Tecnam P2006T AFM

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Doc. No. 2006/044

4th Edition Rev. 14
March 03, 2020
MANUFACTURER: COSTRUZIONI AERONAUTICHE TECNAM S.p.A.

AIRCRAFT MODEL: P2006T
EASA TYPE CERTIFICATE NO: A .185 (DATED 2009, JUNE 5TH)
SERIAL NUMBER: .................
BUILD YEAR: ..................
REGISTRATION MARKINGS:
This Aircraft Flight Manual is approved by European Aviation Safety Agency

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

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

Via Maiorise
CAPUA (CE) Italy
Tel. +39 (0) 823.62.01.34
WEB: www.tecnam.com
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4th Edition - Rev. 0

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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 ( the second edi-
Additions, deletions and revisions to existing text will be identified by a revision

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

Page 0 - 4
Tecnam Approval EASA Approval or

Revised Description of
Rev Under DOA
page Revision DO OoA HDO Privileges
0 - First issue D. Ronca M. Oliva M. Oliva
0-4,8 Amended ROR and LOEP Approved under the au-

thority of DOA,
1 6-12 Amended Equipment List D. Ronca M. Oliva M. Oliva
ref. EASA.21J.335
9-1,2,5,7 Amended Supplement List (MOD2006/270.160429)
0-4,8 Amended ROR and LOEP

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

Amended cover pages, ROR and
0-1,4,7,12
LOEP. Blank page added.
Amended caution on supplemental
2-11
oxygen use.
Integration of info formerly con- Approved under the au-
2-12 thority of DOA,
5 tained in Supp. A27, G16, G18. A. Sabino C. Caruso M. Oliva
ref. EASA.21J.335
4-19,22 Amended procedures. (MOD2006/325.180112)
6-11,12,13 Amended equipment list.
9-all Amended Supplement List.

Page 0 - 5
EASA Approval or
Rev Tecnam Approval Under DOA
page Revision
Privileges
0-1, 5, 7 Amended. Blank page added.
Typo in stabilator deflections values
1-6
corrected.
Reference to Oil Temp. Indicator
2-12 Approved under the au-
MOD corrected
thority of DOA,
6 2-20 Warning amended A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
(MOD2006/345.181120)
4-22, 24, 25 Normal procedures amended
6-13 Eq. list amended
9-2, 7, 8 Supplement G23 added.

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

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

Page G19-1

Rev Under DOA
EASA Approval N°
0 - Initial issue A. Sabino C. Caruso M. Oliva
10062361
Suppressed, information re-
S2-6,8,12,16
ported in basic AFM
1 A. Sabino C. Caruso M. Oliva DOA Approval
Oil T indication for
S4-24
MOD2006/002
Approved under the authority
of DOA, ref.
2 S4-25 to 27 Normal procedures amended A. Sabino D. Ronca M. Oliva
EASA.21J.335
(MOD2006/345.181120)
GIA and GMA update, elec-
S2-30, S7-40, of DOA, ref.
3 41
tric loads arrangement up- G. Valentino D. Ronca M. Oliva
EASA.21J.335
dated
(MOD2006/336.180703)
S3-1 Index updated
S3-7 thru 9 Electrical loads distribution of DOA, ref.
4 S7-40, 41 updated G. Valentino D. Ronca M. Oliva
EASA.21J.335
Electrical pitch trim control (MOD2006/375.190826)
S3-33
failure procedure added
G19-1, 2, 7, 17 Update cover
S2-12 Update powerplant limitations

Typo errors
S3-7,8,9
Note about landing gear CAS Approved under the authority
S3-42
messages correct of DOA, ref.
5 G. Valentino D. Ronca M. Oliva
S4-19,20 EASA.21J.335
checklist (MOD2006/382.200129)
Typo errors
S7-16, 37, 40,
Correction of description about
41
Update list of breakers
4th Edition, Rev. 5

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

Page G19-2
Pages Revision
Cover pages G19-1, 2, 7, 17 Rev 5
3 thru 6, 8 thru 16, 18 thru 20 Rev 0
Section S2 5,7, 13 thru 16,21,22,29 Rev 0
30 Rev 3
12 Rev. 5
Section S3 2 thru 6, 10 thru 32, 34 thru 41, Rev 0
43 thru 62
1, 33 Rev 4
7 thru 9, 42 Rev 5
Section S4 25 to 27 Rev 2
24 Rev 1
1 thru 18, 21 thru 23, 28 thru Rev 0
38
19, 20 Rev. 5
Section S5 1 thru 22 Rev 0
Section S7 1, 2, 29 thru 36, 38, 39, 42 Rev 0
16, 37, 40, 41 Rev. 5
4th Edition, Rev. 5

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INTENTIONALLY LEFT BLANK

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

Page G19-3
This section contains supplemental information to operate, in a safe and efficient

manner, the aircraft when equipped with the following design changes:
Weight Increment (Design Change MOD2006/015)

VLE and VLO Increment (Design Change MOD2006/033)
MD302 Alternative Stand-By Instrument (Design Change MOD2006/212)
Garmin G1000 NXi Avionic Suite (Design Change MOD2006/271).
The information herein contained supplements or supersedes the basic Aircraft

Flight Manual: detailed instructions are provided to allow the owner for replacing
the AFM pages containing information amended as per the Design Change in sub-
ject.
accordance with the instructions herein addressed section by section.
190-02286-00) last issue must be carried on board the air-

CAUTION
plane at all times.
MD302 Stand-
P/N 9017846 rev.D is to be considered to be attached to this
CAUTION AFM and kept onboard the aircraft.
4th Edition, Rev. 0

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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

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4th Edition, Rev 0

Page 1 - 2
4th Edition, Rev 0

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

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

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

flight.
4th Edition, Rev 0

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Figure 1 General views
4th Edition, Rev 0

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Overall dimensions
Wingspan 11,4 m 37,4 ft
Length 8,7 m 28,5 ft
Overall height 2,58 m 8,46 ft
Wing
Wing surface 14,76 m2 158,9 ft2
Mean Geometric Chord 1,295 m 4,25 ft
Dihedral 1°
Aspect ratio 8,80
Main Landing Gear
Track 2.0 m
Wheelbase 2.9 m
Tire 6.00-6
Wheel rim assembly (Cleveland) P/N 40-59A
Nose Landing Gear
Tire 5.00 5
Wheel rim assembly (Cleveland) P/N 40-77C
4th Edition, Rev 0

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Ailerons Up 20° Down 17 ° ( 2°)

Stabilator (refer to Trailing Edge) Up 15° Down 4° ( 2°)
Stabilator trim tab (refer to Trailing Edge) Up 2°; Down 19° ( 2°)
Rudder RH 26° LH 26° ( 2°)
Rudder trim tab RH 20° LH 20° ( 2°)
Flaps 0°; 40° (- 2°)
Manufacturer Bombardier-Rotax GmbH

Model 912 S3
Certification basis FAR 33 - Amendment 15
Type Certificate EASA TCDS no. E.121 dated 1 April
2008
Engine type 4 cylinders horizontally opposed with
1352 c.c. of overall displacement, liquid
cooled cylinder heads, ram-air cooled
cylinders, two carburetors, integrated re-
duction gear box with torsional shock ab-
sorber and overload clutch.
Maximum power (at declared rpm) 73.5 kW (98.6hp) @ 5800 rpm 5
minutes maximum.
69.0 kW (92.5hp) @ 5500 rpm (continu-
ous)
Manufacturer MT Propeller
Type Certificate LBA 32.130/086 (MTV-21 series)
Model MTV-21-A-C-F/CF178-05
Blades/hub 2 wood/composite blades aluminum
hub
Diameter 1780 mm (no reduction allowed)
Type Variable pitch - hydraulically controlled
4th Edition, Rev 6

Page 1 - 7
Manufacturer Mt Propeller
Model P-875-12
Type Hydraulic
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)
Lubrication system Forced type with external reservoir

Oil Use only oil with API classification
or higher. For additional info, refer to o-
last issue - p-
erating Me
Oil capacity Max. 3.0 litres min. 2.0 litres (per
tank)
4th Edition, Rev 0

Page 1 - 8
Cooling system Ram-air cooled cylinders, liquid

cooled cylinder heads (closed and
pressurized circuit)
Coolant liquid Certified for Water/Coolant mixture.

Ma s
last issue
Overall circuit capacity 1410 cm3
See Section 2.
Empty Weight: see weighing record on Section 6
MTOW 1180 kg (2601 lb) MTOW 1230 kg (2712 lb)

Wing Loading 80 kg/m2 (16,37 lb/sqft ) 83 kg/m2 (17,1 lb/sqft )
Power Loading 6.0 kg/hp (13,26 lb/hp ) 6.28 kg/hp (13,84 lb/hp )
NOTE. Reference is made to both MTOW: 1180 kg and 1230 kg (if Supplement
A19 or G10 - Increased MTOW @1230 KG - is applicable).
4th Edition, Rev 0

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4th Edition, Rev 0

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KCAS Calibrated Airspeed is the indicated airspeed expressed in knots,

corrected taking into account the errors related to the instrument
itself and its installation.
KIAS Indicated Airspeed is the speed shown on the airspeed indicator
and it is expressed in knots.
KTAS True Airspeed is the KCAS airspeed corrected taking into ac-
count altitude and temperature.
VA Design Manoeuvring speed is the speed above the which it is not
allowed to make full or abrupt control movement.
VFE Maximum Flap Extended speed is the highest speed permissible
with flaps extended.
VLO Maximum Landing Gear Operating speed is the maximum speed
allowed to retract or to extend the landing gear.
VLE Maximum Landing Gear Extended speed is the maximum speed
allowed with the landing gear extended.
VMC Minimum control speed: is the minimum speed necessary to en-
sure an efficient aircraft control in case of one engine inopera-
tive.
VNO Maximum Structural Cruising Speed is the speed that should not
be exceeded, except in smooth air and only with caution.
VNE Never Exceed Speed is the speed limit that may not be exceeded
at any time.
VO Operating Manoeuvring speed is the speed above the which it is
not allowed to make full or abrupt control movement
VS Stall Speed.
VS0 Stall Speed in landing configuration (flaps and landing gear ex-
tended).
VS1 Stall speed in the given flap and landing gear configuration.
VSSE Recommended safe simulated OEI speed is the minimum speed
at which simulated OEI training operation should be executed.
VX Best Angle-of-Climb Speed is the speed which allows best ramp
climb performances.
VY Best Rate-of-Climb Speed is the speed which allows the best
gain in altitude over a given time.
VR Rotation speed: is the speed at which the aircraft rotates about
the pitch axis during takeoff
VYSE Best Rate-of-Climb speed in case of one engine inoperative.
4th Edition, Rev 0

