually trim the aircraft about the
pitch axis using the Trim Wheel. Make reference to S-TEC “Pilot’s
Operating Handbook Fifty Five X”(4th Edition – First Revision dated
March 01, 2008 or a more updated version).
2nd Edition, Rev. 0

Page G2-7
Heading information signal lost
When AP is engaged and the heading information is lost (red X on display field –
make also reference to Supplement G1 – Emergency procedures), the AP must be
disconnected applying following procedure:
Accomplish items 1 and 2 simultaneously:

1. Airplane control wheel GRASP FIRMLY and OVERPOWER if
necessary to regain aircraft control
2. AP DISC/TRIM INTR switch PRESS
3. AP MASTER SWITCH OFF
4. AP Circuit Breaker PULL
5. Refer to other navigation means for heading information
When Autopilot is disconnected as a consequence of a malfunc-

tion, hold the control wheel firmly: it may be necessary up to
CAUTION
35 pounds (15.8 daN) of force on the control wheel to hold the
airplane level.
When Autopilot is disconnected, it may be necessary operate

NOTE
the pitch trim through either the Manual Electric Trim Switch
or the Trim Wheel.
2nd Edition, Rev. 0

Page G2-8
NORMAL OPERATIONS
Normal operating procedures, including pre-flight checks, are described on S-TEC

“Pilot‟s Operating Handbook Fifty Five X” (4th Edition – First Revision dated March
01, 2008 or a more updated version).
Status/mode annunciations and/or visual representations are simultaneously displayed

on both the G950 (AFCS Status Box and/or PFD) and the S-TEC Fifty Five X Autopi-
lot Display.
Make reference to Garmin G950 Pilot‟s Guide for Tecnam P2006T (P/N 190-01146-
00) – last issue.
PERFORMANCES
S-TEC Fifty Five X Autopilot employment does not affect the aircraft performances.
WEIGHT AND BALANCE

See Section 6 of this Manual.
2nd Edition, Rev. 0

Page G2-9
SYSTEMS
The System Fifty Five X Block Diagram is shown in the following figure.
2nd Edition, Rev. 0

Page G2-10
2nd Edition, Rev. 0

Page G3-1
SUPPLEMENT NO. G3 – KR 87 ADF SYSTEM FOR GARMIN G950
INTRODUCTION
manner, the aircraft when equipped with ADF KR 87 device in conjunction with
Garmin G950 system.
GENERAL
KR 87 is an ADF for navigation with respect to the Non Directional Beacon sta-
tions.
LIMITATIONS
ADF KR 87 manuals do not address operating limitations more severe than those
usually applicable to the P2006T.
2nd Edition, Rev. 0

Supplement no. G3 – KR 87 ADF System for Garmin G950
Page G3-2
Particular meteorological conditions can distort the equipment indications. There-
fore, to avoid false indications about NDB direction, it is necessary to select ANT
function in order to query the selected station and to listen to its identification
code.
Near electrical interferences (electrical storms), ADF indicator tends to head to-
ward the interferences themselves. Take into account this likelihood when the in-
dicator heads, for example, toward highly cloudy or stormy zones.
Wrong indications could arise also during night flights, near mountainous reliefs
and as effect of the coastal refraction.
NORMAL OPERATIONS
Normal operating procedures are reported on the following documents:
1) Garmin G950 Pilot‟s Guide for Tecnam P2006T (P/N 190-01146-00) – last issue.
2) ADF system “Pilot‟s guide and Reference”, P/N KIKR87-PG-C - last issue.
Bearing information is displayed on the Garmin G950 PFD, to the lower sides of the
HSI: the PFD softkeys BRG1 and BRG2 cycles respectively Bearing 1 and Bearing 2
Information Window through the different bearing sources, including ADF/frequency.
Pressing the ADF Key on the GMA 1347 Audio Panel turns ADF receiver audio on or
off on the headset/speaker.
PERFORMANCES
ADF KR-87 employment does not affect the aircraft performances.
WEIGHT AND BALANCE

2nd Edition, Rev. 0

Page G3-3
SYSTEMS
Refer to the guide “KR-87” P/N KIKR87-PG-C for a system description. The inter-
face with Garmin G950 is shown on the following Figure.
2nd Edition, Rev. 0

Page G3-4
2nd Edition, Rev. 0

Page G4-1
SUPPLEMENT NO. G4 – KN 63 DME SYSTEM FOR GARMIN G950
INTRODUCTION
manner, the aircraft when equipped with DME KN 63 device in conjunction with
Garmin G950 system.
GENERAL
KN 63 is a DME equipment fitted with a remote module interfacing the Garmin
G950 system. Indications are displayed above the PFD BRG1 Information Win-
dow.
LIMITATIONS
DME KN 63 manuals do not address operating limitations more severe than those
usually applicable to the P2006T.
In determined conditions, near the beacon, DME signal can be lost or distorted.
Take into account this likelihood when a beacon approach is performed.
NORMAL OPERATIONS
Normal operating procedures are reported on Garmin G950 Pilot‟s Guide for
Tecnam P2006T (P/N 190-01146-00) – last issue.
Make reference also to “KN 63 Installation Manual ”, P/N 006-00176 Rev. 4
dated October 2004.
The PFD softkey DME displays the DME Tuning Window, allowing tuning and
selection of the DME.
The DME Information Window is displayed above the BRG1 Information Win-
dow and shows the DME label, tuning mode (NAV1, NAV2, or HOLD), fre-
quency, and distance. When a signal is invalid, the distance is replaced by “–.– –
NM”.
Pressing the DME Key on the GMA 1347 Audio Panel turns DME audio on or off
on the headset/speaker.
2nd Edition, Rev. 0

Supplement no. G4 – KN 63 DME System for Garmin G950
Page G4-2
PERFORMANCES
DME KN 63 employment does not affect the aircraft performances.
WEIGHT AND BALANCE

SYSTEMS
Refer to the guide “KN 63 Installation Manual”, P/N 006-00176 Rev. 4 dated Oc-
tober 2004 for a complete system description. The interface with Garmin G950 is
shown on the following Figure.
2nd Edition, Rev. 0

Supplement no. G4 – KN 63 DME System for Garmin G950
Page G5-1
SUPPLEMENT NO. G5 – ENGINE STARTING BATTERY
INTRODUCTION
This section contains information to operate the airplane equipped with a supple-
mental battery dedicated to engines starting.
GENERAL
The engine starting battery is housed in a dedicated box under the main battery
box: both batteries are accessible through the inspection cap F10 on the left side of
the tail cone.
LIMITATIONS
In event of the following failure conditions, addressed on Section 3 of this Manual
and leading to fly without power generation system:
 Both generators failure (Para. 3.1)

 Both generators overvoltage (Para 3.3)
apply, at the end of related checklist, following procedure:
EMERG BATT switch ON
NORMAL OPERATIONS
During Cockpit Inspections (see Para. 3.2 – Section 4 of this Manual), perform
also following check:
Eng. Starting Battery Voltmeter CHECK 12 to 14 Volt
2nd Edition, Rev. 2

Supplement no. G5 – ENGINE STARTING BATTERY
Page G5-2
PERFORMANCES
WEIGHT AND BALANCE

For weight and balance, make reference to Section 6 of this Manual; additionally,
the equipment list reported on Para. 5 is so integrated:
EQUIPMENT LIST AIRCRAFT S/N__ DATE:
WEIGHT ARM
[kg] [M]
AVIONICS & MISCELLANEOUS
A14-1 Engine Starting Battery (EnerSys SBS8) X 2.7 3.7
SYSTEMS
When airplane embodies the design change in subject, in addition to the main bat-
tery, a dedicated engine starting battery is introduced.
The entire primary loads stand connected to the main battery itself and the engine
starting battery is recharged by the generators.
This modification is transparent to the crew because it does not change deeply the
usual normal and emergency procedures.
Additionally, in event of the overall loss of power generation, the starting battery
can be put in parallel with the main battery by means of the EMERG BATT
switch activation.
In order to allow the charging status check of the battery, a voltmeter is provided.
Pushing the button close to the voltmeter, crew can read the battery status.
Both batteries are accessible through the inspection cap F10 on the left side of the
tail cone.
2nd Edition, Rev. 2

Page G5-3
When the design change in subject is embodied, following placards are installed
on the airplane:

Engine starting Close to the voltmeter
battery voltme-
ter location
Batteries com- Fuselage tail cone, left

partment loca- side
tion
2nd Edition, Rev. 2

Page G5-4
2nd Edition, Rev. 2

Page G6-1
SUPPLEMENT NO. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS
INTRODUCTION
This section contains information to operate the airplane equipped with built in
generators.
GENERAL
The Rotax engine built-in generators, one for each engine, feed two bus bars.
2nd Edition, Rev. 2

Supplement no. G6 – POWER SUPPLY FROM BUILT-IN GENERATORS
Page G6-2
Following limitations must apply when the built in generators are operative:
During Take-off, Climb, Landing and Single Engine operations:
LH and RH AUX FIELD switch BOTH OFF

Page G6-3
In event of the following failure conditions (addressed on Section S3 of this Man-

ual):
 Single Engine operations

 Single generator failure (Para. 3.2)
 Single generator overvoltage (Para 3.4)
 Both generators failure (Para. 3.1)
 Both generators overvoltage (Para 3.3)
 Engine securing (Para. 5)
 Electrical system overall failure (Para. 7.1)
 All smoke and fire occurrences (Para 10.1 to 10.5)
apply following procedure:
LH and RH AUX FIELD switch BOTH OFF
NORMAL OPERATIONS
PERFORMANCES
WEIGHT AND BALANCE

2nd Edition, Rev. 2

Page G6-4
SYSTEMS
When the airplane embodies the design change in subject, the Rotax engine built-
in generators are enabled in order to supply power to two bus bars.
Each built-in generator is activated by means of a switch (LH and RH AUX
FIELD) located on the LH breakers rack where are located also the breakers re-
lated to the auxiliary power generation system.
.
LH breakers rack: built-in generators field switches and system related breakers
2nd Edition, Rev. 2

Page G7-1
SUPPLEMENT NO. G7
AFM SUPPLEMENT FOR CIS COUNTRIES OPERATORS

Section 9 – Supplements
Supplement no. G7 – AFM Supplement for CIS countries operators
Page G7-2
TABLE OF CONTENTS
INTRODUCTION ...................................................................................................... 3
GENERAL ................................................................................................................ 3
LIMITATIONS (EASA APPROVED) ........................................................................... 4

Approved maneuvers .............................................................................................. 4
Ambient Temperature ............................................................................................ 4
Flight Altitude ........................................................................................................ 4
Airfield elevation .................................................................................................... 4
Operation from unpaved runways .......................................................................... 4
Over-water flights .................................................................................................. 5
Flight crew ............................................................................................................. 5
Other placards ....................................................................................................... 6
EMERGENCY PROCEDURES ................................................................................... 8

Smoke and fire occurrence .................................................................................... 8
Failure of Control System....................................................................................... 8
Loss of Stabilator Control ...................................................................................... 8
Loss of Aileron Control ........................................................................................... 9
Loss of Rudder Control ........................................................................................... 9
One engine inoperative procedures ..................................................................... 10
Characteristic airspeeds with one engine inoperative ........................................ 10
Inflight engine restart .......................................................................................... 11
Landing emergencies ........................................................................................... 12
Landing without engine power ............................................................................. 12
NORMAL OPERATIONS ......................................................................................... 13

Cold weather operations ...................................................................................... 13
Airspeeds for normal operations .......................................................................... 13
Aircraft walk-around ............................................................................................ 14
Cockpit inspections ............................................................................................. 15
Takeoff and climb ................................................................................................ 16
Cruise ................................................................................................................... 16
Balked landing ..................................................................................................... 17
PERFORMANCES .................................................................................................. 18
Takeoff performances .......................................................................................... 18
climb performance (one engine inoperative) ....................................................... 20
WEIGHT AND BALANCE ........................................................................................ 21
SYSTEMS .............................................................................................................. 22
Instruments panel ................................................................................................ 22

Page G7-3
INTRODUCTION
This supplement applies for CIS countries operators.
GENERAL
This supplement must be placed in EASA Approved P2006T Aircraft Flight Manual
Section 9, if the airplane is certified to the CIS configuration. The information con-
tained herein complements the basic information in the EASA Approved Aircraft
Flight Manual. For limitations, procedures, and performance information not con-
tained in this supplement, refer to the EASA Approved Aircraft Flight Manual.