Page 1 - 11
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.
4th Edition, Rev 0

Page 1 - 12
Crosswind Velocity is the velocity of the crosswind component

for the which adequate control of the air-
plane during takeoff and landing is assured.
Usable fuel is the fuel available for flight planning.
Unusable fuel is the quantity of fuel that cannot be safely
used in flight.
G is the acceleration of gravity.
TOR is the takeoff distance measured from actual
start to wheel liftoff point.
TOD is total takeoff distance measured from start
to 15m obstacle clearing.
GR is the distance measured during landing
from actual touchdown to stop point.
LD is the distance measured during landing,
from 15m obstacle clearing to actual stop.
S/R is the specific range, that is the distance (in
nautical miles) which can be expected at a
specific power setting and/or flight configu-
ration per kilogram of fuel used.
4th Edition, Rev 0

Page 1 - 13
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).
4th Edition, Rev 0

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4th Edition, Rev 0

Page 1 - 15
MOLTIPLYING BY YIELDS
TEMPERATURE
Fahrenheit [°F] Celsius [°C]
Celsius [°C] Fahrenheit [°F]
FORCES
Kilograms [kg] 2.205 Pounds [lbs]
Pounds [lbs] 0.4536 Kilograms [kg]
SPEED
Meters per second [m/s] 196.86 Feet per minute [ft/min]
Feet per minute [ft/min] 0.00508 Meters per 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]
4th Edition, Rev 0

Page 1 - 16
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
4th Edition, Rev 0

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4th Edition, Rev 0

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4th Edition, Rev 0

Page 2 - 1
EASA Approved 4th Edition, Rev. 0

Page 2 - 2
4th Edition, Rev. 0

Page 2 - 3
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.

Page 2 - 4
4th Edition, Rev. 0

G1000 NXi, Increased MTOW, Increased VLE/VLO and MD302
Page S2 - 5
The following table addresses the airspeed limitations and their operational signifi-
cance:
SPEED KIAS KCAS REMARKS

VNE Never exceed speed 171 172 Do not exceed this speed in
any operation.
VNO Maximum Structural Cruising 138 136 Do not exceed this speed
Speed except in smooth air, and
only with caution.
VA Design Manoeuvring speed 122 119 Do not make full or abrupt
control movement above
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- 122 119 Do not exceed this speed
tended speed with the landing gear ex-
tended.
VLO Maximum Landing Gear oper- 122 119 Do not exceed this speed
ating speed when operating the landing
gear.
VFE Maximum flaps FULL 93 93 Do not exceed this speed for
extended speed indicated flaps setting.
T.O. 122 119
VMC Aircraft minimum control 62 62 Do not reduce speed below
speed with one engine inoper- this value in event of one
ative engine inoperative condi-
tion.

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4th Edition, Rev. 0

Page S2 - 7
The Airspeed Indicator displays airspeed on a rolling number gauge using a moving tape.
The airspeed is displayed inside the black pointer. The pointer remains black until reaching
never-exceed speed (VNE), at which point it turns red.
Airspeed indicator markings and their colour code are explained in the following table.
MARKING KIAS EXPLANATION

White band 54-93 Lower limit is VSO, upper limit is the maxi-
mum allowable speed with flaps extended in
FULL position.
Red line 62 Minimum aircraft control speed with one en-
gine inoperative and flaps set to T.O.
Green band 66-138 Normal aircraft operating range (lower limit is
VS1
upper limit is the maximum structural cruise
speed VNO).
Blue line 84 Best rate-of-climb speed with one engine in-
operative.
Yellow band 138-171 Speed range where manoeuvres must be con-
ducted with caution and only in smooth air.
Red line 171 Maximum speed for all operations.

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4th Edition, Rev. 0

Page 2 - 9
Following table reports the operating limitations for both engines installed:
ENGINE MANUFACTURER: Bombardier Rotax GmbH.
ENGINE MODEL: 912 S3
MAXIMUM POWER:
Max Power Max rpm. Time max.
kW (hp) Prop. rpm (engine) (minutes)
Max. T.O. 73.5 (98.6) 2388 (5800) 5
Max. Cont. 69 (92.5) 2265 (5500) -
Temperatures:
Max CHT* 135° C
Max CT 120° C
Min/Max Oil 50° C / 130° C
Oil normal operating range (approx.) 90° C / 110° C
applicable for Engines up to serial no. 4924543(included) and repaired engine which
n°3 with new one (part no. 413195)
Oil Pressure:
Minimum 0.8 Bar / 12psi (below 1400 rpm prop)
Normal 2 5 Bar / 29-73psi (above 1400 rpm prop)
Maximum 7 Bar / 102 psi (above 1400 rpm prop)
Engine starting: allowable temperature range
OAT Min -25° C
OAT Max +50° C
In event of cold starting operation, it is permitted a maximum

CAUTION oil pressure of 7 bar for a short period.

Page 2 - 10
Fuel pressure:
Minimum 2.2 psi (0.15 Bar)
Maximum 5.8 psi (0.40 Bar) or 7.26 psi* (0.5 Bar)
*only applicable for fuel pump part no. 893110 or 893114
Use only oil with API classification or higher.

For additional info, refer to Rotax Operators Manual last issue -
Section.
Refer to Rotax Operators Manual last issue -
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)
MANUFACTURER: MT Propeller
MODEL: P-875-12
OPERATION: Hydraulically controlled (oil pressure to reduce the
pitch)

Page 2 - 11
Maximum operating altitude is 14000 ft (4260 m) MSL.
Flight crew is required to use supplemental oxygen according to applicable

Air Operation Rules.
CAUTION
Ambient temperature: from -25°C to +50°C.
Flight in expected and/or known icing conditions is forbidden.

WARNING

Page S2 - 12
Powerplant instrument markings and their colour code significance are shown below:
RED WHITE GREEN LINE/ARC YELLOW ARC RED

LINE/ARC LINE/ARC Normal Caution LINE/ARC
INSTRUMENT
Minimum Advisory operating Maximum
limit limit
Propeller RPM / 0-577 577 - 2265 2265 - 2388 2388-2500
MAP inHG / 0-35 / / /
50-90
/ 90-110 130
Oil temp. °C 50 110-130
0-50 50 130(1) /(2) 130-135
CT °C 50 0-50 50 120 / 120-125
CHT(3) °C / 50-135 / / 135
Oil 0.8 - 2
bar 0.8 / 2-5 7
pressure 5 - 7 (4)
Fuel psi 5.8
press. 2.2 0-2.1 2.2 5.8 or 7.2(5) /
7.2(3)- 8
Fuel Q.ty litres 0(6)-10 / 10-97 / /
RED WHITE GREEN LINE/ARC YELLOW ARC RED

LINE/ARC LINE/ARC Normal operating Caution LINE/ARC
INSTRUMENT
Minimum Advisory Maximum
limit limit
Voltmeter Volt 10-10,5 / 12 - 16 / 16-16.5
Ammeter Amp / / 0-40 / 41-50
7
Ammeter Amp / / 0-70 / 71-80
If MOD2006/212 is embodied, markings are unchanged so refer to the basic AFM for information.
1 Applicable for aircraft with MOD2012/280 embodied

2 Applicable for aircraft with MOD2012/280 embodied.
3 new one (part no.
413195).
4 In event of cold starting operation, it is permitted a maximum oil pressure of 7 bar for a short period.
5 Only applicable for fuel pump part n. 893110 or 893114.
6
7 Applicable for aircraft embodying MOD2012/202.

Page S2 - 13
Following table addresses the warning and caution alerts and safe operating annunciations
shown (unless differently specified) on the Annunciation Window:
Warning alert (RED) Cause

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

Page S2 - 14
Aural means are provided by Garmin G1000 NXi: a repeating tone is associated to
the warning alerts and a single chime is associated to the caution alerts. Safe operat-
ing annunciations do not have any aural chime generated.
-02286-
00), last issue.

Page S2 - 15
Condition Weight
Maximum takeoff weight 1230 kg 2712 lb
Maximum landing weight 1230 kg 2712 lb
Maximum zero wing fuel weight 1195 kg 2635 lb
Refer to Para. 21.4 of this AFM Section for baggage loading limitations.

Page 2 - 16
4th Edition, Rev. 0

Page 2 - 17
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.

Page 2 - 18
4th Edition, Rev. 0

Page 2 - 19
The aircraft is certified in normal category in accordance with EASA CS-23 regula-
tion.
Non aerobatic operations include:
Stalls (except whip stalls)

Lazy eights
Turns in which the angle of bank is not more than 60°
Chandelle
Acrobatic manoeuvres, including spins and turns with angle of bank of

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

mum deflection at a speed above VA=VO (118 KIAS, Manoeuvring
WARNING Speed).
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
Minimum crew: 1 pilot

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

Page 2 - 20
The aircraft can be equipped for following flight operations (make reference to Pa-
ra. 22 concerning the equipment list required on board to allow them):
VFR Day and Night
IFR Day and Night including IMC
Flight in expected and/or known icing conditions, in proximity of

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

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

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

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

Page S2 - 21
Hereinafter the placards, related to the operating limitations and installed on P2006T,
are reported.
On the left side instrument panel, the following placards reporting the speed limita-
tions are placed:

Page S2 - 22
On the instrument panel, it is placed the following placard reminding the observance
of aircraft operating limitations; make reference to Para. 22 for the list of equipment
required on board to allow flight operations in VFR Day, VFR Night, IFR Day and
IFR Night conditions.

Page 2 - 23
The inflight engine restart procedure is reported on a placard (shown below) in-
stalled on the central console.
The placard shown below, and installed on the baggage compartment (vertical pan-
el), concerns the baggage compartment load limitations herein reported:
Maximum allowable load: 80kg/176lb
Maximum intensity of loading: 0.9 kg/dm2 19 lbs/sqft

Page 2 - 24
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.
In correspondence of each fuel tank filler cap, it is located the following placard re-
porting the approved fuel type and the tank usable fuel.
OR
EASA Approved 4th Edition, Rev.0

Page 2 - 25
The placard shown below, and located on the tail cone, concerns the allowed low
pressure limit for the landing gear emergency accumulator.
The low pressure limit is 20 bar.
If during pre-flight inspection the value is below 20 bar, the system must be re-
charged by means of the override button (see Section 7, Para. 9).

Page 2 - 26
During Taxi, Take OFF, Landing (including Emergency Landing), both rear seats
must be kept in the lowest and full aft position.
The following placard is located aside both rear seats.

Page 2 - 27
Smoking ban Instruments panel,

right side
Ditching emer- Ditching emergency

gency exit: exit handle: internal
opening inside
structions
Ditching emer- Ditching emergency

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

system: by- gency exit: external
pass instruc- side
tions
Door locking Main door and emer-

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

instructions side
Emergency ex- Emergency exit: inter-

it label nal and external side

Page 2 - 28
4th Edition, Rev. 0

Page S2 - 29
This paragraph reports the KOEL table, concerning the equipment list required on
board under CS-23 regulations to allow flight operations in VFR Day, VFR Night,
IFR Day and IFR Night conditions.
Flight in VFR Day and Night, IFR Day and Night is permitted only if the prescribed
equipment is installed and operational.
Additional equipment, or a different equipment list, for the intended operation may
be required by national operational requirements and also depends on the route to be
flown.

Page S2 - 30
Magnetic compass
GDU 1050 - Display Unit (2)
GIA 63W/64W - Integrated Avionics Unit (2)
GDC 72 - Air Data Computer
GTP 59 - OAT sensor
GRS 79 - AHRS
GMU 44 - Magnetometer
GMA 1347/1360 - Audio panel / MKR Receiver
GTX 345R - Transponder
MD-302 - Standby Attitude Module
Pitot heating system
Breakers panels
First Aid kit
Fire extinguisher
Fire detectors (2)
Position lights
Landing light
Taxi light
Strobe lights
Torch
Cabin light
Panel lights
Map lights
Cockpit lights
Emergency light
Volt-Ammeter
ELT
Alternate static source
Stall warning system
KN63 - DME

Page G19-9
Supplement G19: pages replacement instructions
Supplement G19 Section 3 EMERGENCY PROCEDURES

replaces Basic AFM Section 3 as a whole
4th Edition, Rev. 0

Page G19-10
INTENTIONALLY LEFT IN BLANK
4th Edition, Rev. 0

Page S3 - 1
4th Edition, Rev. 4

Page S3 - 2
4th Edition, Rev. 0

Page S3 - 3
Section 3 includes checklists and detailed procedures for coping with various
types of emergency conditions that could arise after a system failure.
Before operating the aircraft, the pilot should become thoroughly familiar with
this manual and, in particular, with this Section. Further on a continued and ap-
propriate training and self study should be done.
Two types of emergency procedures are hereby given.
a.
the correct and complete sequence, immediately after the failure is detected and
confirmed.
These procedures characters are boxed and highlighted:
BEFORE ROTATION: ABORT TAKE OFF
1. Throttle Lever BOTH IDLE

2. Rudder Keep heading control
3. --
4. --
b. which should be well theoretically known and mastered, but

that can be executed entering and following step by step the AFM current sec-
tion appropriate checklist.
Additionally operating the aircraft, the pilot should become thoroughly familiar
-02286-
00) last issue - and, in particular, with the present AFM Section.
190-02286-00) last issue - must be carried onboard the air-

CAUTION plane at all times.
4th Edition, Rev. 0

Page S3 - 4
Garmin G1000 NXI has a very high degree of functional integrity. How-
ever, the pilot must recognize that providing monitoring and/or self-test
capability for all conceivable system failures is not practical. Although
WARNING
unlikely, it may be possible for erroneous operation to occur without a
fault indication shown by the G1000 NXI. It is thus the responsibility of
the pilot to detect such an occurrence by means of crosschecking with
all redundant or correlated information available in the cockpit.
In any case, as a failure or abnormal behaviour is detected pilots should act as

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

2. Analyse the situation identifying, if required, the area for a possible
emergency landing
3. Apply the pertinent procedure
4. Inform the Air Traffic Control as applicable
For the safe conduct of later flights, any anomaly and/or failure must
be communicated to the National Authorities in charge, in order to
put the aircraft in a fully operational and safe condition.
In this Chapter, following definitions apply:

Land as soon as possible: land without delay at the nearest suitable
area at which a safe approach and landing is assured.
Land as soon as practical: land at the nearest approved landing
area where suitable repairs can be made.
4th Edition, Rev. 0

Page S3 - 5
4th Edition, Rev. 0

Page S3 - 6
Annunciation Window, located to the right of the Altimeter and Vertical Speed
Indicator, supplies 16 alerts for warnings and cautions along with safe operating
annunciations. The colours are as follows:
GREEN: to indicate that pertinent device is turned ON

AMBER: to indicate no-hazard situations which have to be considered and
which require a proper crew action
RED: to indicate emergency conditions
Warning alert text is shown in red in the Annunciation Window and is accompa-
nied by a continuous chime and a flashing WARNING Softkey annunciation. Se-
lecting the WARNING Softkey acknowledges the presence of the warning alert
and stops the aural chime.
Caution alert text is shown in yellow in the Annunciation Window and is accom-
panied by a single chime and a flashing CAUTION Softkey annunciation. Select-
ing the CAUTION Softkey acknowledges the presence of the caution alert. Cau-
tion voice alerts repeat three times or until acknowledged by selecting the CAU-
TION Softkey.
All aircraft annunciations can be displayed simultaneously in the Annunciation
Window. A white horizontal line separates annunciations that are acknowledged
from annunciations that are not yet acknowledged. Higher priority annunciations
are displayed towards the top of the window.
In order to give a short description about the airplane alerts, text messages are
displayed on the Alerts Window: pressing the ALERTS Softkey displays the
Alerts Window, pressing the ALERTS Softkey a second time removes the Alerts
Window from the display. When the Alerts Window is displayed, the FMS knob
can be used to scroll through the alert message list.
4th Edition, Rev. 0

Page S3 - 7
Lh Alternator
Rh Alternator
1. FIELD LH (or RH) OFF

2. FIELD LH (or RH) ON
If the LH (or RH) ALT caution stays displayed

4. Avionic LH OFF
5. ADF (if installed) OFF
Switching OFF avionic LH and ADF (if installed) will permit to shed
non-essential electrical power.
The battery and a single generator are able to supply the electrical
power necessary for flight, but redundancy is lost.
If conditions permit:
Switching CROSS BUS OFF will further reduce alternator load; the
decision mainly depends on weather conditions.
6. CROSS BUS LH (or RH) OFF
Equipment will be lost accordingly to the following table:
LH Gen Bus LH Avionic Bus RH Avionic Bus RH Gen Bus
Taxi Light Trim A/P COM 2 Rudder Trim
Pitot Heat A/P M.F.D. Co-pilot seat
Voltage regulator XPDR A.D.F. (if installed) Voltage regulator RH
Cabin fan D.M.E. GPS/NAV 2 Nav Light
Turn coord Converter 12/28 Audio panel
TCAS (if installed) 12V socket Avionic Fan
7. Land as soon as practicable
4th Edition, Rev. 5

Page S3 - 8
Lh Alternator
Rh Alternator
In event of both L and R ALT FAIL caution alerts displayed:
1. FIELD LH and RH BOTH OFF

2. FIELD LH and RH BOTH ON

1. Verify good ammeter indications on restored alternator
2. Refer to Single alternator failure / overvoltage drill (Para 2.1)
If both LH and RH ALT cautions stay displayed

4. CROSS BUS LH and RH BOTH OFF
If engine starting battery modification is applied

5. EMERG BATT switch ON
6. Land as soon as possible.
If engine starting battery modification is not applied


The battery can supply electrical power for at least 30 minutes.
4th Edition, Rev. 5

Page S3 - 9
Lh overvoltage
Rh overvoltage
In event of both L and R BUS VOLT HIGH warning alerts displayed:

2. FIELD LH and RH BOTH ON (one at a time)
If the LH (or RH) BUS VOLT HIGH warning is still displayed

If both LH and RH BUS VOLT HIGH warning are still displayed
If LH (or RH) BUS VOLT HIGH warning is still displayed

7. Switch CROSS BUS on the restored alternator side
If both LH and RH BUS VOLT HIGH warning are still displayed
7. Land as soon as possible

4th Edition, Rev. 5

Page S3 - 10
Main door open
Rear door open
In case of door opening / unlocking, related PILOT or REAR DR OPEN alert is displayed. In
this case, apply following procedure:
ON THE GROUND
1. Passengers and crew seat belts Fasten and tighten
2. Affected door Verify correctly closed
If door is open
3. Relevant engine Shut down
4. Affected door Close and check
If door is closed
3. Locking device Check
If down in unlocked position
4. Abort mission.
IN FLIGHT
1. Passengers and crew seat belts Fasten and tighten
2. Affected door and locked device Verify correctly closed
If door is open or locking device is unlocked

4th Edition, Rev. 0

Page S3 - 11
Pitot heat
Pitot heat
When the Pitot Heating system is activated, the green PITOT HEAT advisory light is
turned ON.
If the amber PITOT HEAT caution light turns OFF, then the Pitot Heating system is
functioning properly. Anytime the amber PITOT HEAT caution light is ON at the same
time the green PITOT HEAT light is ON, then the Pitot Heating system is not function-
ing properly.
1. Pitot heat switch OFF

2. Verify Pitot Heating circuit breaker is IN
3. Pitot heat switch ON
4. Check PITOT HEAT caution light:
If the amber light stays ON, assume a failure in the pitot heating system.
Avoid visible moisture and OATs below 10 deg C.
4th Edition, Rev. 0

Page S3 - 12
Lh Low Coolant
Rh Low Coolant
When the engine coolant liquid level goes under the lower limit, the related L or R
COOLANT LOW warning alert is displayed. Low coolant level condition may lead
to high CHT/CT. When the warning is displayed, apply following procedure:
1. Check affected engine CHT/CT
If CHT is above 135°C or CT is above 120°C

2. Affected engine Reduce power setting to reduce CHT/CT up to
the minimum practical
3. Land as soon as practical
If CH/CT continues to rise and engine shows roughness or power loss

4. Affected engine SECURE (securing procedure on Para. 4)
5. Land as soon as possible applying one engine inoperative landing proce-
dure. See Para. 6.6
4th Edition, Rev. 0

Page S3 - 13
Gear powered
The GEAR PUMP ON caution light turns ON when the landing gear hydraulic
pump is electrically supplied.
After the landing gear retraction, if the red TRANS light turns OFF and the GEAR
PUMP ON caution stays turned ON, this could indicate a gear pump relay failure
to ON.
If TRANS light is OFF

1. Continue the mission monitoring the caution light.
If TRANS light is ON
2. Landing gear is not locked in UP position
The electrical gear pump, continuously supplied, causes a current

absorption which does not affect the mission unless this failure is
coupled with the overall electrical failure. In this case, the residual
battery endurance may be consistently lower than 30 minutes.
4th Edition, Rev. 0

Page S3 - 14
Left engine fire detected
Right engine fire detected
In event of engine fire, the LH or RH ENGINE FIRE warning alert is displayed.