Page G7-4
APPROVED MANEUVERS
Non aerobatic operations include:

 Any manoeuvre pertaining to “normal” flight
 Stalls
 Lazy eights
 Turns in which the angle of bank is not more than 60°
 Chandelle
Acrobatic manoeuvres, including whip stalls, spins and turns with angle
of bank of more than 60°, are not approved for such a category. In addi-
WARNING
tion, stall with one engine inoperative is forbidden.
Limit load factor could be exceeded by moving flight controls to maxi-

mum deflection at a speed above VA=VO (118 KIAS, Manoeuvring
WARNING
Speed).
AMBIENT TEMPERATURE
Ambient temperature: from -25°C to +40°C.
FLIGHT ALTITUDE
Flight Altitude limitation: 3000 m (9800ft) and 3600 m (11800ft) for max. 30 minutes.
AIRFIELD ELEVATION
Maximum airfield elevation (Pressure Altitude): less than 2400 m (8000ft).
OPERATION FROM UNPAVED RUNWAYS

Operation from unpaved runways is limited by soil strength of 6 kg per sq. centimeter
(σ≥6kg/cm2).
EASA Approved 2nd Edition - Rev. 2

Page G7-5
OVER-WATER FLIGHTS
Extended over-water flights are allowed within the limitations prescribed by CIS op-
erational regulations.
FLIGHT CREW
Minimum permitted: 1 pilot
Maximum people on board: 4 people (including pilot)
NOTE If right control wheel is not removed, right seat may be occupied by the
crew member.

Page G7-6
OTHER PLACARDS

Smoking ban Instruments panel,
right side
НЕ КУРИТЬ

gency exit: exit handle: internal
opening inside
structions
АВАРИЙНЫЙ ВЫХОД НА ВОДУ

1. Повернуть
2. Сильно толкнуть дверь

gency exit: exit handle: external
opening inside
structions
АВАРИЙНЫЙ ВЫХОД НА ВОДУ

3. Повернуть
4. Сильно толкнуть дверь

system: by- gency exit: external
pass instruc- side
tions
ДЛЯ АВАРИЙНОГО ДОСТУПА

1. Нажать вниз и удержать красный
флажок
2. Открыть дверь

Page G7-7

system: by- gency exit: internal
pass instruc- side
tions
ДЛЯ АВАРИЙНОГО ВЫХОДА

1. Нажать вниз и удержать красный
флажок
2. Открыть дверь
Main door: exit Main door, internal

instructions side
ПРЕДУПРЕЖДЕНИЕ
Перед открытием двери убедиться, что
винт остановлен
Выход в переднюю часть самолета
Emergency exit Emergency exit: inter-

label nal and external side
АВАРИЙНЫЙ ВЫХОД

Page G7-8

Use ventilation window in case of smoke in cabin for all cases.
FAILURE OF CONTROL SYSTEM
LOSS OF STABILATOR CONTROL

In case of loss of pilot side stabilator control (disconnected or jammed), apply following pro-
cedure:
1. Continue the flight at the speed of 80 - 85 KIAS due to the aircraft weight in cruise
configuration.
2. Bank angle: not more than 30° during turning.
3. Control the aircraft with mechanical trim and engine power setting.
The increase of thrust causes a nose up moment; the decrease of thrust

NOTE causes a nose down moment. The control by trim operation is related to
the trim position: trim UP for aircraft nose Up; trim DOWN for aircraft
nose DOWN.
Perform approach and landing only in cruise configuration (Flap 0°).
It is necessary to move the landing gear in down position before starting
CAUTION the glide and to balance the aircraft with trim and thrust.
It is possible to correct the glide path by trim operation to minimize the
thrust engines changes.
Only after touchdown it is possible to move the engine controls in idle
position.
Land as soon as possible.

Page G7-9
LOSS OF AILERON CONTROL

In case of loss of pilot side aileron control (disconnected or jammed), apply following proce-
dure:
1. Continue flight at the speed of 80 - 85 KIAS due to the aircraft weight in cruise
configuration.
2. Control the airplane bank angle by means of the rudder.

CAUTION Perform approach and landing with crosswind trend type landing.
LOSS OF RUDDER CONTROL

In case of loss of pilot side rudder control (disconnected or jammed), apply following proce-
dure.
1. Continue flight at the speed of 80 - 85 KIAS due to the aircraft weight in cruise
configuration.
2. Control airplane bank angle by means of ailerons.

CAUTION Perform approach and landing with crosswind trend type landing.

Page G7-10

The ineffectiveness of one engine results in an asymmetric traction
NOTE condition which tends to yaw and to bank the aircraft. In this condi-
tion it is essential to maintain the direction of flight compensating
the lower traction through the operating engine and counteracting
the yawing effects through the use of pedals and rudder trim. To im-
prove the efficiency, it is preferred to bank the aircraft to the side of
the operating engine by about 5°.
Depending upon the circumstances that may arise, apply the emer-
gency procedure as below.
CHARACTERISTIC AIRSPEEDS WITH ONE ENGINE INOPERA-

TIVE
In case of one engine inoperative condition, pilot shall take into account the air-
speeds shown below:
Speed
Conditions
(KIAS)
Minimum aircraft control speed with one engine inoperative and
62
flaps set to T.O. (VMC)
Best rate-of-climb speed with flaps set to T.O. (VY) 70
80 (1180kg)
Best rate-of-climb speed with one engine inoperative with flaps set
78 (1080kg)
to 0° (VYSE)
75 (980kg)
NOTE Perform approach and landing only with flap set at 0°.

Page G7-11
INFLIGHT ENGINE RESTART
It is preferred to restart the engine at an altitude below 4000ft

NOTE and at the suggested speed of 80 KIAS or more
1. Carburettor heat ON if required

3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. Ignition BOTH ON
7. Operating engine Throttle Lever IDLE (only if practical)
8. Stopped engine Throttle Lever IDLE
9. Stopped engine Propeller Lever FULL FORWARD
10. Start push-button PUSH
11. Propeller Lever SET at desired rpm
12. FIELD ON
13. Engine throttle levers SET as required
NOTE If the fuel quantity in the tank which feeds the stopped engine is low,
select the opposite side fuel tank by means of the fuel selector.
NOTE After starter engagement during in-flight engine restart, PFD indica-
tion may be temporarily lost. PFD Attitude recovery can last up to 3-
4 minutes. During attitude recovery it is necessary to maintain level
straight-line flight.
In case of unsuccessful engine restart:
1. SECURE engine (see engine securing procedure on Para. 5)

2. Land as soon as practical applying one engine inoperative landing procedure. See
Para. 8.6
In case of successful engine restart:
After engine restart, if practical, moderate propeller rpm to al-

CAUTION
low the temperatures for stabilizing in the green arcs.

Page G7-12
LANDING EMERGENCIES
LANDING WITHOUT ENGINE POWER
Landing on the Airfield

Both engines failure condition requires both propellers feath-
ered and aircraft attitude set to maximum efficiency until the
CAUTION
selection of the field, on which to perform an emergency land-
ing, is made.
1. Airspeed (VY+4kts) 84 KIAS (1180kg)
83 KIAS (1080kg)
79 KIAS (980kg)
2. Flaps Only 0°
To shorten the landing gear extension time, evaluate the possi-

bility to use the emergency extension control. In this way the
CAUTION
time required to complete the extension is shorter by about 8
sec.
4. Select landing field (check for obstacles and wind)

Before touch down
9. MASTER SWITCHES ALL OFF
Emergency Landing outside of airfield shall be performed with land-

ing gear retracted and starting flaps extension in FULL configura-
WARNING
tion at 50 ft of altitude. To reach the maximum gliding distance at the
optimal airspeed above mentioned, and to reduce the loss of altitude
during a 180° turn, turn with 30° bank angle.
The distance covered in correspondence of the optimal speed VY is
NOTE about 4000 meters by 1000ft of altitude.
The loss of altitude, when a 180° turn is performed with bank angle
NOTE of 30°, is about 200ft in correspondence of VY.

Page G7-13
NORMAL OPERATIONS
COLD WEATHER OPERATIONS
If the aircraft is operated in cold weather conditions (from -25ºC till -5ºC) it is neces-
sary to perform following procedures:
- Heat the cabin to +25ºC to avoid windshield frost in flight

- Heat the engines with external source to + 20º C
- Check the pressure in hydraulic system, recharge if necessary
AIRSPEEDS FOR NORMAL OPERATIONS

The following airspeeds are those which are significant for normal operations.
FLAPS 1180kg (2600lb)
Rotation Speed (in takeoff, VR) T/O 64 KIAS
Speed over a 15 meters obstacle (Vobs) Take Off T/O 70 KIAS
Best Angle-of-Climb Speed (VX) 0° 80 KIAS
Best Rate-of-Climb speed (VY) 0° 80 KIAS
Approach speed T/O 90 KIAS
Speed over a 15 meters obstacle (Vobs) Landing T/O 70 KIAS
Final Approach Speed FULL 70 KIAS
Manoeuvring speed (VA) 0° 118 KIAS
Never Exceed Speed (VNE) 0° 167 KIAS
For training purposes, keep speed above following reference data before setting
one engine to zero thrust condition (i.e. propeller lever full forward and throttle
lever set at 15 mmHg MAP):
Safe single engine speed with flaps T/O (VSSE) 70 KIAS

Safe single engine speed with flaps 0° (VSSE) 80 KIAS (1180kg)
78 KIAS (1080kg)
75 KIAS (980kg)

Page G7-14
AIRCRAFT WALK-AROUND
In addition to the aircraft walk-around checklist reported on basic AFM, Section

4, perform following checks:
Left and right wing leading edge Check stall strip.

Page G7-15
COCKPIT INSPECTIONS
Make sure that passengers are familiar with the safety belts and emer-
gency exits employment and that they do not smoke on board. Passengers
NOTE boarding, paying attention to the propeller disc, is under the pilot’s re-
sponsibility.
Clean the displays using a clean, lint-free cloth and an eyeglass lens
cleaner that is specified as safe for anti-reflective coatings. Cleaners con-
CAUTION
taining ammonia will harm the anti-reflective coating.
1. Parking brake CHECK ENGAGED

2. AFM and Garmin Pilot‟s Guide CHECK on board
3. Weight and balance CHECK if within the limits
4. Flight controls Remove seat belt used as lock
5. PFD and MFD CHECK clean and set altitude displaying
in meters (see G950 Pilot’s Guide)
6. Seat Adjust as required
7. Seat belt Fastened
8. Passenger briefing Completed
9. Doors CLOSED AND LOCKED
10. Landing gear control lever CHECK DOWN
11. Breakers All ON
12. MASTER SWITCH ON
14. RH fuel selector RIGHT
15. LH fuel selector LEFT
16. RH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
17. RH Electrical Fuel pump OFF, check pressure decreased at zero
18. LH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
19. LH Electrical Fuel pump OFF, check pressure decreased at zero
20. Strobe light ON
21. Landing gear lights TEST
22. ELT CHECK set to ARM
23. Fire detector TEST
24. Engine levers friction Adjust if required
25. Flight controls CHECK free
26. Alternate static port CHECK closed
27. Cabin heat CLOSED
28. Flaps Operate control to FULL position, veri-
fying extension. Then retract flaps.
29. Pitch trim control Set to neutral position.
30. Rudder trim control Set to neutral position.

Page G7-16
TAKEOFF AND CLIMB
1 Call TWR for takeoff

2 Check for clear final and wind on run- Direction and intensity
way
5 Carburettors heat CHECK OFF
9 LH and RH Throttle Lever FULL THROTTLE (about 2400  100
propeller rpm)
10 Engines instruments Parameters within green arcs
11 Rotation speed Vr = 64 KIAS
12 Rotation and takeoff
13 Apply slightly brakes to stop wheel
spinning
14 Landing gear control knob UP: check green lights and TRANS
light turned OFF
15 Speed over obstacle 70KIAS
16 Flaps 0° at 300 ft (AGL)
21 Landing and taxi lights OFF
17 Establish climb rate Above 80 KIAS
18 Trim adjustment
19 LH and RH Propeller Lever Set at 2250 rpm (after reaching safe al-
titude)
CRUISE
Flights in the CIS airspace are allowed only along the routes with continuous ATC
monitoring using RBS mode in VHF covering zones.
1 Reach cruise altitude

2 Set throttle and rpm as required for the cruise
3 LH and RH Propeller Lever SET to 1900-2400 rpm
4 Trim As required
5 Engine parameters check (LH and RH)
 Oil temperature: 90°110 ° C.
 CHT: 90°  110 °C
 Oil pressure: 2 - 5 bar.
6 Carburettor heat as needed (see also instructions addressed on Section 3)

Page G7-17
BALKED LANDING
1 LH and RH Throttle Lever FULL THROTTLE

3 Speed Over 70 KIAS
4 Flaps T/O
5 Landing gear UP
6 Carburettor heat CHECK OFF
7 LH and RH Electrical Fuel pump CHECK ON

Page G7-18
PERFORMANCES
Takeoff ground roll
CONDITIONS:
 Flaps: T/O
 Runway: paved
Figure 4 - Takeoff ground roll
In case of headwind, the takeoff run decreases by 2.5m for each

Measurement distances for short grass (less than 2 inches) must be increased of 10%
Measurement distances for high grass (more than 2 inches) must be increased of 15%
A rising runway with a gradient of 1% causes an acceleration decreasing of the
same intensity and, consequently, the takeoff run increases by 5%.