Refer to following procedures:
FIRE ON THE GROUND: see Para. 8.1

FIRE DURING TAKEOFF RUN: see Para. 8.2
FIRE IN FLIGHT: see Para. 8.3
4th Edition, Rev. 0

Page S3 - 15
displayed on the
display field associated with the failed data.
In most of cases, the red annunciation is accompanied by a

message advisory alert issuing a flashing ADVISORY Softkey
annunciation which, once selected, acknowledges the presence
of the message advisory alert and displays the alert text message
in the Alerts Window. Refer to G1000 NXI Guide for Tec-
nam P2006T (P/N 190-02286-00), last issue, Appendix A, Mes-
sage Advisories list.
AIRSPEED FAIL
(RED X ON DISPLAY FIELD)
Display system is not receiving airspeed input

from the Air Data Computer.
INSTRUCTION: revert to standby airspeed indicator
4th Edition, Rev. 0

Page S3 - 16
ATTITUDE FAIL
Display system is not receiving attitude information

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

INSTRUCTION: revert to standby altitude indicator
4th Edition, Rev. 0

Page S3 - 17
VERT SPEED FAIL

Display system is not receiving vertical speed input

INSTRUCTION: determine vertical speed on the basis of altitude information
HDG
Display system is not receiving

valid heading input from AHRS.
INSTRUCTION: revert to magnetic compass
4th Edition, Rev. 0

Page S3 - 18
4th Edition, Rev. 0

Page S3 - 19
In the event of a display failure, the G1000 NXi System automatically switches to
reversionary (backup) mode. In reversionary mode, all important flight infor-
mation is presented on the remaining display in the same format as in normal op-
erating mode. The change to backup paths is completely automated for all LRUs
and no pilot action is required.
if the system fails to detect a display problem
1. DISPLAY BACKUP button PUSH
If a display fails, the related Integrated Avionics Unit (IAU) is

cut off and can no longer communicate with the remaining dis-
play: consequently the NAV and COM functions provided to
CAUTION
the failed display by the Integrated Avionics Unit are flagged
as invalid on the remaining display.
4th Edition, Rev. 0

Page S3 - 20
4th Edition, Rev. 0

Page S3 - 21
Following procedure is applicable to shut-down one engine in flight:
1. Throttle Lever IDLE

2. Ignition BOTH
3. Propeller Lever OFF
4. Fuel Selector FEATHER
5. Electrical fuel pump OFF
After securing engine(s), after analysing situation, refer immediately to following

procedures:
ENGINE FAILURE IN FLIGHT: see Para. 6.5
SINGLE GENERATOR FAILURE: see Para. 2.1

or BOTH GENERATOR FAILURE: see Para. 2.2
INFLIGHT ENGINE RESTART: see Para. 6.2
ONE ENGINE INOPERATIVE LANDING: see Para. 6.6

or LANDING WITHOUT ENGINE POWER: see Para. 10.1
4th Edition, Rev. 0

Page S3 - 22
4th Edition, Rev. 0

Page S3 - 23
The aircraft is fitted with propeller/governor set by MT-Propeller such a way that
the maximum propeller rpm exceedance is prevented. In case of propeller over-
speeding in flight, apply following procedure:
1. Throttle Lever REDUCE power to minimum practical

2. Propeller Lever REDUCE as practical (not in feathering)
3. RPM indicator CHECK
If it is not possible to decrease propeller rpm, apply engine securing procedure (see
Para. 3) and land as soon as possible applying one engine inoperative landing pro-
cedure (See Para. 6.6).
Maximum propeller rpm exceedance may cause the engine compo-

nents damage. Propeller and engine shall be inspected in accord-
CAUTION
ance with related Operators Manuals.
4th Edition, Rev. 0

Page S3 - 24
If CHT/CT exceeds its limit, apply following procedure:
1. Check affected engine CHT/CT

If CHT is above 135°C or CT is above 120°C
2. Affected engine Reduce power setting to reduce CHT/CT up to
the minimum practical
If CHT/CT continues to rise and engine shows roughness or power loss

4. Affected engine SECURE (securing procedure on Para. 3)
dure. See Para. 6.6
4th Edition, Rev. 0

Page S3 - 25
If oil temperature exceeds maximum limit (130°C):
1. OIL PRESS CHECK

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

thermostatic valve, regulating the oil flow to the heat ex-
changers, could be damaged or an oil leakage can be
present in the oil supply line.
5. Land as soon as practical keeping the affected engine to the minimum

necessary power
6. Monitor OIL PRESS and CHT/CT
if engine roughness / vibrations or erratic behaviour is detected:

7. Affected engine SECURE (engine securing procedure on Para. 3)
dure. See Para. 6.6
Excessive oil pressure drop leads to a high pitch propeller

configuration with consequent propeller feathering and
WARNING engine stopping.
4th Edition, Rev. 0

Page S3 - 26
If oil pressure exceeds its lower or upper limit (0.8 7 bar), apply following proce-
dure:
Excessive oil pressure drop leads to a high pitch propeller con-

figuration with consequent propeller feathering and engine stop-
WARNING ping.
An excessive oil pressure value can be counteracted by decreas-

ing propeller rpm.
1. OIL PRESS CHECK
If oil pressure exceeds upper limit (7 bar)

2. Throttle Lever first REDUCE affected engine power by 10%
3. Propeller Lever Keep low rpm
4. OIL PRESS CHECK (verify if came back within the limits)
If oil pressure is under the lower limit (0.8 bar)

If oil pressure is continuously decreasing

3. Affected engine SECURE (see engine securing procedure on Para. 3)
4. Land as soon as possible applying one engine inoperative landing procedure.
See Para. 6.6
4th Edition, Rev. 0

Page S3 - 27
If fuel pressure decreases below the lower limit (2.2 psi), apply following proce-
dure:
1. Fuel press CHECK

2. Fuel quantity CHECK
3. Fuel consumption MONITOR
If a fuel leakage is deemed likely
If a fuel leakage can be excluded:
4. Electrical fuel pump ON

5. Feed the affected engine by means of opposite side fuel tank
If pressure does not come back within the limits
4th Edition, Rev. 0

Page S3 - 28
4th Edition, Rev. 0

Page S3 - 29
Descent with airspeed at VLE, idle power and gear down will
provide high descent rates and pitch attitudes up to -15°.
Anticipate altitude capture and return to level flight during
CAUTION emergency descent in order to assure a safe and smooth recov-
ery from maneuver.
1. Power levers IDLE

2. Flaps UP
3. IAS below VLO/VLE
4. Landing gear DOWN
5. Airspeed Up to VLE
In case of electrical system overall failure, apply following procedure:
1. Emergency light ON if necessary
2. MASTER SWITCH OFF

4. MASTER SWITCH ON
5. FIELD LH and RH BOTH ON
If failure persists
9. EMERG BATT switch ON (if engine starting battery
installed)
10. Land as soon as possible applying emergency landing gear extension pro-
cedure (see Para. 7.1)
An electrical system overall failure prevents flaps operation: land-

ing distance without flaps increases of about 25%.
WARNING
A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION
4th Edition, Rev. 0

Page S3 - 30
The MD302 internal battery will recharge itself from aircraft power while
in normal mode. A battery capacity check occurs each time the unit is
WARNING
powered on. If the battery capacity is determined to be less than 80%,
there will be a battery pack warning. If the warning persists more than
once in a short time the battery must be replaced.
In case of static ports failure, the alternate static port in the cabin (shown below)
must be activated.
1. Cabin ventilation OFF (hot and cold air)

2. ALTERNATE STATIC PORT VALVE OPEN
3. Continue the mission
4th Edition, Rev. 0

Page S3 - 31
1. Carburettor heat BOTH ON

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

speed increases.
WARNING
Ice build-up on wing, tail fin or flight control surfaces unexpected sud-
den roll and/or pitch tendencies can be experienced and may lead to
WARNING unusual attitude and loss of aircraft control.
Do not use Autopilot when icing formation is suspected or detected.

WARNING
4th Edition, Rev. 0

Page S3 - 32
DURING TAKEOFF
unlikely.
Take off in known or suspected icing formation is forbidden; in order to dispose of
full engine take off power, take-off must be performed with carburettor heating
OFF.
IN FLIGHT
Carburettor icing is considered probable when external air temperature is below 15°
C and visible air moisture (clouds, mist, haze or fog) or atmospheric precipitation
are present.
Generally, an OAT-to-dew point temperature spread lower than 10°C and OAT less
than 15°C with visibility lower than 5 km is a positive indication of likely icing
formation condition.
Should an inadvertent flight into known or forecast icing condition happen carbu-
carburettors are warmed the better the chances not to form ice and avoid engine
power loss or reduction.
condition is exited.
re-
duction of about 100 RPM causing a sensible available engine
CAUTION power decrease.
4th Edition, Rev. 0

Page S3 - 33
DURING TAKEOFF
Flap UP take off, requires a T/O distance (50 ft height obstacle

distance) increased by about 20%.
CAUTION
1. Airspeed Keep below 93 KIAS

DURING APPROACH/LANDING
If the flaps control fails, consider the higher stall speed (see
Section 5, Para. 6, and an increased landing dis-
CAUTION
tance of about 25%.
1. Airspeed Keep over 75 KIAS

2. Land as soon as practical on a runway of appropriate length
a) Trim Runaway:
In the event of trim runaway:
1. AP DISC switch (if AP is installed) PRESS and HOLD
2. TRIM DISC switch OFF
3. AP DISC switch (if AP is installed) RELEASE
4. Trim aircraft using trim wheel
b) Trim Jamming:
Should trim control be jammed / inoperative:
1. Pitch trim breaker CHECK
If circuit breaker is OUT:

If circuit breaker is IN:

2. TRIM DISC switch OFF
4th Edition, Rev. 4

Page S3 - 34
The ineffectiveness of one engine results in asymmetric traction which

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

condition have been recorded in Flap Up configuration and at VYSE,
which is marked as a Blue Line on the Airspeed indicator (calculated
for maximum Take Off Weight and Sea, Level ISA condition) For ac-
tual condition VYSE
CAUTION VXSE is actually very close to VYSE in any condition, thus best climb
performance will also be associated with best climb angle (gradient)
performance. Refer to Section 5 Para. 14, One-Engine Rate of Climb
at VxSE , for relevant data.
4th Edition, Rev. 0

Page S3 - 35
In case of one engine inoperative condition (OEI), pilot shall take into account the
airspeeds shown below:
Speed
Conditions
(KIAS)
Minimum aircraft control speed with one en-
gine inoperative and flaps set to T.O. (VMC) 62
MTOW 1180 kg MTOW 1230 kg
Best rate-of-climb speed OEI (VYSE)
80 84
Best gradient speed OEI (VXSE) 79 83
4th Edition, Rev. 0

Page S3 - 36
After:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.
1. Carburettor heat ON if required

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

14. EMERG BATT switch ON (if starting battery installed)
15. Repeat engine restart procedure
After engine restart, if practical, moderate propeller rpm and throt-

tle increase to allow OIL and CHT/CT temperatures for stabilizing
CAUTION in the green arcs.
If the fuel quantity in the tank which feeds the stopped engine is low,
select the opposite side fuel tank by means of the fuel selector.
If engine restart is still unsuccessful:

16. Affected engine SECURE (see engine securing procedure Para. 3)
17. Land as soon as possible applying one engine inoperative landing procedure. See
Para. 6.6
4th Edition, Rev. 0

Page S3 - 37

3. Brakes As required
When safely stopped:
4. Failed Engine Ignition BOTH OFF

5. Failed Engine Field OFF
6. Failed Engine Electrical fuel pump OFF
IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:
A take-off abort should always be preferred if a safe stop can be per-

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

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

Page S3 - 38
At safe altitude
9. Inoperative engine Confirm and SECURE

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

13. Apply INFLIGHT ENGINE RESTART procedure see Para 6.2
If engine restart is unsuccessful or it is not recommended:

14. One engine inoperative landing procedure. see Para. 6.6
Following:
- mechanical engine seizure;
- fire;
WARNING - major propeller damage
engine restart is not recommended.
4th Edition, Rev. 0

Page S3 - 39
1. Autopilot OFF
2. Heading Keep control using rudder and ailerons
3. Attitude Reduce as appropriate to keep airspeed
over 62 KIAS
4. Operating engine Throttle Lever FULL THROTTLE

7. Inoperative engine Propeller Lever FEATHER
8. Inoperative engine Confirm and SECURE
If engine restart is possible:


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

age engine restart is not recommended.
WARNING
Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to Sec-
WARNING -engine rate of
4th Edition, Rev. 0

Page S3 - 40
1. Autopilot OFF
3. Attitude Adjust as appropriate to keep airspeed over 62 KIAS
4. Operating engine Monitor engine instruments

6. Operating engine Fuel Selector Check correct feeding
(crossfeed if needed)
If engine restart is possible:


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

age engine restart is not recommended.
WARNING
Continuation of flight to a safe landing runway must be planned taking

into account maximum operating ceiling in OEI condition. Refer to Sec-
WARNING tion 5 Para 12. Rate of climb with One Engine Inoperative.
4th Edition, Rev. 0

Page S3 - 41
Thoroughly evaluate residual Single Engine Go-Around capabilities

and expected climb gradient should a Missed Approach / balked landing
be executed.
WARNING Refer to Section 5, Para. Single engine go around/Balked landing/climb
and Para. 13 and 14- One-engine Rate of Climb at VYSE and VXSE
Autopilot must be kept OFF

WARNING
1. Seat belts Tightly fastened

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

7. Flap T/O
8. Landing gear Select DOWN and check three
green lights on
9. Approach Airspeed VYSE
10. Touchdown speed 70 KIAS
4th Edition, Rev. 0

Page S3 - 42
Landing gear extension failure is identified by means a warning

illuminated: relevant gear leg may not
be fully extended and/or locked.
Additionally,
-white, when gear is unlocked in-
transit, or if one or more of the landing gears have lost signla and the
PUMP ON on the PDF indicates the
hydraulic gear pump is operating.
1. Airspeed below applicable VLO/VLE

2. Landing gear control lever DOWN
3. Emergency gear extension access door REMOVE
4. RH control lever ROTATE 90° counterclockwise
5. Wait at least 20 seconds
Main Landing Gear legs green lights may be turned on,

thus indicating effective main gear legs blocked in down
position by mere effect of gravity force.
6. LH control lever ROTATE 180° counterclockwise

The emergency landing gear extension operation takes about

20- sec.
4th Edition, Rev. 5

Page S3 - 43
The following procedure applies if Nose Landing Gear is not ex-

tended and locked even after emergency extension procedure.
CAUTION
A Nose Landing Gear up leg not down and locked might lead to a
hazardous situation, especially on uneven runways.
WARNING
If landing gear position is not known, perform a tower fly-by at safe

speed and altitude to have confirmation about its situation.
If possible coordinate fire brigade intervention along runway and re-
WARNING port number of persons on board and remaining fuel type and quan-
tity.
If a complete Landing Gear up or a Nose Landing Gear up position is reported:
Preparation
1. Reduce fuel load if time and conditions permit
2. Crew and passengers safety belts Tightly fastened
4. Green lights and TRANS light CHECK OFF
5. Flap setting plan approach with Flap Land
Before ground contact:
6. LH and RH Fuel Selector BOTH OFF
7. LH and RH Electrical fuel pump BOTH OFF
8. Ignitions ALL OFF
On touch down:
9. Landing attitude slight nose-up and wings levelled,
10. Touchdown speed as low as 50 KIAS with flap
11. Aircraft nose gently lower as speed bleeds off
After aircraft stops:

Master switch to OFF impairs radio communication and outside air-

craft lighting.
CAUTION
4th Edition, Rev. 0

Page S3 - 44
14. Aircraft Evacuation carry out if necessary
Consider use of ditching emergency exit to escape in case pilot

or passenger doors are blocked, watch for engine hot parts, fuel,
WARNING hydraulic fluid or oil spills. Leave aircraft in upwind direction.
4th Edition, Rev. 0

Page S3 - 45
The following procedure applies if one or both Main Landing Gear

legs are not completely extended and locked even after emergency
CAUTION extension procedure.
A partial gear landing (RH and/or LH leg not down and locked)
might turn into a hazardous situation, especially on uneven runways.
If possible try to obtain a symmetric gear extension (e.g. by trying
WARNING further landing gear retraction) in order to avoid swerving after
touchdown. A gear up landing is generally considered safer.
If landing gear position is not known, perform a tower fly-by at safe

speed and altitude to have confirmation about its situation.
If possible coordinate fire brigade intervention along runway and re-
WARNING port number of persons on board and remaining fuel type and quan-
tity.
Preparation
1. Reduce fuel load if time and conditions permit
4. Green lights and TRANS light CHECK OFF
If partially extended landing gear is confirmed:

On touch down:
9. Align for approach on the runway centreline
10. Touchdown speed as low as 50 KIAS
11. Touchdown on the extended gear only
12. Heading and direction maintain applying appropriate aileron and
rudder/steering control
13. Retracted leg keep off the ground as long as possible
4th Edition, Rev. 0

Page S3 - 46


craft lighting.
CAUTION

4th Edition, Rev. 0

Page S3 - 47
1. Airspeed Keep below applicable VLO/VLE

A Landing Gear lever recycle (further retraction attempt) may

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

If a safe landing configuration is obtained (3 greens)
4. Land normally
If a safe landing gear configuration is not obtained:
4. Emergency LG extension procedure Apply (See Para. 7.1)
An unwanted landing gear extension, with at least one leg mov-

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

3. Landing Gear lights Check
If a safe landing configuration is obtained (3 greens)
4. Land normally
If a safe landing gear configuration is not obtained:
4. Emergency LG extension procedure Apply (See Para. 7.1)
4th Edition, Rev. 0

Page S3 - 48
4th Edition, Rev. 0

Page S3 - 49
1. Fuel Selectors BOTH OFF

3. Electrical fuel pumps BOTH OFF
4. Cabin heat and defrost OFF
6. Parking Brake ENGAGED
7. Aircraft Evacuation carry out immediately

4th Edition, Rev. 0

Page S3 - 50

3. Brakes As required
With aircraft under control
4. Fuel Selector BOTH OFF
6. Electrical fuel pump BOTH OFF
Consider use of ditching emergency exit to escape in case pilot or pas-

senger doors are blocked, watch for engine hot parts, fuel, hydraulic
WARNING fluid or oil spills. Leave aircraft in upwind direction.
IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:
A take-off abort should always be preferred if a safe stop can be per-

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

Page S3 - 51
At safe altitude
9. Cabin heat and defrost BOTH OFF

10. Fire affected engine Fuel Selector Confirm and OFF
11. Fire affected engine Ignitions Confirm and BOTH OFF
12. Fire affected engine Electrical fuel pump Confirm and OFF
13. Fire affected engine FIELD OFF
See Para. 6.6
4th Edition, Rev. 0

Page S3 - 52
1. Cabin heat and defrost BOTH OFF

2. Autopilot OFF
3. Fire affected engine Fuel Selector Confirm and OFF
4. Fire affected engine Ignition Confirm and BOTH OFF
5. Fire affected engine Throttle Lever Confirm and FULL FORWARD
6. Fire affected engine Propeller Lever Confirm and FEATHER
7. Fire affected engine Electrical fuel pump OFF
9. Attitude Adjust as appropriate to keep airspeed
over 62 KIAS
10. Fire affected engine Field OFF
11. Cabin ventilation OPEN
See Para. 6.6

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

ger doors are blocked, watch for engine hot parts, fuel, hydraulic fluid or
WARNING oil spills. Leave aircraft in upwind direction.
4th Edition, Rev. 0

Page S3 - 53
1. Cabin ventilation OPEN

2. Emergency light ON
3. Standby attitude indicator switch ON
4. Gain VMC conditions as soon as possible
In case of cockpit fire:

5. Fire extinguisher use toward base of flames
A tripped circuit breaker should not be reset.

CAUTION
If smoke persists, shed electrical supply in order to isolate faulty source by:
6. FIELD LH and RH OFF
7. AVIONICS LH and RH OFF
A fully charged battery can supply electrical power for at least 30

minutes.
CAUTION
If faulty source is found:

9. It may be possible to restore non faulty power sources (one at a time)
If smoke persists:
Before total electrical system shutdown consider gaining VMC condi-

tion, at night set personal emergency light on.
Only emergency light and emergency ADI will be electrically powered.
WARNING All radio COM and NAV, Landing Gear lever (normal mode) and in-
dication lights, electrical trims and flaps will be unserviceable.
4th Edition, Rev. 0

Page S3 - 54
When on ground:
12. Aircraft Evacuation carry out as necessary
Consider use of ditching emergency exit to escape in case pilot or

passenger doors are blocked, watch for engine hot parts, fuel, hy-
WARNING draulic fluid or oil spills. Leave aircraft in upwind direction.
4th Edition, Rev. 0

Page S3 - 55
Spin behaviour has not been demonstrated since certifica-

tion process does not required it for this aircraft category.
Intentional spin is forbidden.
Stall with one engine inoperative is forbidden.
WARNING Should an unintentional spin occur, the classic recovery
manoeuvre is deemed as being the best action to under-
take:
1. Both engines throttles idle

2. Flight Controls centralize
3. Rudder fully against rotation until it
stops
4th Edition, Rev. 0

Page S3 - 56
In case of double engine failure both propellers should be feathered

to achieve maximum efficiency. Best glide speed is attained with
flap UP and equals VY for current aircraft mass and air density al-
Normal landing gear extension requires MASTER switch ON, an

efficient battery and takes around 20 seconds.
CAUTION LG selection should be appropriately anticipated when sure on fi-
nal.
Flap can be set to T/O or LAND when sure on final to reduce land-
ing ground roll on short field.
Touchdown speed can be as low as 50 kt with flap down.
1. Airspeed MTOW 1180kg MTOW 1230 kg

VY = 83 KIAS VY = 84 KIAS
2. Flaps UP
3. Emergency landing field Select
Emergency landing strip should be chosen considering surface con-

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

5. Flaps Set when landing is assured
6. Landing gear control lever DOWN when landing is assured
To reduce landing gear extension time, evaluate use of emergency

control system which requires about 12 sec.
CAUTION
4th Edition, Rev. 0

Page S3 - 57
Before touch down

When stopped

4th Edition, Rev. 0

Page S3 - 58
If possible, as a nose landing gear flat tire condition is known,

coordinate fire brigade intervention along runway and report
WARNING number of persons on board and remaining fuel type and quantity.
If Nose Landing Gear flat tire is confirmed:

Preparation
2. If time permits Burn fuel to lower landing weight

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


craft lighting.
CAUTION

4th Edition, Rev. 0

Page S3 - 59
An asymmetrical landing gear tire condition (RH and/or LH tires de-

flated) might turn into a hazardous situation, especially on uneven
WARNING runways.
If possible, as a landing gear tires condition is known, coordinate fire

brigade intervention along runway and report number of persons on
WARNING
board and remaining fuel type and quantity.
If a main Landing Gear flat tire is confirmed:

Preparation

On touch down:
6. Align for approach on the runway centreline
7. Touchdown speed as low as 50 KIAS
8. Touchdown on the good tire gear only
9. Heading and direction maintain applying appropriate
aileron and rudder/steering control
10. Flattened tire keep off the ground as long
as possible
After aircraft stops (or if runway departure is imminent):


craft lighting.
CAUTION

4th Edition, Rev. 0

Page S3 - 60
If possible, select an airport with suitable runway length.

Otherwise, evaluate the possibility to perform a gear up landing (re-
CAUTION fer to procedure reported on Para. 7.2). In the latter case consider
the increasing hazard of an uneven pavement.
1. Safety belts FASTEN
After touch down if runway is deemed insufficient to decelerate:

3. Electrical fuel pumps BOTH OFF

craft lighting.
CAUTION
Before end of runway or if runway departure is imminent:


4th Edition, Rev. 0

Page S3 - 61
Leave the aircraft when engines are fully stopped. Watch for engine
hot parts and fuel, hydraulic fluid or oil spills when using fuselage
doors. If fuselage doors are unserviceable escape through the ditch-
WARNING
ing emergency exit
In case of engine fire escape from opposite or upwind aircraft side.
Verify (if not yet performed):

1. Fuel Selectors BOTH
2. Ignitions OFF
3. Electrical fuel pumps ALL OFF
4. MASTER SWITCH BOTH
5. Parking Brake OFF OFF
6. Leave the aircraft using emergency exits
4th Edition, Rev. 0

Page S3 - 62
Contact with water shall happen with aircraft longitudinal axis and
direction of motion parallel to the wave at the minimum possible
speed. Keep the nose up as long as possible.
Once in the water, the aircraft shall be evacuated through the ditch-
ing emergency exit, if available put life vest on and set dinghy out
WARNING first. Inflate them only outside the aircraft.
If available, try to approach any existing ship in the vicinity in order
to be rapidly located and rescued right after ditching.
1. Landing gear UP
2. Safety belts Tighten and fastened
3. Flaps FULL
Before water impact

9. Impact speed 50 KIAS
Aircraft evacuation
10. Emergency exit handle rotate clockwise

11. Latch door push outward
12. Life vests don
13. Evacuate the aircraft
4th Edition, Rev. 0

Page G19-11
Supplement G19 Section 4 NORMAL PROCEDURES

replaces Basic AFM Section 4 as a whole
4th Edition, Rev. 0

Page G19-12
4th Edition, Rev. 0

Page S4 - 1
4th Edition, Rev. 0

Page S4 - 2
4th Edition, Rev. 0

Page S4 - 3
Section 4 describes checklists and recommended procedures for the conduct of

normal operations for P2006T aircraft.
1.1. NORMAL OPS GENERAL RECOMMENDATIONS

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

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

- the cycle shall be repeated 3 times
- the pilot shall be ready to push the propeller lever if a drop of >500 RPM is recorded
2. Power changes.
When power setting changes are required in any flight condition, remember the following cor-
rect procedure:
Power increase = FIRST Prop THEN Map
Power reduction = FIRST Map THEN Prop
4th Edition, Rev. 1

Page S4 - 4
3. Suitable Fuels.
Tecnam remember operators to fill the aircraft with approved and suitable fuels. Use of not
approved/unknown fuels may cause damages to the engine.
ONLY USE APPROVED FUELS
For details refer to Section 2 of this manual (or applicable Supplement) and latest issue
of Rotax SI-912-016
4th Edition, Rev. 1

Page S4 - 5
For safety reasons, G1000 NXi operational procedures must be learned on the
ground.
-
02286-00) last issue, reports detailed instructions to operate the system in sub-
ject. Make always reference to the above mentioned document.
P2006T (P/N 190-02286-

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

all aspects of the G1000 NXi Guide (P/N 190-02286-00) documen-
WARNING tation at the last issue and the AFM for the aircraft. Thoroughly practice
basic operation prior to actual use. During flight operations, carefully
compare indications from the G1000 NXi to all available navigation
sources, including the information from other NAVAIDs, visual sightings,
charts, etc. For safety purposes, always resolve any discrepancies before
continuing navigation.
Do not use basemap (land and water data) information for primary navi-
gation. Basemap data is intended only to supplement other approved nav-
WARNING igation data sources and should be considered as an aid to enhance situ-
ational awareness. Do not use outdated database information. Databases
used in the G1000 NXi system must be updated regularly in order to en-
sure that the information remains current. Pilots using any outdated da-
6T (P/N 190-02286-
Appendix B concerning SD card use and databases.
For safety reasons, G1000 NXi operational procedures must be learned

on the ground.
WARNING
NXi within the following areas could result in loss of reliable attitude and
WARNING heading indications.
4th Edition, Rev. 0

Page S4 - 6
North of 72° North latitude at all longitudes; South of 70° South latitude
at all longitudes; North of 65° North latitude between longitude 75° W
and 120° W. (Northern Canada); North of 70° North latitude between lon-
gitude 70° W and 128° W. (Northern Canada); North of 70° North latitude
between longitude 85° E and 114° E. (Northern Russia); South of 55°
South latitude between longitude 120° E and 165° E. (Region south of
Australia and New Zealand).
The altitude calculated by G1000 NXi GPS receivers is geometric height
above Mean Sea Level and could vary significantly from the altitude dis-
WARNING played by pressure altimeters, such as the GDC 72 Air Data Computer,
or other altimeters in aircraft. GPS altitude should never be used for ver-
tical navigation. Always use pressure altitude displayed by the G1000 NXi
PFD or other pressure altimeters in aircraft.
If the pilot profile is changed during the flight, the HSI could not
indicate the correct LOC or VOR indication until the pilot manually
tunes the active frequency. Make sure that the displayed indication
on the HSI indicator is consistent with the selected frequency.
The data contained in the terrain and obstacle databases comes from
government agencies. Garmin accurately processes and cross-vali-
dates the data, but cannot guarantee the accuracy and completeness
of the data. G1000 NXi Guide for the Tec-
-02286-00), last issue, Appendix B concern-
ing SD card use and databases.
Use of polarized eyewear may cause the flight displays to appear

dim or blank.
By Attitude Module are provided on MD302 Stand-By Attitude Module

WARNING
to be attached to this AFM and kept onboard the aircraft.
4th Edition, Rev. 0

Page S4 - 7
The following airspeeds are those which are significant for normal operations,
with reference to both MTOW: 1180 kg and 1230 kg (if Supplement G10 - In-
creased MTOW @1230 KG - is applicable).
MTOW
FLAPS 1180kg 1230 kg
Rotation Speed (in takeoff, VR) T/O 64 KIAS 65 KIAS
Best Angle-of-Climb Speed (VX) 0° 73 KIAS 72 KIAS
Best Rate-of-Climb speed (VY) 0° 80 KIAS 84 KIAS
Approach speed T/O 90 KIAS 90 KIAS
Final Approach Speed FULL 70 KIAS 71 KIAS
Manoeuvring speed (VA) 0° 118 KIAS 122 KIAS
Never Exceed Speed (VNE) 0° 167 KIAS 171 KIAS
4th Edition, Rev. 0