Page G7-19
Takeoff distance
CONDITIONS:
 Flaps: T/O
 Runway: paved
Figure 5 - Takeoff distance (50 ft. Obs)
In case of headwind, the takeoff run decreases by 4m for each

Take off roll measurement distances for short grass (less than 2 inches) must be
increased of 10%
Take off roll measurement distances for high grass (more than 2 inches) must be
increased of 15%
A rising runway with a gradient of 1% causes a takeoff run increasing by about
4%.

Page G7-20
CLIMB PERFORMANCE (ONE ENGINE INOPERATIVE)
CONDITIONS:
 AC Clean configuration
 One engine inoperative
 Max Cont. Power – Airspeed:
Weight VSSE
[kg] [KIAS]
1180 80
1080 78
980 75
Figure 6 – Rate of Climb (one engine inoperative)

Page G7-21
WEIGHT AND BALANCE

For weight and balance, make reference to Section 6 of this Manual.

Page G7-22
SYSTEMS
INSTRUMENTS PANEL
16
17
56
15
14
13
18
12
11
40
9 10
19
20
8
21
22
7
24 23
6
25
5
26
27
28
29
3
30
4
31
32
37 35 33
36 34
39 38
2
41 43 42
1
57
44
48 47 46 45
55
54
53
52
49
51
50
Instruments panel (typical layout)

Page G7-23
Item Description
1 GDU 1040 (PFD)

2 GMA 1347
3 Compass
4 A/P Programmer/Computer
5 GDU 1040 (MFD)
6 LH fuel quantity indicator
7 LH R.P.M.
8 Dual M.A.P. indicator
9 RH R.P.M.
10 RH fuel quantity indicator
11 LH CHT
12 RH CHT
13 LH Oil Temperature
14 RH Oil Temperature
15 LH oil pressure
16 RH oil pressure
18 RH ram air inlet
19 Instruments light switch
20 Strobe light switch
21 Navigation light switch
22 Taxi light switch
23 Landing light switch
24 Position flaps indicator
25 RH fuel pressure
26 LH fuel pressure
27 Flap switch
28 Standby Altimeter
29 Standby Attitude indicator

Page G7-24
Item Description
30 RH Cross bus switch
31 RH Field
32 LH Cross bus switch
33 Master switch
34 RH Avionic switch
35 LH Field
36 LH Avionic switch
37 Standby Airspeed indicator
38 Side slip indicator
39 LG control knob
40 Voltammeter Indicator
41 ADF control panel
42 Cockpit light dimmer
43 Cabin heat (warm air from RH engine)
44 Avionics lights dimmer
45 Cabin heat (warm air from LH engine)
46 LH ram air inlet
47 Trim rudder indicator
48 Switches built-in lights dimmer
49 ELT Indicator
51 Pitch trim indicator
52 Pitot heat switch
53 A/P Master switch
54 A/P trim master switch
55 Fire Detector push-to-test
56 LH/RH Ammeter selector switch
57 Chronometer

S-TEC
Pilot’s Operating Handbook

S–TEC
* Asterisk indicates pages changed, added, or deleted by

List of Effective Pages current revision.
Page No. Issue

th st
* 3-7 4 Ed, 1 Rev
th st
* 3-14 4 Ed, 1 Rev
th st
* 3-16 4 Ed, 1 Rev
th st
* 4-3 4 Ed, 1 Rev
Retain this record in front of handbook. Upon receipt of a

Record of Revisions
revision, insert changes and complete table below.
Revision Number Revision Date Insertion Date/Initials
st
1 Ed. Nov 08, 00
2nd Ed. May 31, 02
rd
3 Ed. Sep 30, 06
st
1 Rev. Mar 15, 07
2nd Rev. Apr 15, 07
th
4 Ed. Nov 30, 07
st
1 Rev. Mar 01, 08
4th Ed. Nov 30, 07 i

1st Rev. Mar 01, 08
S–TEC
Page Intentionally Blank
ii 4th Ed. Nov 30, 07

S–TEC
Table of Contents
Sec. Pg.
1 Overview...........................................................................................................1–1
1.1 Document Organization....................................................................1–3
1.2 Purpose..............................................................................................1–3
1.3 General Control Theory....................................................................1–3
1.4 Modes of Operation...........................................................................1–4
1.4.1 Roll Axis Control.................................................................1–4
1.4.2 Pitch Axis Control...............................................................1–4
1.5 Block Diagram....................................................................................1–4
2 Pre-Flight Procedures...................................................................................2–1
2.1 Power-Up Test....................................................................................2–3
2.2 Pre-Flight Test....................................................................................2–6
3 In-Flight Procedures......................................................................................3–1
3.1 Normal Operating Procedures........................................................3–3
3.1.1 Heading (HDG) Mode........................................................3–3
3.1.2 Navigation (NAV) Mode......................................................3–3
3.1.2.1 Pilot Selectable Intercept Angle........................3–6
3.1.3 Navigation GPSS (NAV GPSS) Mode...............................3–7
3.1.3.1 Pilot Selectable Intercept Angle........................3–7
3.1.4 Altitude Hold (ALT HOLD) Mode.......................................3–8
3.1.5 Vertical Speed (VS) Mode.................................................3–8
3.1.6 Control Wheel Steering (CWS) Mode .............................3–9
4th Ed. Nov 30, 07 iii

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3.1.7 Elevator Trim.......................................................................3–9
3.1.7.1 Manual Elevator Trim.........................................3–9
3.1.7.2 Automatic Elevator Trim....................................3–10
3.1.7.3 Manual Electric Elevator Trim..........................3–11
3.2 Precision Approach Procedures.....................................................3–12
3.2.1 Straight-In ILS Approach....................................................3–12
3.2.1.1 Software Revision 5 and Above......................3–12
3.2.1.2 Software Revision 4 and Below......................3–14
3.2.2 ILS Approach with Procedure Turn................................3–15
3.3 Non-Precision Approach Procedures............................................3–15
3.3.1 Straight-In Back Course Approach..................................3–15
3.3.1.1 Pilot Selectable Intercept Angle.......................3–17
3.3.2 Back Course Approach with Procedure Turn...............3–18
3.3.3 Straight-In LOC Approach................................................3–21
3.3.4 Straight-In VOR Approach.................................................3–23
3.3.5 LOC Approach with Procedure Turn..............................3–25
3.3.6 VOR Approach with Procedure Turn..............................3–28
3.3.7 NAV GPSS Approach (Lateral Guidance Only).............3–31
3.4 Flight Director Operation..................................................................3–31
3.4.1 FD/AP Mode.........................................................................3–31
3.4.2 FD Mode...............................................................................3–32
3.5 Wide Area Augmentation System (WAAS) Procedures..............3–33
3.5.1 GPS Approach (With Vertical Guidance).......................3–33
3.5.2 Missed Approach................................................................3–34
iv 4th Ed. Nov 30, 07

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3.6 Yaw Damper Operation....................................................................3–34
3.6.1 AUTO Mode..........................................................................3–35
3.6.2 ON Mode..............................................................................3–35
3.6.3 Yaw Damper Trim..............................................................3–35
3.7 Autopilot Disconnect ........................................................................3–35
3.8 Automatic Trim Disable....................................................................3–35
4 Operating Parameters..................................................................................4–1
4.1 Roll Axis Limits..................................................................................4–3
4.2 Pitch Axis Limits.................................................................................4–3
5 Glossary...........................................................................................................5–1
List of Figures
Fig. Pg.
1–1 System Fifty Five X Block Diagram..............................................................1–5
2–1 AP Display, All Annunciations at Power-Up................................................2–4
2–2 AP Display, Software Revision Number.....................................................2–4
2–3 AP Display, Ready for Operation.................................................................2–4
2–4 AP Display, Programmer/Computer Failure.............................................2–5
2–5 AP Display, Turn Coordinator Failure.........................................................2–5
2–6 AP Display, HDG Mode Engaged (Pre-Flight) ..........................................2–7
2–7 AP Display, HDG and ALT HOLD Modes Engaged (Pre-Flight)..............2–7
2–8 AP Display, CWS Mode Armed or Engaged, 0 FPM (Pre-Flight).............2–9
2–9 AP Display, CWS Mode Engaged, 500 FPM Climbing (Pre-Flight)........2–9
2–10 AP Display, CWS Mode Engaged, 500 FPM Descending (Pre-Flight)...2–9
2–11 AP Display, NAV and VS Modes Engaged, 0 FPM (Pre-Flight)...............2–11
4th Ed. Nov 30, 07 v

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2–12 AP Display, Manual Trim Prompts (Pre-Flight).......................................2–13
2–13 AP Display, Automatic Trim Advisements (Pre-Flight)...........................2–15
2–14 Remote Annunciator Display, HDG, VS, and FD Modes Engaged (Pre-Flight)...2–15
2–15 AP Display, Manual Electric Trim in Progress (Pre-Flight)....................2–18
3–1 AP Display, HDG Mode Engaged................................................................3–3
3–2 AP Display, NAV Mode Engaged..................................................................3–3
3–3 Remote Annunciator Display, NAV Mode Engaged, CAP Condition.......3–5
3–4 Remote Annunciator Display, NAV Mode Engaged, CAP SOFT Condition.......3–5
3–5 Remote Annunciator Display, NAV Mode Engaged, SOFT Condition.....3–5
3–6 AP Display, NAV APR Mode Engaged.........................................................3–6
3–7 Remote Annunciator Display, NAV APR Mode Engaged, CAP SOFT Condition....3–6
3–8 AP Display, HDG Mode Engaged, NAV Mode Armed................................3–6
3–9 AP Display, NAV GPSS Mode Engaged......................................................3–7
3–10 AP Display, HDG Mode Engaged, NAV GPSS Mode Armed.....................3–7
3–11 AP Display, HDG and ALT HOLD Modes Engaged...................................3–8
3–12 AP Display, HDG and VS Modes Engaged.................................................3–9
3–13 AP Display, CWS Mode Engaged................................................................3–9
3–14 AP Display, Manual Trim Prompts............................................................3–14
3–15 AP Display, Automatic Trim Advisements.................................................3–11
3–16 AP Display, Manual Electric Trim in Progress..........................................3–12
3–17 AP Display, NAV APR and ALT HOLD Modes Engaged...........................3–13
3–18 AP Display, NAV APR and ALT HOLD Modes Engaged, GS Mode Armed...............3–13
3–19 AP Display, NAV APR and GS Modes Engaged.......................................3–13
3–20 Straight-In ILS Approach...............................................................................3–14
vi 4th Ed. Nov 30, 07

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3–21 AP Display, REV APR Mode Engaged, Track LOC Back Course Inbound...........3–16
3–22 Straight-In Back Course Approach.............................................................3–16
3–23 AP Display, HDG Mode Engaged, REV APR Mode Armed.....................3–17
3–24 AP Display, NAV APR Mode Engaged, Track LOC Back Course Outbound......3–18
3–25 AP Display, REV APR Mode Engaged, Track LOC Back Course Inbound...........3–19
3–26 Back Course Approach with Procedure Turn..........................................3–20
3–27 AP Display, NAV APR Mode Engaged, Track LOC Front Course Inbound..........3–21
3–28 Straight-In LOC Approach............................................................................3–22
3–29 AP Display, NAV APR Mode Engaged, Track VOR Front Course Inbound.........3–23
3–30 Straight-In VOR Approach............................................................................3–24
3–31 AP Display, REV APR Mode Engaged, Track LOC Front Course Outbound.......3–25
3–32 AP Display, NAV APR Mode Engaged, Track LOC Front Course Inbound..........3–26
3–33 LOC Approach with Procedure Turn........................................................3–27
3–34 AP Display, REV Mode Engaged, Track VOR Front Course Outbound............3–28
3–35 AP Display, NAV APR Mode Engaged, Track VOR Front Course Inbound.........3–29
3–36 VOR Approach with Procedure Turn........................................................3–30
3–37 FD Parallax Adjustment................................................................................3–31
3–38 AP Master Switch, FD/AP Mode Engaged................................................3–31
3–39 FD Display, FD/AP Mode Engaged...........................................................3–32
3–40 AP Master Switch, FD Mode Engaged......................................................3–32
3–41 Remote Annunciator Display, FD Mode Engaged..................................3–32
3–42 FD Display, FD Mode Engaged.................................................................3–33
3–43 Yaw Damper Master Switch........................................................................3–34
3–44 Yaw Damper Trim Knob..............................................................................3–34
4th Ed. Nov 30, 07 vii

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List of Tables
Table Pg.
2–1 Power-Up Test...............................................................................................2–3
2–2 Pre-Flight Test...............................................................................................2–6
viii 4th Ed. Nov 30, 07

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SECTION 1
OVERVIEW
4th Ed. Nov 30, 07 1-1

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1-2 4th Ed. Nov 30, 07

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1.1 Document Organization
Section 1 Overview
Section 2 Pre-Flight Procedures
Section 3 In-Flight Procedures
Section 4 Operating Parameters
Section 5 Glossary
1.2 Purpose
This Pilot's Operating Handbook (POH) provides Pre-Flight and In-Flight

operating procedures for the S-TEC System Fifty Five X Autopilot (AP).
Note:
This POH must be carried in the A/C and made available to the pilot at
all times. It can only be used in conjunction with the Federal Aviation
Administration (FAA) approved Aircraft Flight Manual (AFM) or Aircraft Flight
Manual Supplement (AFMS). Refer to the applicable AFM or AFMS for
A/C specific information, such as unique ground tests, limitations, and
emergency procedures.
Note:
The System Fifty Five X autopilot is a tool provided to aircraft owners, that
serves to assist them with cockpit workload management. The ability of the
autopilot to provide optimum assistance and performance is directly
proportional to the pilot's knowledge of its operating procedures. Therefore,
it is highly recommended that the pilot develop a thorough understanding of
the autopilot, its modes, and operating procedures in Visual Meteorological
Conditions (VMC), prior to using it under Instrument Flight Rules (IFR).
1.3 General Control Theory
The System Fifty Five X is a rate based autopilot. When in control of the roll axis,
the autopilot senses turn rate, as well as closure rate to the selected course,
along with the non-rate quantities of heading error, course error, and course
deviation indication. When in control of the pitch axis, the autopilot senses
vertical speed, acceleration, and closure rate to the selected glideslope, along
with the non-rate quantities of altitude and glideslope deviation indication. These
sensed data provide feedback to the autopilot, which processes them in order to
control the aircraft through the use of mechanisms coupled to the control
system. In most aircraft, the roll servo is coupled to the ailerons. The pitch
servo is coupled to the elevator. Activation of roll axis control must always
precede activation of pitch axis control.
The optional autotrim function senses when the aircraft needs to be trimmed
about the pitch axis, and responds by driving the trim servo in the proper
direction to provide trim. The trim servo is coupled to the elevator trim tabs.
The optional yaw damper senses excessive adverse yaw about the yaw axis,
and responds by driving the yaw servo in the proper direction to provide
damping. The yaw servo is coupled to the rudder.
4th Ed. Nov 30, 07 1-3

S–TEC
1.4 Modes of Operation
1.4.1 Roll Axis Control
Heading (HDG) Mode
Used to Turn onto a Selected Heading and Hold it
Navigation (NAV) Mode
Used to Intercept and Track a VOR Course
Navigation Approach (NAV APR) Mode
Used to Intercept and Track a LOC and VOR Front Course Inbound
Reverse (REV) Mode
Used to Intercept and Track a VOR Back Course Inbound
Reverse Approach (REV APR) Mode
Used to Intercept and Track a LOC Back Course Inbound
Navigation Global Positioning System Steering (NAV GPSS) Mode
Used to Laterally Steer along a Course defined by GPS
Control Wheel Steering (CWS) Mode
Used to Simultaneously Hold Turn Rate and Vertical Speed
1.4.2 Pitch Axis Control
Altitude Hold (ALT HOLD) Mode
Used to Hold Altitude
Vertical Speed (VS) Mode
Used to Hold Vertical Speed
Glideslope (GS) Mode
Used to Intercept and Track Glideslope
1.5 Block Diagram
The System Fifty Five X Block Diagram is shown in Fig. 1-1.

1-4 4th Ed. Nov 30, 07
S–TEC
Fig. 1-1. System Fifty Five X Block Diagram

4th Ed. Nov 30, 07 1-5
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1-6 4th Ed. Nov 30, 07

S–TEC
SECTION 2
PRE-FLIGHT PROCEDURES
4th Ed. Nov 30, 07 2-1

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2-2 4th Ed. Nov 30, 07

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2.1 Power-Up Test
Perform the actions shown in Table 2-1. For each action, verify the corresponding
response where applicable.
Table 2-1. Power-Up Test

ACTION RESPONSE
1. Set Yaw Damper Master Switch ------

to OFF position (if installed).
2. Set Trim Master Switch to OFF ------

position (if installed).
3. Set Battery Master Switch to ON ------

position.
4. Set Avionics Master Switch to ON ------

position.
5. Set Autopilot Master Switch to one All annunciations appear on AP

of the following positions, whichever display as shown in Fig. 2-1 for 10
is applicable: seconds, and then extinguish.
FD/AP (Flight Director Installed) For Programmer/Computers with

serial number greater than 3001,
AP (No Flight Director) software revision number briefly
appears on AP display between 10
and 20 seconds following power-up,
as shown in Fig. 2-2.
RDY annunciation alone re-appears

on AP display within 3 minutes, as
shown in Fig. 2-3 (Notes 1, 2).
Notes:
1. Should a Programmer/Computer failure be detected, the FAIL annunciation

alone will re-appear on the AP display as shown in Fig. 2-4, and the autopilot will
not operate.
2. Should a Turn Coordinator failure be detected, the AP display will remain

blank indefinitely as shown in Fig. 2-5, and the autopilot will not operate.
4th Ed. Nov 30, 07 2-3

S–TEC
Fig. 2-1. AP Display, All Annunciations at Power-Up
Fig. 2-2. AP Display, Software Revision Number
Fig. 2-3. AP Display, Ready for Operation

2-4 4th Ed. Nov 30, 07
S–TEC
Fig. 2-4. AP Display, Programmer/Computer Failure
Fig. 2-5. AP Display, Turn Coordinator Failure
4th Ed. Nov 30, 07 2-5

S–TEC
2.2 Pre-Flight Test
Prior to takeoff and with engine running, perform the actions shown in Table 2-2.
For each action, verify the corresponding response where applicable. All actions
pertaining to mode selector switches apply to the autopilot bezel.
Table 2-2. Pre-Flight Test (continued on page 2-8)
ACTION RESPONSE
1. Move A/C Control Wheel left and ------

right, to sense its freedom of
movement about roll axis.
2. Set Heading Bug under Lubber ------

Line.
3. Press HDG mode selector switch HDG annunciation alone appears on

to engage heading mode. AP display, as shown in Fig. 2-6.
4. Attempt movement of A/C Control A/C Control Wheel’s reduced

Wheel left and right. freedom of movement indicates that
Roll Servo is engaged.
Roll Servo can be overridden. If not,
disconnect autopilot and do not use.
5. Turn Heading Bug to the left side A/C Control Wheel turns to the left.
of Lubber Line.
6. Turn Heading Bug to the right side A/C Control Wheel turns to the right.
of Lubber Line.
7. Set Heading Bug under Lubber A/C Control Wheel stops.

Line.
8. Move A/C Control Wheel forward

and aft, to sense its freedom of ------
movement about pitch axis.
9. Press ALT mode selector switch to ALT annunciation appears with HDG
engage altitude hold mode. on AP display, as shown in Fig. 2-7.
10. Attempt movement of A/C A/C Control Wheel’s reduced

Control Wheel forward and aft. freedom of movement indicates that
Pitch Servo is engaged.
Pitch Servo can be overridden. If not,
disconnect autopilot and do not use.
2-6 4th Ed. Nov 30, 07

S–TEC
Fig. 2-6. AP Display, HDG Mode Engaged (Pre-Flight)
Fig. 2-7. AP Display, HDG and ALT HOLD Modes Engaged (Pre-Flight)
4th Ed. Nov 30, 07 2-7

S–TEC
Table 2-2. Pre-Flight Test (continued from page 2-6)

ACTION RESPONSE
11. Press/Hold CWS Switch to arm CWS, VS, and +0 (or ±1)
control wheel steering mode. annunciations only appear on AP
display, as shown in Fig. 2-8.
12. Move A/C Control Wheel left and A/C Control Wheel’s increased
right. freedom of movement indicates that
Roll Servo is disengaged.
13. Move A/C Control Wheel forward A/C Control Wheel’s increased
and aft. freedom of movement indicates that
Pitch Servo is disengaged.
14. Release CWS Switch to engage ------

control wheel steering mode.

Control Wheel left and right. freedom of movement indicates that

17. Rotate AP Modifier Knob CW A/C Control Wheel moves in aft

until +5 (500 FPM climbing) is directon.
commanded, as shown in Fig. 2-9.
18. Rotate AP Modifier Knob CCW A/C Control Wheel moves in forward
until -5 (500 FPM descending) is direction.
commanded, as shown in Fig. 2-10.
19. Rotate AP Modifier Knob CW A/C Control Wheel stops.

until +0 (0 FPM) is commanded.
Note: If it is not possible to select a local VOR frequency on Navigation

Receiver, then proceed to step 30. Otherwise, proceed to step 20.
2-8 4th Ed. Nov 30, 07

S–TEC
Fig. 2-8. AP Display, CWS Mode Armed or Engaged, 0 FPM (Pre-Flight)
Fig. 2-9. AP Display, CWS Mode Engaged, 500 FPM Climbing (Pre-Flight)
Fig. 2-10. AP Display, CWS Mode Engaged, 500 FPM Descending (Pre-Flight)
4th Ed. Nov 30, 07 2-9
S–TEC

ACTION RESPONSE
20. Select local VOR frequency on ------

Navigation Receiver.
Note: Proceed to either step 21 (HSI) or step 26 (DG).
21. Turn Course Pointer until CDI ------

needle is centered.
22. Press NAV mode selector switch NAV, VS, and +0 annunciations only
to engage navigation mode. appear on AP display, as shown in
Fig. 2-11.
23. Turn Course Pointer left until CDI A/C Control Wheel turns to the right.
needle deflection is 2 dots right of
center.
24. Turn Course Pointer right until A/C Control Wheel turns to the left.
CDI needle deflection is 2 dots left of
center.
25. Turn Course Pointer left until CDI A/C Control Wheel stops.
needle is centered.
Note: Proceed to step 30.
26. Press NAV mode selector switch NAV, VS, and +0 annunciations only
to engage navigation mode. appear on AP display, as shown in
Fig. 2-11.
27. Turn OBS until CDI needle A/C Control Wheel turns to the right.
deflection is 2 dots right of center.
28. Turn OBS until CDI needle A/C Control Wheel turns to the left.
deflection is 2 dots left of center.
2-10 4th Ed. Nov 30, 07

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Fig. 2-11. AP Display, NAV and VS Modes Engaged, 0 FPM (Pre-Flight)
4th Ed. Nov 30, 07 2-11

S–TEC

ACTION RESPONSE
29. Turn OBS until CDI needle is A/C Control Wheel stops.
centered.
30. Press HDG mode selector switch HDG, VS, and +0 annunciations only
to engage heading mode. appear on AP display.
31. Move A/C Control Wheel as far After 3 seconds, TRIM ∧

forward as possible. annunciation appears on AP display,
as shown in Fig. 2-12a.
After 7 seconds, TRIM ∧
annunciation flashes.
32. Move A/C Control Wheel as far After 3 seconds, TRIM ∨

aft as possible. annunciation appears on AP display,
as shown in Fig. 2-12b.
After 7 seconds, TRIM ∨
33. Move A/C Control Wheel forward HDG, VS, and +0 annunciations only
until TRIM ∨ is extinguished. appear on AP display.
Note: If autopilot is equipped with autotrim, then proceed to step 34.