Page S4 - 8
VSSE is a speed selected as training aid for pilots in the handling of multi-engine aircraft. It
is the minimum speed for intentionally rendering on engine inoperative in flight. This min-
imum speed provides the margin the manufacturer recommends for us when intentionally
performing engine inoperative maneuvers during training. Shutting down an engine for
training shall not become a habit; for safety purpose, and in order to optimise training,
engine shutdown to perform OEI shall be executed only when necessary and required by
regulations (e.g. during flight check, skill tests or demonstration as per 14CFR Part61 or
similar).
A simulated feather condition is obtained with propeller lever full forward and throt-
tle lever set at 13.5 in Hg MAP at 70-90 KIAS and 2000-4000 ft (density altitude).
Recommended safe simulated OEI speed (VSSE) 70 KIAS
Keep speed above VSSE for simulated OEI training operations.
In normal operations, shutting down an engine for training shall not become a habit, in
particular for safety reasons and in order to optimise training; engine shutdown to perform
OEI shall be executed only when required by regulations (e.g. during flight check, skill
tests or demonstration as per 14CFR Part61 or equivalent rule).
The continuous operation of engine securing for training may indeed cause long term dam-
ages to the engine itself due to the high load coming from propeller (which is in feathering
angle during the engine re-starting).
4th Edition, Rev. 0

Page S4 - 9
Engine cold weather operation

Refer to Rotax 912 Series Operators Manual, last issue, providing instructions for
operating media (lubricant and coolant specifications) to be used in cold weather
operation.
Parking
When the airplane is parked in cold weather conditions and it is expected to be
soaked at temperatures below freezing, some precautions need to be taken.
Clear snow, slush, and ice in the parking area, or at least clear the area around the
tires to prevent them from freezing to the ground. Apply plugs on Pitot and static
ports.
The exposed airframe parts should be protected, especially the engines, the wheels,
the blades and the gears against the snow or ice accumulation. Water and other
freezable liquids should be removed from the airplane.
Standing water that could freeze should be removed from critical parts, as flaps and
ailerons hinges, trim tabs hinges, drain points, LG doors, cabin doors etc.
With an ambient temperature of below -20°C, remove battery and store in a warm
dry place; additionally in order to prevent a heavy discharge and to increase the
battery life time, it is recommended to use an external power source for engine
starting at temperatures lower than 15°C.
When wheel brakes come in contact with ice, slush, or snow with freezing condi-
tions, the brake disk may freeze: park the aircraft with parking brake control knob
in OFF position and ensure the aircraft is properly chocked and moored.
In any case, when the probability of ice, snow, or heavy frost is forecast, the use of
a hangar is strongly recommended.
An external inspection of the aircraft is performed before each flight, as prescribed
on Section 3.1.
4th Edition, Rev. 0

Page S4 - 10
For cold weather operations, the crew must focus on the check of following parts
of airplane (free of snow/ice/standing water).
control surfaces
fuselage
wings
vertical and horizontal stabilator
stall warning switch
engine inlets
engines draining points
propeller blades
LG doors
Pitot, and static ports
fuel tank vents
Tires show low pressure in cold weather: the required adjustments to inflation pres-
sure should be performed on tires cooled to ambient temperature.
If the crew detects ice, anti icing products are not allowed. To remove ice, tow the
aircraft in the hangar and operate with a soft brush or a humid cloth.
Removal of snow/ice accumulations is necessary prior to take-off

WARNING because they will seriously affect airplane performance. Aircraft
with ice/snow accumulation is not cleared for flight.
If the aircraft must be operated in cold weather conditions within the range -25ºC
to -5ºC, it is suggested to perform following procedure in order to speed up the
engine warm-up:
Tow the airplane in a warm hangar (warmer than -5°C);
Let airplane temperature stabilize;
Check pressure in hydraulic system, recharge if necessary;
Heat the cabin to a suitable value to avoid windshield frost in flight; an electri-
cal fan heater may be used inside the cabin;
Tow airplane outside and perform engine starting as soon as possible.
4th Edition, Rev. 0

Page S4 - 11
To perform the aircraft walk-around, carry out the checklists according to the pattern
shown in Figure 4-1.
If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING
nearby.
Visual inspection is defined as follows: check for defects, cracks, de-

lamination, excessive play, unsafe or improper installation as well as
for general condition, presence of foreign objects, slippage markers
etc. For control surfaces, visual inspection also involves additional
check for freedom of movement. Always check the ground in the area
of the aircraft for evidence of fuel, oil or operating fluids leakages.
Figure 4.1
4th Edition, Rev. 0

Page S4 - 12
1. Pilot door and cabin Check door for integrity. Turn ON the Master Switch
and check Stall Warning switch for operation and con-
dition; check lighting of Landing/Taxi/Nav/Strobe
lights, then turn OFF the Master Switch.
2. Left main landing gear Check fuselage skin status, tire status (cuts, bruises,
cracks and excessive wear), slippage markers integrity,
gear structure and shock absorber, hoses, gear door at-
tachments and gear micro-switches. There should be no
sign of hydraulic fluid leakage.
3. Wheel chock Remove if employed
4. Propeller and spinner The propeller blades and spinner should be free of
cracks, nicks, dents and other defects and should rotate
freely. Check fixing and lack of play between blades
and hub.
5. Left engine nacelle Perform following inspections:

a) Check the surface conditions.
b) Nacelle inlets and exhausts openings must be
free of obstructions. If inlet and outlet plugs are
installed, they should be removed.
c) Check radiators. There should be no indication
of leakage of fluid and they have to be free of
obstructions.
d) Only before the first flight of a day:
(1) Verify coolant level in the expansion tank, re-
plenish as required up to top (level must be at
least 2/3 of the expansion tank).
(2) Verify coolant level in the overflow bottle
through the slot under the nacelle: level must
be between min. and max. mark. Replenish if
required removing the upper cowling; after
that, install upper cowling checking for inter-
ferences with radiators
(3) Turn the propeller by hand to and fro, feeling
the free rotation of 15°or 30° before the
crankshaft starts to rotate. If the propeller
can be turned between the dogs with practi-
cally no friction at all further investigation is
necessary. Turn propeller by hand in direc-
tion of engine rotation several times and ob-
serve engine for odd noises or excessive re-
sistance and normal compression.
4th Edition, Rev. 0

Page S4 - 13
e) Check oil level and replenish as required. Prior

to oil check, switch off both ignitions circuits
and turn the propeller by hand in direction of
engine rotation several times to pump oil from
the engine into the oil tank. This process is
finished when air is returning back to the oil
tank and can be noticed by a murmur from the
open oil tank. Prior to long flights oil should be
mark.
f) Drain off Gascolator for water and sediment
(drain until no water comes off). Then make sure
drain valve is closed.
g) Check drainage hoses clamps
h) Verify all parts are fixed or locked.
i) Verify all inspection doors are closed.
6. Air induction system Check engine air inlet for integrity and correct fixing.
The air intake filter must be free of obstructions.
7. Left fuel tank Check that the refuelling port cap is properly secured,
then perform the fuel tank sump drainage operating the
related valve which, after operation, must be checked
closed. Fuel must checked for water and sediment. Ver-
ify the tank vent outlet is clear.
8. Landing and taxi lights Visual inspection
9. Left wing leading edge Visual inspection. Check cabin ventilation inlet and
carburettor heating inlet for condition and free of ob-
struction. Check stall strip.
10. Left wing top and bottom panels Visual inspection
11. Left winglet, nav and strobe lights, Check for integrity and fixing
static discharge wick
12. Left aileron and balance mass Visual inspection, remove tie-down devices and control
locks if employed.
13. Left Flap and hinges Visual inspection
14. Left static port Remove protective cap Visual inspection
15. Antennas Check for integrity
4th Edition, Rev. 1

Page S4 - 14
16. Gear pump, external power and bat- Check emergency landing gear extension system pres-
tery compartment sure (low pressure limit: 20 bar), external power and
battery compartments closure.
17. Horizontal and vertical empennage Check the actuating mechanism of control surfaces and
and tabs. Static discharge wicks. the connection with related tabs. Check wicks for integ-
rity. Remove tie-down device if employed.
18. Stabilator leading edge Check for integrity
19. Fuselage top and bottom skin Visual inspection
20. Right static port Remove protective cap Visual inspection
21. Right Flap and hinges Visual inspection
22. Right aileron and balance weight Visual inspection, remove tie-down devices and control
locks if employed.
23. Right winglet, nav and strobe lights, Check for integrity and fixing and lighting
static discharge wick
24. Right wing top and bottom panels Visual inspection
25. Right wing leading edge Visual inspection. Check cabin ventilation inlet and
carburettor heating inlet for condition and free of ob-
struction. Check stall strip.
26. Right fuel tank Check that the refuelling port cap is properly secured,
then perform the fuel tank sump drainage operating the
related valve which, after operation, must be checked
closed. Fuel must checked for water and sediment. Ver-
ify the tank vent outlet is clear.
27. Propeller and spinner: The propeller blades and spinner should be free of
cracks, nicks, dents and other defects and should rotate
freely. Check fixing and lack of play between blades
and hub.
28. Right engine nacelle Apply check procedure reported in the walk-around sta-
tion 5 and 6.
29. Passenger door and cabin Check door for integrity. Check safety belts for integrity
and baggage for correct positioning and fastening.
Check ditching emergency exit safety lock. Check pas-
sengers ventilation ports for proper setting.
4th Edition, Rev. 0

Page S4 - 15
30. Right main landing gear Apply check procedure reported in the walk-around
Station 2
31. Wheel chock Remove if employed
32. Bottom fuselage antennas Check for integrity
33. Right cabin ram-air inlet Visual inspection
34. Right Pitot tube Remove protective cap and check for any obstruction
35. Nose landing gear Check tire status (cuts, bruises, cracks and excessive
wear),slippage markers integrity, gear structure and re-
traction mechanism, shock absorber and gear doors at-
tachments. There should be no sign of hydraulic fluid
leakage.
36. Radome Check for integrity
37. Radome access door Visual inspection
38. Left Pitot tube Remove protective cap and check for any obstruction
Avoid blowing inside Pitot-tube and inside airspeed indicator system's static
ports as this may damage instruments.
4th Edition, Rev. 0