Otherwise, proceed to step 38 only if autopilot is equipped with a Remote
Annunciator, and A/C is equipped with a Flight Director. If this is not the case,
then proceed to step 60.
34. Set Trim Master Switch to ON ------

position.
2-12 4th Ed. Nov 30, 07

S–TEC
a. HDG and VS Modes Engaged, 0 FPM, TRIM UP Required
b. HDG and VS Modes Engaged, 0 FPM, TRIM DN Required
Fig. 2-12. AP Display, Manual Trim Prompts (Pre-Flight)
4th Ed. Nov 30, 07 2-13

S–TEC

ACTION RESPONSE
35. Move A/C Control Wheel as far After 3 seconds, TRIM ∧

forward as possible. annunciation appears on AP display
as shown in Fig. 2-13a, and Elevator
Trim Wheel begins to run nose up
with increasing speed.
After 7 seconds, TRIM ∧
36. Move A/C Control Wheel as far After 3 seconds, TRIM ∨

aft as possible. annunciation appears on AP display
as shown in Fig. 2-13b, and Elevator
Trim Wheel begins to run nose down
with increasing speed.
After 7 seconds, TRIM ∨
37. Move A/C Control Wheel forward HDG, VS, and +0 annunciations only
until TRIM ∨ is extinguished. appear on AP display.
Note: If autopilot is equipped with a Remote Annunciator, and A/C is equipped

with a Flight Director, then proceed to step 38. Otherwise, proceed to step 50.
38. Set Autopilot Master Switch to Audible Alert sounds a periodic tone.
FD position.
FD annunciation appears on Remote
Annunciator, along with HDG and VS,
as shown in Fig. 2.14.
39. Move A/C Control Wheel left and A/C Control Wheel’s increased
right. freedom of movement indicates that
Roll Servo is disengaged.
40. Move A/C Control Wheel forward A/C Control Wheel’s increased
and aft. freedom of movement indicates that
Pitch Servo is disengaged.
2-14 4th Ed. Nov 30, 07

S–TEC
a. HDG and VS Modes Engaged, 0 FPM, TRIM UP in Progress
b. HDG and VS Modes Engaged, 0 FPM, TRIM DN in Progress
Fig. 2-13. AP Display, Automatic Trim Advisements (Pre-Flight)
Fig. 2-14. Remote Annunciator Display, HDG, VS, and FD Modes Engaged (Pre-Flight)
4th Ed. Nov 30, 07 2-15

S–TEC

ACTION RESPONSE

Otherwise, proceed to step 42.
41. Move A/C Control Wheel as far After 3 seconds, Elevator Trim Wheel
forward or aft as possible. does not begin to run, indicating that
Trim Servo is disengaged.
42. Turn Heading Bug to 45° left of FD Steering Command Bars slowly
Lubber Line, to command a left turn. move to a left bank position.
43. Turn Heading Bug to 45° right of FD Steering Command Bars slowly
Lubber Line, to command a right turn. move to a right bank position.
44. Rotate AP Modifier Knob CW FD Steering Command Bars slowly

until +15 (1500 FPM climbing) is move to a pitch up position.
commanded.
45. Rotate AP Modifier Knob CCW FD Steering Command Bars slowly

until -15 (1500 FPM descending) is move to a pitch down position.
commanded.
46. Set AP Master Switch to FD/AP FD annunciation is extinguished on

position. Remote Annunciator.

Control Wheel left and right. freedom of movement indicates that


2-16 4th Ed. Nov 30, 07

S–TEC

ACTION RESPONSE
49. Move A/C Control Wheel as far After 3 seconds, Elevator Trim Wheel
forward or aft as possible. begins to run, indicating that Trim
Servo is engaged.
50. Press either forward or aft on Autopilot disconnects as follows:

both segments of Manual Electric
Trim Switch. RDY annunciation flashes and
Audible Alert sounds a periodic tone,
while all other annunciations are
extinguished.
After 5 seconds, RDY annunciation
stops flashing but remains, and
Audible Alert is squelched.
51. Press/Hold either forward or aft Elevator Trim Wheel does not begin
on only one segment of Manual to run.
Electric Trim Switch, but not both.
52. Press/Hold forward on both Elevator Trim Wheel runs nose down
segments of Manual Electric Trim at full speed, and TRIM annunciation
Switch. appears flashing as shown in
Fig. 2-15.
53. Press/Hold AP DISC / TRIM Elevator Trim Wheel stops.

INTR Switch.
54. Release AP DISC / TRIM INTR Elevator Trim Wheel resumes running
Switch. nose down at full speed.
55. Release Manual Electric Trim Elevator Trim Wheel stops.

Switch.
TRIM annunciation is extinguished.
56. Press/Hold aft on both segments Elevator Trim Wheel runs nose up at
of Manual Electric Trim Switch. full speed, and TRIM annunciation
appears flashing as shown in
Fig. 2-15.
4th Ed. Nov 30, 07 2-17

S–TEC
Fig. 2-15. AP Display, Manual Electric Trim in Progress (Pre-Flight)
2-18 4th Ed. Nov 30, 07

S–TEC

ACTION RESPONSE
57. Press/Hold AP DISC / TRIM Elevator Trim Wheel stops.

INTR Switch.
58. Release AP DISC / TRIM INTR Elevator Trim Wheel resumes running
Switch. nose up at full speed.
59. Release Manual Electric Trim Elevator Trim Wheel stops.

Switch.
TRIM annunciation is extinguished.
Note: If autopilot is equipped with a Yaw Damper, then proceed to step 61.
60. Press AP DISC / TRIM INTR Autopilot disconnects as follows:

Switch.
RDY annunciation flashes and
Note: Audible Alert sounds a periodic tone,
while all other annunciations are
Press/Hold AP DISC / TRIM INTR extinguished.
Switch to limit Audible Alert to a
single “beep”. After 5 seconds, RDY annunciation
stops flashing but remains, and
Audible Alert is squelched.
Note: If autopilot is equipped with a Yaw Damper, then proceed to step 61.
61. Actuate A/C Rudder Pedals ------

alternately in succession, to sense
their freedom of movement about yaw
axis.

to ON position.
63. Turn Yaw Trim Knob until A/C ------

Rudder Pedals stop.
4th Ed. Nov 30, 07 2-19

S–TEC

ACTION RESPONSE
64. Attempt actuation of A/C Rudder A/C Rudder Pedals’ reduced freedom
Pedals alternately in succession. of movement indicates that Yaw
Servo is engaged.
Yaw Servo can be overridden. If not,
set Yaw Damper Master Switch to
OFF position, and do not use.
65. Turn Yaw Trim Knob fully CCW. Left A/C Rudder Pedal slowly moves
forward.
66. Turn Yaw Trim Knob fully CW. Right A/C Rudder Pedal slowly
moves forward.
67. Turn Yaw Trim Knob CCW until ------

A/C Rudder Pedals stop.

to OFF position.
69. Actuate A/C Rudder Pedals A/C Rudder Pedals’ increased

alternately in succession. freedom of movement indicates that
Yaw Servo is disengaged.
70. Trim A/C for takeoff. -----
2-20 4th Ed. Nov 30, 07

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SECTION 3
IN-FLIGHT PROCEDURES
4th Ed. Nov 30, 07 3-1

S–TEC
3-2 4th Ed. Nov 30, 07

S–TEC
3.1 Normal Operating Procedures
3.1.1 Heading (HDG) Mode
Set the Heading Bug to the desired heading on the compass card (HSI or DG),
and then press the HDG mode selector switch to engage the heading mode.
The HDG annunciation will appear as shown in Fig. 3-1, to acknowledge that
this mode is engaged. The autopilot will turn the aircraft onto the selected
heading and hold it. A new heading can be subsequently selected by setting the
Heading Bug to it.
Fig. 3-1. AP Display, HDG Mode Engaged
3.1.2 Navigation (NAV) Mode
Select the VOR frequency on the Navigation Receiver.
Heading System HSI
Set Course Pointer to desired course on compass card.
Heading System DG
Set Heading Bug and OBS to desired course on each respective compass card.
Press the NAV mode selector switch to engage the navigation mode. The
NAV annunciation will appear as shown in Fig. 3-2, to acknowledge that this
mode is engaged.
Fig. 3-2. AP Display, NAV Mode Engaged
4th Ed. Nov 30, 07 3-3

S–TEC
If the Course Deviation Indication (CDI) is at full scale (100%) needle deflection
from center, then the autopilot will establish the aircraft on a 45° intercept
angle relative to the selected course. Even if CDI needle deflection is less than
100%, the autopilot may still establish an intercept angle of 45°, provided that
the aircraft's closure rate to the selected course is sufficiently slow. Otherwise,
the intercept angle will be less than 45°.
As the aircraft approaches the selected course, the autopilot senses the
corresponding rate at which CDI needle deflection approaches center (closure
rate), in order to initiate the aircraft's turn onto the course at the proper point, and
thereby prevent overshoot. The point at which this turn begins is variable, being
further from the course at faster closure rates, and closer to the course at slower
closure rates. Although closure rate is principally a function of groundspeed, the
distance of the aircraft from the VOR station also has an effect. Nevertheless,
the turn will always begin between 100% and 20% CDI needle deflection.
During this stage of the intercept sequence, the autopilot operates at maximum
gain and sensitivity to closure rate. In addition, it limits the aircraft's turn rate to
90% of a standard rate turn, although for some higher performance (turboprop)
aircraft this is 75%.
When the aircraft arrives at 15% CDI needle deflection, the course is captured.
At that instant, a step reduction in autopilot gain occurs, so that the Course
Pointer (HSI) or Heading Bug (DG) has sufficient authority to complete the
intercept. In addition, the sensitivity to closure rate is reduced. The overall
authority of the autopilot during this stage of the intercept sequence is called the
CAP condition, which is acknowledged only on the optional Remote Annunciator,
as shown in Fig. 3-3.
Fifteen seconds after course capture, a second step reduction in autopilot gain
occurs, to limit the aircraft's turn rate to 45% of a standard rate turn, although for
some higher performance (turboprop) aircraft this is 37.5%. In addition, the
sensitivity to closure rate is reduced again. The overall authority of the autopilot
during this stage of the intercept sequence is called the CAP SOFT condition,
which is acknowledged only on the optional Remote Annunciator, as shown in
Fig. 3-4.
Thirty seconds after course capture, the autopilot establishes the required
crosswind correction angle.
Seventy five seconds after course capture, a third step reduction in autopilot
gain occurs, to limit the aircraft's turn rate to 15% of a standard rate turn,
although for some higher performance (turboprop) aircraft this is 12.5%. In
addition, the sensitivity to closure rate is reduced once more. This is
acknowledged by the extinguishment of the CAP annunciation on the optional
Remote Annunciator, as shown in Fig. 3-5. It marks the end of the intercept
sequence, and the beginning of tracking. The overall authority of the autopilot
during tracking is called the SOFT condition.
The pilot should make speed, distance, and time considerations during the 75
second period from course capture to the beginning of tracking, to account for
the aircraft's position. For example at 115 kts, a distance of 2.4 nautical miles
will be traveled in 75 seconds.
If it should happen that the Course Pointer (HSI) or Heading Bug (DG) is already
within 5° of the selected course, and CDI needle deflection is less than 10%,
then the autopilot will immediately establish the SOFT condition upon
engagement of the navigation mode.
3-4 4th Ed. Nov 30, 07
S–TEC
While tracking in the SOFT condition, the autopilot ignores short term CDI
needle deflections (excursions), to thereby inhibit aircraft scalloping during
VOR station passage. Should CDI needle deflection exceed 50% for a period of
60 seconds, the autopilot will revert to the CAP SOFT condition as a means to
re-establish the aircraft on course.
The NAV annunciation will flash whenever CDI needle deflection exceeds 50%,
or the NAV Flag is in view. In the latter event, the FAIL annunciation will also
appear.
While tracking in the SOFT condition and within 50% CDI needle deflection,
should it be desired to track in the higher authority CAP SOFT condition instead,
press the APR mode selector switch to engage the navigation approach
(NAV APR) mode. This is acknowledged as shown in Fig. 3-6 and Fig. 3-7.
While tracking in either the SOFT or CAP SOFT condition, if a new course is
selected that is different from the original course by 10° or more, then the
autopilot will revert to the CAP condition.
Fig. 3-3. Remote Annunciator Display, NAV Mode Engaged, CAP Condition
Fig. 3-4. Remote Annunciator Display, NAV Mode Engaged, CAP SOFT Condition
Fig. 3-5. Remote Annunciator Display, NAV Mode Engaged, SOFT Condition
4th Ed. Nov 30, 07 3-5
S–TEC
Fig. 3-6. AP Display, NAV APR Mode Engaged
Fig. 3-7. Remote Annunciator Display, NAV APR Mode Engaged, CAP SOFT Condition
3.1.2.1 Pilot Selectable Intercept Angle
To select an intercept angle other than 45°, set the Heading Bug to the desired
intercept heading on the compass card, such that the difference between this
heading and the desired course is the intercept angle. Then set the Course
Pointer (HSI) or OBS (DG) to the desired course. Press and hold the HDG mode
selector switch, and then press the NAV mode selector switch to engage the
heading mode and arm the navigation mode. The HDG and NAV annunciations
will appear as shown in Fig. 3-8, to acknowledge this.
The autopilot will establish the aircraft on the selected intercept angle
(heading), until it must turn the aircraft onto the selected course to prevent
overshoot. At that point in the intercept sequence, the HDG annunciation will
extinguish to indicate engagement of the navigation mode. At the moment this
occurs, if the heading system is a DG, immediately set the Heading Bug to the
course in order to input a course error to the autopilot. Otherwise, the autopilot
will lack sufficient authority to turn the aircraft onto the course.
Fig. 3-8. AP Display, HDG Mode Engaged, NAV Mode Armed
3-6 4th Ed. Nov 30, 07

S–TEC
3.1.3 Navigation Global Positioning System Steering (NAV GPSS) Mode
Program a predefined course into the GPS Navigation Receiver, comprised of

course segments connected by waypoints. Press the NAV mode selector switch
twice to engage the navigation global positioning system steering mode,
unless the navigation mode is already engaged. In the latter event, only press
the NAV mode selector switch once. The NAV and GPSS annunciations will
appear as shown in Fig. 3-9, to acknowledge that this mode is engaged. The
autopilot will laterally steer the aircraft along the predefined course, and limit its
turn rate to either:
130% of a standard rate turn (Prog/Comp Hardware Mod Code AM and below)
90% of a standard rate turn (Prog/Comp Hardware Mod Code AN and AP)
110% of a standard rate turn (Prog/Comp Hardware Mod Code AR and above)
During this mode of operation, the autopilot will not accept any course error
input from the Course Pointer (HSI) or Heading Bug (DG).
If it should happen that a predefined course has not been programmed into the
GPS Navigation Receiver upon attempted engagement of the navigation global
positioning system steering mode, then the NAV and GPSS annunciations will
flash, and the autopilot will hold the aircraft's wings level.
Fig. 3-9. AP Display, NAV GPSS Mode Engaged
4th Ed. Nov 30, 07 3-7

1st Rev. Mar 01, 08
S–TEC
To select an intercept angle, set the Heading Bug to the desired intercept
heading on the compass card, such that the difference between this heading
and the next course segment is the intercept angle. Press and hold the HDG
mode selector switch, and then press the NAV mode selector switch twice to
engage the heading mode and arm the navigation global positioning system
steering mode. The HDG, NAV, and GPSS annunciations will appear as shown
in Fig. 3-10, to acknowledge this.
(heading), until it must turn the aircraft onto the next course segment to prevent
overshoot. At that point in the intercept sequence, the HDG annunciation will
extinguish to indicate engagement of the navigation global positioning system
steering mode.
Fig. 3-10. AP Display, HDG Mode Engaged, NAV GPSS Mode Armed
3-8 4th Ed. Nov 30, 07

S–TEC
3.1.4 Altitude Hold (ALT HOLD) Mode
The altitude hold mode can only be engaged if a roll mode (HDG, NAV, NAV APR,
REV, REV APR, NAV GPSS) is already engaged. With a roll mode engaged and
the aircraft at the desired altitude, press the ALT mode selector switch to engage
the altitude hold mode. The ALT annunciation will appear as shown in Fig. 3-11,
to acknowledge that this mode is engaged. The autopilot will hold the aircraft at
its current (captured) altitude. This altitude may be modified for barometric
pressure changes, by rotating the Modifier Knob either clockwise (CW) for an
increase in altitude, or counter-clockwise (CCW) for a decrease in altitude. Each
detent equals 20 feet, and the range is ±360 feet from the original captured
altitude.
Fig. 3-11. AP Display, HDG and ALT HOLD Modes Engaged
3.1.5 Vertical Speed (VS) Mode
Caution:
The vertical speed mode is used to establish and hold a PILOT selected
vertical speed. Since the autopilot receives no airspeed information, it is the
responsibility of the pilot to ensure that the vertical speed selection is within
the operating limits of the aircraft's capabilities. Selection of a vertical
speed beyond the capability of the aircraft can create a condition of reduced
airspeed, and possibly lead to a stall condition.
The vertical speed mode can only be engaged if a roll mode (HDG, NAV, NAV
APR, REV, REV APR, NAV GPSS) is already engaged. With a roll mode engaged
and the aircraft at the desired vertical speed, press the VS mode selector switch
to engage the vertical speed mode. The VS annunciation will appear as shown
in Fig. 3-12, to acknowledge that this mode is engaged, along with the current
vertical speed. The latter appears as a number in units of FPM x 100, prefixed by
either a "+" to indicate a climb, or a "-" to indicate a descent (i.e., for example, +5
indicates 500 FPM climbing, if within the aircraft's capabilities). The autopilot
will hold the aircraft at its current (captured) vertical speed. This vertical speed
may be modified by rotating the Modifier Knob. In a climb, rotating the Modifier
Knob clockwise (CW) increases the climb rate, whereas rotating it counter-
clockwise (CCW) decreases the climb rate. In a descent, rotating the Modifier
Knob CCW increases the descent rate, whereas rotating it CW decreases the
descent rate. Each detent equals 100 FPM, and the range is ±1600 FPM from
the original captured vertical speed.
During a climb, should the aircraft become unable to hold the captured vertical
speed for a period of fifteen seconds, the VS annunciation will flash as an alert
to the potential for an impending stall condition. In that event, immediately
increase the aircraft's thrust if possible, reduce the commanded vertical speed
using the Modifier Knob, or both, until the VS annunciation stops flashing.
4th Ed. Nov 30, 07 3-9
S–TEC
Fig. 3-12. AP Display, HDG and VS Modes Engaged
3.1.6 Control Wheel Steering (CWS) Mode
The control wheel steering mode can only be engaged if a roll mode (HDG, NAV,
NAV APR, REV, REV APR, NAV GPSS) and pitch mode (ALT HOLD, VS, GS) are
already engaged. With a roll and pitch mode engaged, press and hold the
remote CWS Switch located on the Control Wheel. This disengages both the
roll and pitch servos. Maneuver the aircraft to the desired attitude, and allow it to
stabilize there for 2-3 seconds. Release the switch to engage the control wheel
steering mode. This re-engages both the roll and pitch servos. The CWS
annunciation will appear as shown in Fig. 3-13, to acknowledge that the CWS
mode is engaged, along with the VS annunciation and current (captured) vertical
speed. The latter appears as a number in units of FPM x 100, prefixed by either
a "+" to indicate a climb, or a "-" to indicate a descent (i.e., for example, +5
indicates 500 FPM climbing, if within the aircraft's capabilities). The autopilot
will hold the aircraft at its current (captured) turn rate and vertical speed.
If it should happen that the aircraft's turn rate is initially greater than 90% of a
standard rate turn at the desired attitude, then the autopilot will limit it to 90%
upon engagement of the CWS mode, although for some higher performance
(turboprop) aircraft this is 75%.
Fig. 3-13. AP Display, CWS Mode Engaged
3.1.7 Elevator Trim
3.1.7.1 Manual Elevator Trim
If the autopilot is not equipped with autotrim, or is so equipped but the Trim
Master Switch is in the OFF position, and a pitch mode (ALT HOLD, VS, GS) is
engaged, then the autopilot will provide an annunciation whenever it is
necessary to manually trim the aircraft about the pitch axis using the Elevator
Trim Wheel.
3-10 4th Ed. Nov 30, 07

S–TEC
Should the pitch servo loading exceed a preset threshold for a period of three
seconds, the autopilot will annunciate either TRIM ∧ or TRIM ∨ as a prompt to
trim the aircraft in the indicated direction. This is shown in Fig. 3-14. In addition,
an audible alert will sound a periodic tone. If no action is taken after four more
seconds, then the annunciation will flash and the audible alert will be squelched.
Once the aircraft has been sufficiently trimmed, such that the pitch servo loading
is below the preset threshold, the annunciation will extinguish.
a. TRIM UP Required
b. TRIM DN Required
Fig. 3-14. AP Display, Manual Trim Prompts
3.1.7.2 Automatic Elevator Trim
If the autopilot is equipped with autotrim, the Trim Master Switch is in the ON
position, and a pitch mode (ALT HOLD, VS, GS) is engaged, then the autopilot
will provide an annunciation whenever it is automatically trimming the aircraft
about the pitch axis.
Should the pitch servo loading exceed a preset threshold for a period of three
seconds, the autopilot will annunciate either TRIM ∧ or TRIM ∨ as an
advisement that it is automatically trimming the aircraft in the indicated direction.
This is shown in Fig. 3-15. In addition, the Elevator Trim Wheel will run either
nose up or nose down, respectively, with increasing speed. If the autopilot is
still in the process of automatically trimming the aircraft after four more
seconds, then the annunciation will flash. Once the aircraft has been sufficiently
trimmed, such that the pitch servo loading is below the preset threshold, the
annunciation will extinguish and the Elevator Trim Wheel will stop.
4th Ed. Nov 30, 07 3-11

S–TEC
a. TRIM UP in Progress
b. TRIM DN in Progress
Fig. 3-15. AP Display, Automatic Trim Advisements
3.1.7.3 Manual Electric Elevator Trim
If the autopilot is equipped with autotrim, then there will also be the remote
Manual Electric Trim Switch located on the Control Wheel. This switch can be
used to trim the aircraft about the pitch axis from the RDY, or when only a roll
mode (HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) is engaged, provided
that the Trim Master Switch is in the ON position.
To trim the aircraft nose up, press aft and hold both segments of the Manual
Electric Trim Switch. The TRIM annunciation will appear flashing as shown in
Fig. 3-16, and the Elevator Trim Wheel will run nose up at full speed. Upon
release of this switch, the TRIM annunciation will extinguish and the Elevator
Trim Wheel will stop.
To trim the aircraft nose down, press forward and hold both segments of the
Manual Electric Trim Switch. The TRIM annunciation will appear flashing as
shown in Fig. 3-16, and the Elevator Trim Wheel will run down at full speed.
Upon release of this switch, the TRIM annunciation will extinguish and the
Elevator Trim Wheel will stop.
Should the Manual Electric Trim Switch ever be actuated when a pitch mode
(ALT HOLD, VS, GS) is engaged, the autopilot will disconnect.
3-12 4th Ed. Nov 30, 07

S–TEC
Fig. 3-16. AP Display, Manual Electric Trim in Progress
3.2 Precision Approach Procedures
3.2.1 Straight-In ILS Approach
3.2.1.1 Software Revision 5 and Above
Execute a straight-in intercept and track of the FRONT INBOUND LOC course
(reference section 3.3.3), while holding the approach altitude. The NAV, APR,
and ALT annunciations will appear as shown in Fig. 3-17.
Once the following conditions have existed simultaneously for a period of one
second, the GS annunciation will appear to acknowledge that the glideslope
mode has automatically armed, as shown in Fig. 3-18:
1. NAV APR mode engaged
2. ALT mode engaged
3. NAV Flag out of view
4. GS Flag out of view
5. LOC frequency selected
6. A/C within 50% CDI needle deflection of LOC centerline
7. A/C more than 10% Glideslope Deviation Indication (GDI) needle deflection
below GS centerline
The armed glideslope mode can be subsequently disabled by pressing the

APR mode selector switch. The GS annunciation will flash to acknowledge this.
To then re-arm the glideslope mode, press the APR mode selector switch again.
The GS annunciation will immediately extinguish, but re-appear after one
second.
With the glideslope mode armed, once the aircraft arrives at 5% GDI needle
deflection below the GS centerline, the ALT annunciation will extinguish to
indicate engagement of the glideslope mode, as shown in Fig. 3-19.
4th Ed. Nov 30, 07 3-13

S–TEC
Note:
If the approach positions the aircraft slightly above the GS centerline,

then manual engagement of the glideslope mode can be instantly achieved
by pressing the ALT mode selector switch.
Caution:
Manual engagement of the glideslope mode above the GS centerline will

result in the aircraft moving aggressively toward the GS centerline. DO NOT
manually engage the glideslope mode if the aircraft is more than 20% above
the GS centerline.
The GS annunciation will flash whenever GDI needle deflection exceeds

50%, or the GS Flag is in view. In the latter event, the FAIL annunciation will
also appear.
At the Decision Height (DH), disconnect the autopilot to execute either a

landing or Go-Around (GA).
A pictorial of this procedure is shown in Fig. 3-20.
Fig. 3-17. AP Display, NAV APR and ALT HOLD Modes Engaged
Fig. 3-18. AP Display, NAV APR and ALT HOLD Modes Engaged, GS Mode Armed
Fig. 3-19. AP Display, NAV APR and GS Modes Engaged

3-14 4th Ed. Nov 30, 07
1st Rev. Mar 01, 08
S–TEC
Fig. 3-20. Straight-In ILS Approach
3.2.1.2 Software Revision 4 and Below
Execute a straight-in intercept and track of the FRONT INBOUND LOC course
(reference section 3.3.3), while holding the approach altitude. The NAV, APR,
and ALT annunciations will appear as shown in Fig. 3-17.
Once the following conditions have existed simultaneously for a period of ten
seconds, the GS annunciation will appear to acknowledge that the glideslope
mode has automatically armed, as shown in Fig. 3-18:
1. NAV APR mode engaged
2. ALT mode engaged
3. NAV Flag out of view
4. GS Flag out of view
5. LOC frequency selected
6. A/C within 50% CDI needle deflection of LOC centerline
7. A/C more than 60% Glideslope Deviation Indication (GDI) needle deflection
below GS centerline
If the last condition cannot be met because the aircraft is too near the GS
centerline, then manual arming of the glideslope mode can be instantly
achieved by pressing the ALT mode selector switch.
The armed glideslope mode can be subsequently disabled by pressing the

APR mode selector switch. The GS annunciation will flash to acknowledge this.
To then re-arm the glideslope mode, press the APR mode selector switch again.
The GS annunciation will immediately extinguish, but re-appear after ten
seconds.
With the glideslope mode armed, once the aircraft arrives at 5% GDI needle
deflection below the GS centerline, the ALT annunciation will extinguish to
indicate engagement of the glideslope mode, as shown in Fig. 3-19.
4th Ed. Nov 30, 07 3-15

S–TEC
Note:
If the approach positions the aircraft slightly above the GS centerline,

then manual engagement of the glideslope mode can be instantly achieved
by pressing the ALT mode selector switch.
Caution:
Manual engagement of the glideslope mode above the GS centerline will

result in the aircraft moving aggressively toward the GS centerline. DO NOT
manually engage the glideslope mode if the aircraft is more than 20% above
the GS centerline.
The GS annunciation will flash whenever GDI needle deflection exceeds

50%, or the GS Flag is in view. In the latter event, the FAIL annunciation will
also appear.
At the Decision Height (DH), disconnect the autopilot to execute either a

landing or Go-Around (GA).
A pictorial of this procedure is shown in Fig. 3-20.
3.2.2 ILS Approach with Procedure Turn
Execute a procedure turn intercept and track of the FRONT INBOUND LOC
course (reference section 3.3.5) above the approach altitude, just until the
aircraft is established on the FRONT INBOUND PROCEDURE TURN heading,
with the heading mode still engaged. Establish the desired vertical descent
speed, and then press the VS mode selector switch to engage the vertical
speed mode. Upon reaching the approach altitude, press the ALT mode
selector switch to engage the altitude hold mode. Press the NAV mode selector
switch to engage the navigation approach mode, such that the autopilot will
execute a straight-in intercept and track of the FRONT INBOUND LOC course
(reference section 3.3.3). Execute a straight-in intercept and track of the
glideslope (reference section 3.2.1).
For those aircraft equipped with the Garmin 400W/500W Series GPS Navigation
Receiver or equivalent unit, with the NAV GPSS mode engaged, the autopilot is
capable of executing the entire lateral approach sequence if it has been
programmed into the Navigation Receiver.
Once on the FRONT INBOUND LOC course, with the Navigation Receiver set to
VLOC and conditions 2 thru 7 of section 3.2.1 satisfied, press the NAV mode
selector switch to engage the NAV APR mode and complete the ILS approach.
3.3 Non-Precision Approach Procedures
3.3.1 Straight-In Back Course Approach
Select the LOC frequency on the Navigation Receiver.
Heading System HSI
Set Course Pointer to FRONT INBOUND LOC course on compass card.
3-16 4th Ed. Nov 30, 07

1st Rev. Mar 01, 08
S–TEC
Heading System DG
Set Heading Bug to BACK INBOUND LOC course on compass card.
Press the REV mode selector switch to engage the reverse approach mode.
The REV and APR annunciations will appear as shown in Fig. 3-21, to acknowledge
that this mode is engaged. The autopilot will intercept and track the BACK
INBOUND LOC course. If the heading system is a DG, then the autopilot will fly
the aircraft in the direction opposite to that of CDI needle deflection.
The REV annunciation will flash whenever CDI needle deflection exceeds 50%,
or the NAV Flag is in view. In the latter event, the FAIL annunciation will also
appear.
A summary pictorial of this procedure is shown in Fig. 3-22.
Fig. 3-21. AP Display, REV APR Mode Engaged, Track LOC Back Course Inbound
Back Course
265° 085°
310°
a. Select LOC frequency.
b. Heading System HSI
Set Course Pointer to FRONT INBOUND LOC course.
Heading System DG
Set Heading Bug to BACK INBOUND LOC course.
c. Press REV mode selector switch to engage reverse approach mode.
d. Intercept and track BACK INBOUND LOC course.
Fig. 3-22. Straight-In Back Course Approach
4th Ed. Nov 30, 07 3-17

S–TEC
To select an intercept angle, set the Heading Bug to the desired intercept
heading on the compass card, such that the difference between this heading
and the BACK INBOUND LOC course is the intercept angle. If the heading
system is an HSI, set the Course Pointer to the FRONT INBOUND LOC
course on the compass card.
Press and hold the HDG mode selector switch, and then press the REV mode
selector switch to engage the heading mode and arm the reverse approach
mode. The HDG, APR, and REV annunciations will appear as shown in Fig.
3-23, to acknowledge this.
(heading), until it must turn the aircraft onto the BACK INBOUND LOC course to
prevent overshoot. At that point in the intercept sequence, the HDG annunciation
will extinguish to indicate engagement of the reverse approach mode. At the
moment this occurs, if the heading system is a DG, immediately set the Heading
Bug to the BACK INBOUND LOC course, in order to input a course error to the
autopilot. Otherwise, the autopilot will lack sufficient authority to turn the aircraft
onto the course.
Fig. 3-23. AP Display, HDG Mode Engaged, REV APR Mode Armed
3-18 4th Ed. Nov 30, 07

S–TEC
3.3.2 Back Course Approach with Procedure Turn
Heading System HSI
Heading System DG
Set Heading Bug to FRONT INBOUND LOC course on compass card.
Press the NAV mode selector switch to engage the navigation approach mode.
The NAV and APR annunciations will appear as shown in Fig. 3-24, to acknowledge
OUTBOUND LOC course.
Fig. 3-24. AP Display, NAV APR Mode Engaged, Track LOC Back Course Outbound
4th Ed. Nov 30, 07 3-19

S–TEC
At the appropriate time, set the Heading Bug to the BACK OUTBOUND
PROCEDURE TURN heading, and then press the HDG mode selector switch to
engage the heading mode. Hold this heading until the point at which it is time to
turn the aircraft again. At that point, turn the Heading Bug in two successive 90°
increments, to establish the aircraft on the BACK INBOUND PROCEDURE TURN
heading.
Heading System HSI
Course Pointer remains unchanged on compass card.
Heading System DG
INBOUND LOC course. If the heading system is a DG, then the autopilot will fly
the aircraft in the direction opposite to that of CDI needle deflection.
Fig. 3-25. AP Display, REV APR Mode Engaged, Track LOC Back Course Inbound
capable of executing this entire lateral approach sequence if it has been
Once on the BACK INBOUND LOC course, and with the Navigation Receiver set
to VLOC, press the REV mode selector switch to engage the REV APR mode
and complete the back course approach.
3-20 4th Ed. Nov 30, 07

S–TEC
1.
Back Course
265° 085°
2.
N
310°
130°
1. a. Select LOC frequency.

Heading System DG
Set Heading Bug to FRONT INBOUND LOC course.
c. Press NAV mode selector switch to engage navigation approach mode.

d. Intercept and track BACK OUTBOUND LOC course.
2. a. At appropriate time, set Heading Bug to BACK OUTBOUND PROCEDURE

TURN heading.
b. Press HDG mode selector switch to engage heading mode.
3. a. Turn Heading Bug in two successive 90° increments, to establish aircraft
on BACK INBOUND PROCEDURE TURN heading.
Course Pointer remains unchanged.
Heading System DG
d. Intercept and track BACK INBOUND LOC course.
Fig. 3-26. Back Course Approach with Procedure Turn
4th Ed. Nov 30, 07 3-21

S–TEC
3.3.3 Straight-In LOC Approach
Heading System HSI
Heading System DG
The NAV and APR annunciations will appear as shown in Fig. 3-27, to
acknowledge that this mode is engaged. The autopilot will intercept and
track the FRONT INBOUND LOC course.
Fig. 3-27. AP Display, NAV APR Mode Engaged, Track LOC Front Course Inbound
3-22 4th Ed. Nov 30, 07

S–TEC
Heading System DG
c. Press NAV mode selector switch to engage navigation approach mode.
d. Intercept and track FRONT INBOUND LOC course.
2. a. At middle marker, if missed approach is declared, disconnect autopilot.
b. Stabilize aircraft.
c. Set Heading Bug to missed approach heading.
d. Press HDG mode selector switch to engage heading mode.

Fig. 3-28. Straight-In LOC Approach
4th Ed. Nov 30, 07 3-23

S–TEC
3.3.4 Straight-In VOR Approach
Heading System HSI
Set Course Pointer to FRONT INBOUND VOR course on compass card.
Heading System DG
Set Heading Bug and OBS to FRONT INBOUND VOR course on each respective
compass card.
Press the APR mode selector switch to engage the navigation approach mode.
The NAV and APR annunciations will appear as shown in Fig. 3-29, to acknowledge
that this mode is engaged. The autopilot will intercept and track the FRONT
INBOUND VOR course.
Fig. 3-29. AP Display, NAV APR Mode Engaged, Track VOR Front Course Inbound
3-24 4th Ed. Nov 30, 07

S–TEC
1. a. Select VOR frequency.
Set Course Pointer to FRONT INBOUND VOR course.
Heading System DG
Set Heading Bug and OBS to FRONT INBOUND VOR course.
c. Press APR mode selector switch to engage navigation approach mode.
d. Intercept and track FRONT INBOUND VOR course.
2. a. At middle marker, if missed approach is declared, disconnect autopilot.
b. Stabilize aircraft.
c. Set Heading Bug to missed approach heading.
d. Press HDG mode selector switch to engage heading mode.

Fig. 3-30. Straight-In VOR Approach
4th Ed. Nov 30, 07 3-25

S–TEC
3.3.5 LOC Approach with Procedure Turn
Heading System HSI
Heading System DG
that this mode is engaged. The autopilot will intercept and track the FRONT
OUTBOUND LOC course. If the heading system is a DG, then the autopilot will
fly the aircraft in the direction opposite to that of CDI needle deflection.
Fig. 3-31. AP Display, REV APR Mode Engaged, Track LOC Front Course Outbound
3-26 4th Ed. Nov 30, 07

S–TEC
At the appropriate time, set the Heading Bug to the FRONT OUTBOUND
increments, to establish the aircraft on the FRONT INBOUND PROCEDURE
TURN heading.
Heading System HSI
Heading System DG
acknowledge that this mode is engaged. The autopilot will intercept and
track the FRONT INBOUND LOC course.
Fig. 3-32. AP Display, NAV APR Mode Engaged, Track LOC Front Course Inbound
Once on the FRONT INBOUND LOC course, with the Navigation Receiver set to
VLOC, press the NAV mode selector switch to engage the NAV APR mode
and complete the front course approach.
4th Ed. Nov 30, 07 3-27

S–TEC
3.
130°
N
310°
4.
Heading System DG
d. Intercept and track FRONT OUTBOUND LOC course.
2. a. At appropriate time, set Heading Bug to FRONT OUTBOUND PROCEDURE

TURN heading.

on FRONT INBOUND PROCEDURE TURN heading.
4. a. Heading System HSI
Heading System DG
b. Press NAV mode selector switch to engage navigation approach mode.
c. Intercept and track FRONT INBOUND LOC course.
d. At middle marker, if missed approach is declared, disconnect autopilot.
e. Stabilize aircraft.
f. Set Heading Bug to missed approach heading.
g. Press HDG mode selector switch to engage heading mode.
Fig. 3-33. LOC Approach with Procedure Turn
3-28 4th Ed. Nov 30, 07

S–TEC
3.3.6 VOR Approach with Procedure Turn
Heading System HSI
Set Course Pointer to FRONT INBOUND VOR course on compass card.
Heading System DG
Set Heading Bug and OBS to BACK INBOUND VOR course on each respective
compass card.
Press the REV mode selector switch to engage the reverse mode. The REV
annunciation will appear as shown in Fig. 3-34, to acknowledge that this mode
is engaged. The autopilot will intercept and track the FRONT OUTBOUND VOR
course.
Fig. 3-34. AP Display, REV Mode Engaged, Track VOR Front Course Outbound
4th Ed. Nov 30, 07 3-29

S–TEC
At the appropriate time, set the Heading Bug to the FRONT OUTBOUND
increments, to establish the aircraft on the FRONT INBOUND PROCEDURE
TURN heading.
Heading System HSI
Heading System DG
Set Heading Bug and OBS to FRONT INBOUND VOR course on each respective
compass card.
Press the APR mode selector switch to engage the navigation approach mode.
acknowledge that this mode is engaged. The autopilot will intercept and track
the FRONT INBOUND VOR course.
Fig. 3-35. AP Display, NAV APR Mode Engaged, Track VOR Front Course Inbound
Once on the FRONT INBOUND VOR course, with the Navigation Receiver set to
VLOC, press the APR mode selector switch to engage the NAV APR mode
and complete the front course approach.
3-30 4th Ed. Nov 30, 07

S–TEC
3.
130°
N
310°
4.
1. a. Select VOR frequency.
Set Course Pointer to FRONT INBOUND VOR course.
Heading System DG
Set Heading Bug and OBS to BACK INBOUND VOR course.
c. Press REV mode selector switch to engage reverse mode.
d. Intercept and track FRONT OUTBOUND VOR course.
2. a. At appropriate time, set Heading Bug to FRONT OUTBOUND PROCEDURE

TURN heading.

on FRONT INBOUND PROCEDURE TURN heading.
4. a. Heading System HSI
Heading System DG
Set Heading Bug and OBS to FRONT INBOUND VOR course.
b. Press APR mode selector switch to engage navigation approach mode.
c. Intercept and track FRONT INBOUND VOR course.
d. At middle marker, if missed approach is declared, disconnect autopilot.
e. Stabilize aircraft.
f. Set Heading Bug to missed approach heading.
g. Press HDG mode selector switch to engage heading mode.
Fig. 3-36. VOR Approach with Procedure Turn
4th Ed. Nov 30, 07 3-31

S–TEC
3.3.7 NAV GPSS Approach (Lateral Guidance Only)
Program a predefined approach into the GPS Navigation Receiver. Press the
NAV mode selector switch twice to engage the navigation global positioning
system steering mode (reference section 3.1.3). The autopilot will laterally
steer the aircraft along the predefined approach. To control the assigned
altitudes and rates of descent, use the altitude hold mode (reference section
3.1.4) and vertical speed mode (reference section 3.1.5), respectively. For those
aircraft not equipped with the Garmin 400W/500W Series GPS Navigation
Receiver or equivalent unit, to make any procedure turns, engage the heading
mode and use the Heading Bug (reference section 3.1.1). Upon completion,
re-engage the navigation global positioning system steering mode.
3.4 Flight Director Operation
The optional Flight Director (FD) is a display of the flight profile. It is commanded
by the autopilot. A pair of Steering Command Bars and an Aircraft Reference
Symbol (ARS) are the principal FD components of interest. The position of the
Steering Command Bars can be adjusted by the pilot, using the Parallax
Adjustment shown in Fig. 3-37. The FD operates in either the FD/AP mode or
the FD mode.
Fig. 3-37. FD Parallax Adjustment
3.4.1 FD/AP Mode
Set the Autopilot Master Switch to the FD/AP position, as shown in Fig. 3-38.
Engage a roll mode (HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) and pitch
mode (ALT HOLD, VS, GS). The autopilot will steer the aircraft toward the
Steering Command Bars, until the ARS is tucked into them. The FD provides a
visual indication of how accurately the autopilot is tracking its own roll and
pitch commands. A typical view of the FD with the FD/AP mode engaged is
shown in Fig. 3-39.
Fig. 3-38. AP Master Switch, FD/AP Mode Engaged
3-32 4th Ed. Nov 30, 07

S–TEC
Fig. 3-39. FD Display, FD/AP Mode Engaged
3.4.2 FD Mode
With the Autopilot Master Switch in the FD/AP position, together with a roll mode
(HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) and pitch mode (ALT HOLD,
VS, GS) engaged, set the Autopilot Master Switch to the FD position as shown in
Fig. 3-40. An audible alert will sound, the roll servo and pitch servo will
disengage, and the FD annunciation will appear on the Remote Annunciator as
shown in Fig. 3-41, to acknowledge that the FD mode is engaged. The pilot
must steer the aircraft toward the Steering Command Bars, until the ARS is
tucked into them. The FD provides a visual indication of how accurately the pilot
is tracking the autopilot's roll and pitch commands. A typical view of the FD with
the FD mode engaged is shown in Fig. 3-42.
Fig. 3-40. AP Master Switch, FD Mode Engaged
Fig. 3-41. Remote Annunciator Display, FD Mode Engaged

4th Ed. Nov 30, 07 3-33
S–TEC
Fig. 3-42. FD Display, FD Mode Engaged
3.5 Wide Area Augmentation System (WAAS) Procedures
3.5.1 GPS Approach (With Vertical Guidance)
Receiver or equivalent unit, when conducting a WAAS approach with the NAV
GPSS mode engaged, the autopilot will execute the entire lateral approach
sequence (i.e., intercept and track front outbound course, complete procedure
turn, intercept and track front inbound course).
In addition, the autopilot will execute the following vertical approaches:
1. LPV (precision and LNAV/VNAV)
2. LNAV+V (non-precision)
Once on the front inbound course, the NAV APR mode must be engaged in order
to intercept and track either GPS glideslope listed above. The remainder of the
approach should be flown like a Straight-In ILS (reference section 3.2.1).
Caution:
The aircraft will not automatically level off at the Decision Height (DH) or
Minimum Descent Altitude (MDA). The pilot must maintain an awareness of
their altitude at all times, and disconnect the autopilot at DH or MDA for
either a landing or Go-Around (GA).
3-34 4th Ed. Nov 30, 07

S–TEC
3.5.2 Missed Approach
During a missed approach, once established in a climb, engaging the

NAV GPSS mode will cause the aircraft to follow the missed approach
procedure, if it has been programmed into the Garmin 400W/500W GPS
Navigation Receiver.
If the missed approach procedure includes holding, then the autopilot will enter
the aircraft into the holding pattern. In that event, maintain vertical speed and
altitude using the VS and ALT HOLD modes, respectively.
3.6 Yaw Damper Operation
The optional Yaw Damper serves to dampen excessive adverse yaw. It operates
in either the AUTO mode or ON mode, depending upon the position of the Yaw
Damper Master Switch shown in Fig. 3-43.
AUTO
OFF
ON
Fig. 3-43. Yaw Damper Master Switch
The Yaw Damper Trim Knob, shown in Fig. 3-44, is used to center the slip/skid
ball when the yaw servo is engaged.
YAW
DAMPER
TRIM
Fig. 3-44. Yaw Damper Trim Knob
4th Ed. Nov 30, 07 3-35

S–TEC
3.6.1 AUTO Mode
With the Yaw Damper Master Switch in the AUTO position, the yaw servo will
become automatically engaged whenever a roll mode (HDG, NAV, NAV APR,
REV, REV APR, NAV GPSS) is engaged.
3.6.2 ON Mode
With the Yaw Damper Master Switch in the ON position, the yaw servo will be
engaged at all times, entirely independent of autopilot operation.
3.6.3 Yaw Damper Trim
With the yaw servo engaged, rotate the Yaw Damper Trim Knob to center the
slip/skid ball.
3.7 Autopilot Disconnect
The autopilot can be disconnected by any of the following means:
1. Press remote AP DISC / TRIM INTR Switch located on Control Wheel.
2. Press either forward or aft on both segments of remote Manual Electric Trim
Switch located on Control Wheel, whenever a pitch mode (ALT HOLD, VS, GS) is
engaged.
3. Set AP Master Switch to OFF position.
4. Pull AP Circuit Breaker.
3.8 Automatic Trim Disable
In the event of a trim runaway, the automatic trim function can be disabled by
executing the following sequence:
1. Press/Hold remote AP DISC / TRIM INTR Switch located on Control Wheel.
2. Set Trim Master Switch to OFF position.
3. Pull Trim Circuit Breaker.
3-36 4th Ed. Nov 30, 07

S–TEC
SECTION 4
OPERATING PARAMETERS
4th Ed. Nov 30, 07 4-1

S–TEC
4-2 4th Ed. Nov 30, 07

S–TEC
4.1 Roll Axis Limits
Turn Rate
Piston A/C:
90% Standard Rate Turn (HDG, NAV, NAV APR, REV, REV APR, CWS Modes)
Turboprop A/C:
75% Standard Rate Turn (HDG, NAV, NAV APR, REV, REV APR, CWS Modes)
All A/C:
130% Standard Rate Turn (NAV GPSS Mode) for Programmer/Computers with
Hardware Mod Code AM and below.
Hardware Mod Code AN and AP.
Hardware Mod Code AR and above.
4.2 Pitch Axis Limits
Altitude
32,000 FT
Vertical Force Due to Acceleration
±0.6 g disregarding 1 g due to gravity
Vertical Speed
1600 FPM Climbing or Descending
Modes
A pitch mode (ALT HOLD, VS, GS) can only be engaged after a roll mode
(HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) has been engaged.
4th Ed. Nov 30, 07 4-3

1st Rev. Mar 01, 08
S–TEC
4-4 4th Ed. Nov 30, 07

S–TEC
SECTION 5
GLOSSARY
4th Ed. Nov 30, 07 5-1

S–TEC
5-2 4th Ed. Nov 30, 07

S–TEC
Term Meaning
A/C Aircraft
ADJ Adjustment
ALT Altitude
AP Autopilot
APR Approach
ARS Aircraft Reference Symbol
CAP Capture
CDI Course Deviation Indication
CW Clockwise
CWS Control Wheel Steering
CCW Counter–Clockwise
CRS Course
DG Directional Gyro
DH Decision Height
DISC Disconnect
FAA Federal Aviation Administration
FD Flight Director
FPM Feet–per–Minute
FT Feet
GA Go Around
GDI Glideslope Deviation Indication
GPS Global Positioning System
GPSS Global Positioning System Steering
GS Glideslope
HDG Heading
HSI Horizontal Situation Indicator
IFR Instrument Flight Rules
ILS Instrument Landing System
INTR Interrupt
KTS Knots
LNAV Lateral Navigation
LNAV+V Lateral Navigation with Advisory Vertical Guidance
LOC Localizer
LPV Lateral Precision with Vertical Guidance
MAP Missed Approach Point
MDA Minimum Descent Altitude
NAV Navigation
NM Nautical Miles
OBS Omnibearing Selector
PLX Parallax
PN Part Number
POH Pilot's Operating Handbook
RDY Ready
REV Reverse
VLOC VOR or LOC Frequency
VMC Visual Meteorological Conditions
VNAV Vertical Navigation
VOR Very High Frequency Omnidirectional Radio Range
VS Vertical Speed
YD Yaw Damper
4th Ed. Nov 30, 07 5-3
S–TEC
5-4 4th Ed. Nov 30, 07

Information contained in this document is subject to change
without notice. © 2008 S-TEC. All rights reserved. Printed in
the United States of America. S-TEC and the S-TEC logo
are registered trademarks of S-TEC.
Notice:
Contact S-TEC Customer Support at 800-872-7832 for a
Return Material Authorization (RMA) number prior to the
return of any component for any reason.
One S–TEC Way

Municipal Airport
Mineral Wells, TX 76067–9236
Tel: 800–872–7832
Fax: 940–325–3904
www.s-tec.com
www.cobham.com
S–TEC PN 87109

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Aircraft Flight Manual

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