Page S4 - 16
4th Edition, Rev. 0

Page S4 - 17
Instruct passengers on how to use safety belts and normal / emergency

exits. Passenger embarkation should be done, avoiding contact with hot /
oily parts such as engine exhaust pipes, drainage tubes and wheel brakes,
CAUTION or sharp wing control surfaces edges. Do not smoke on board.
Clean the displays using a clean, lint-free cloth and an eyeglass lens
cleaner that is specified as safe for anti-reflective coatings. Cleaners con-
CAUTION
taining ammonia will harm the anti-reflective coating.
1. Parking brake CHECK ENGAGED

2. CHECK on board
3. Weight and balance CHECK if within the limits
4. Flight controls Remove seat belt used as lock
5. PFD and MFD CHECK clean
6. Seat Adjust as required
7. Seat belt Fastened
8. Passenger briefing Completed
9. Doors CLOSED AND LOCKED
10. Landing gear control lever CHECK DOWN
11. Breakers All IN
12. MASTER SWITCH ON
13. Fuel quantity CHECK
14. RH fuel selector RIGHT
15. LH fuel selector LEFT
16. RH Electrical Fuel Pump ON, check fuel pressure gauge correct
operation.
17. RH Electrical Fuel pump OFF, check pressure decreased at zero
LH Electrical Fuel Pump ON, check fuel pressure gauge correct
18.
operation.
19. LH Electrical Fuel pump OFF, check pressure decreased at zero
20. Strobe light ON
21. Landing gear lights TEST
22. ELT CHECK set to ARM
23. Fire detector TEST
24. Engine levers friction Adjust if required
25. Flight controls CHECK free
4th Edition, Rev. 0

Page S4 - 18
26. Alternate static port CHECK closed

27. Cabin heat CLOSED
28. Flaps Operate control to FULL position.
Verify extension. Retract flaps.
29. Pitch trim control Set to neutral position.
30. Rudder trim control Set to neutral position.
31. Eng. Starting Battery Voltmeter Check 12 to 14 Volt
(if installed)
Avionics switches must be set OFF during engine starting to prevent avi-
onic equipment damage.
CAUTION
1 Start clearance Obtain if needed

2 CHRONOMETER START
Right engine starting

1 RH Throttle lever IDLE
2 RH Carburetor heat OFF
3 RH Propeller Lever FULL FORWARD
4 RH Choke ON if required
Cold engine
Throttles idle (fully closed), chokes fully opened.
Soon after starting, advance the throttle to let the propeller reach 800 RPM
and slowly close the choke. Keep engine at 900 RPM for warm up period.
Hot engine
Park the aircraft with the nose pointing into wind in order to aid cooling.
Keep chokes closed and slowly open the throttles one inch while cranking.
Flooded Engine after engine start failure
Keep chokes closed, open throttle fully and start the engine, then quickly re-
duce throttles to idle
5 RH Electrical Fuel pump ON, check advisory light ON and posi-

tive fuel press build up
6 STROBES ON
7 RH engine propeller zone CHECK free
8 RH ignitions switches BOTH ON
4th Edition, Rev. 1

Page S4 - 19
Ensure that the area around engine propeller disc is clear from people
and obstacles. Call out for propeller free.
WARNING
9 RH start pushbutton PUSH

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

2 LH Carburetor heat OFF
3 LH Propeller Lever FULL FORWARD
4 LH Choke ON if required
5 LH Electrical Fuel pump ON, check advisory light ON and posi-
tive fuel press build up
6 LH engine propeller zone CHECK free
7 LH ignitions switches BOTH ON
Ensure that the area around engine propeller disc is clear from people
and obstacles. Call out for propeller free.
WARNING
8 LH start pushbutton PUSH

9 LH engine oil gauge CHECK if increasing within 10 sec. (max
7 bar in cold operation)
10 LH Throttle lever ADVANCE to reach 1200 RPM
4th Edition, Rev. 5

Page S4 - 20
11 LH Choke OFF
12 LH Field ON
13 LH Avionics ON
14 LH Cross bus ON
15 LH Ammeter CHECK Amps positive
16 LH Voltmeter CHECK 12 to 14 Volt
17 LH Electrical fuel pump OFF
1 Let the engines warm up to a minimum oil temperature of 50°C at 1200 RPM
2 Nav , Taxi and Landing lights ON
3 Transponder Stand-by
4 Passengers and crews seat belts Fastened
5 Passengers and crews headphones Set as required
1 LH/RH Fuel Selector As required

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

Page S4 - 21
1 Parking Brake ENGAGED

2 RH Fuel Selector RIGHT
3 LH Fuel Selector LEFT
4 LH and RH fuel pressure CHECK
5 LH and RH Engine parameters checks:
Oil temperature: 90° 110° C

(or 50° + 130 ° C, if MOD2006/002 is applied).
CHT / CT: 50° 135° / 120° C
Oil pressure: 2-5 bar (above 1400 RPM): 0.8 bar (below 1400 RPM)
Fuel pressure: 2.2 5.8 psi (0.15 - 0.40 bar)
*2.2 7.26 psi (0.15 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114
6 LH and RH Generator lights CHECK BOTH OFF
7 LH and RH Propeller Lever FULL FORWARD
8 LH and RH Throttle Lever 1650 RPM
9 RH Ignitions switches Set L / R / BOTH (RPM drop with single
ignition circuit selected must not exceed
-
ence by use of either circuits LEFT or
RIGHT cannot overcome 50 RPM)
10 RH Propeller Lever GOVERNOR CHECK
a) Reduce prop speed to 1200 RPM;
b) move propeller lever back to full for-
ward position;
c) repeat a) and b) 3 times;
d) verify that the governor closely and
firmly controls the RPM;
e) verify that 1650 prop RPM are restored
with prop lever in full forward position.
Do not cause the propeller speed drop below 1150 RPM in any case.
11 RH Carburettor heat ON, verify propeller RPM decreasing

about 100 RPM
12 RH Carburettor heat OFF
13 RH engine instruments CHECK parameters if within green arcs
Set L / R / BOTH (RPM drop with single
14 LH Ignitions switches ignition circuit selected must not exceed
differ-
ence by use of either circuits LEFT or
RIGHT cannot overcome 50 RPM)
4th Edition, Rev. 1

Page S4 - 22
15 LH Propeller Lever GOVERNOR CHECK

a) Reduce prop speed to 1200 RPM;
b) move propeller lever back to full for-
ward position;
c) repeat a) and b) 3 times;
d) verify that the governor closely and
firmly controls the RPM;
e) verify that 1650 prop RPM are restored
with prop lever in full forward position.
Do not cause the propeller speed drop below 1150 RPM in any case.
16 LH Carburettor heat ON, verify propeller RPM decreasing

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

2 Annunciator window CHECK cautions and warnings OFF
3 RH Fuel Selector RIGHT
4 LH Fuel Selector LEFT
5 Pitot heat as required
6 XPDR SET ALT
7 Magnetic compass CHECK
8 AHRS CROSS CHECK
4th Edition, Rev. 1

Page S4 - 23
1 Landing light ON
2 LH and RH Electrical Fuel pump BOTH ON
3 Carburettors heat CHECK OFF
5 LH and RH Throttle Lever FULL POWER
6 Engines instruments Parameters within green arcs
7 Rotation speed MTOW 1180kg MTOW 1230 kg
Vr = 64 KIAS Vr = 65 KIAS
8 Apply brakes to stop wheel spinning
9 Landing gear control knob UP: check green lights and TRANS
10 Landing and taxi lights OFF above 10000 ft

11 LH and RH Propeller Lever Set max cont power at safe altitude
Max take off power must be limited to 5 minutes. Reduce Throttles MAP power
before retracting Propeller to 2200 RPM or below.
CAU-
TION
12 LH and RH Electrical Fuel pump BOTH OFF
It is recommended to retract landing gear when a positive climb rate

is ensured at the applicable best speed (VY or VX as necessary).
It has been demonstrated that best climb rate is always obtained with
flaps in UP position: refer to Section 5, off rate of and
tables.
Noteworthily best climb gradient speed (VX )flaps UP is lower than
best climb speed (VX )flaps T/O up to 6000 ft (density altitude).Refer
4th Edition, Rev. 0

Page S4 - 24
1 LH and RH Propeller Lever SET to 1900-2250 RPM
Throttles MAP decrease should be made before propeller speed reduction be-
low 2200 RPM, as, contrariwise, Propeller Lever increase RPM should be set
CAUTION before engine Throttle Levers are advanced.
2 Engine parameters check (LH and RH)

Oil temperature: 90° 110° C
(or 50° - 130 ° C, if MOD2006/002 is applied).
CHT/CT: 50° 135° / 50° - 120° C
Oil pressure: 2 - 5 bar.
Fuel pressure: 2.2 5.8 psi
*2.2 7.26 psi (0.15 0.50 bar)
*applicable for fuel pump part no.893110 and no.893114
3 Carburettor heat as needed (see also instructions addressed on Section 3.
Deselect and do not use Auto Pilot if possible icing condition area is inadvert-
WARNING
ently entered.
4 Fuel balance and crossfeed check as necessary
To evaporate possibly accumulated condensation water, once per

flight day (for approximately 5 minutes) 100° C (212° F) oil tem-
perature must be reached.
In keeping with good operating practice used in all aircraft, it is recommended that when
turbulent air is encountered or expected, the airspeed be reduced to maneuvering speed to
reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups,
which may occur as a result of the turbulence or of distractions caused by the conditions.
4th Edition, Rev. 2

Page S4 - 25
1 Propellers As required
In order to control engine cooling and life, it is preferable to descend with
power above idle and RPM lower than full continuous.
2 Carburettors heat As required
3 Altimeter setting QNH set and crosscheck
4 Rear passengers seats Set at full aft position
1 Rear passengers seats Seats set at full aft and lower position
2 LH and RH Electrical Fuel pump BOTH ON
3 On downwind leg:
MTOW 1180kg MTOW 1230 kg Flaps T/O
VFE= 119KIAS VFE=122KIAS
4 Speed below applicable VLO/VLE Landing gear control knob - DOWN
Check green lights ON
5 Carburettors heat CHECK OFF
7 On final leg: speed below 93 KIAS Flaps FULL
8 Final Approach Speed MTOW 1180kg MTOW 1230 kg
VAPP= 70KIAS VAPP=71KIAS
9 Landing and taxi light ON
10 Touchdown speed 65 KIAS
4th Edition, Rev. 2

Page S4 - 26

2 LH and RH Throttle Lever FULL POWER
Propeller Lever increase to max RPM should be attained before engine Throt-
tle Levers are advanced to max take off power. Max take off power must be
CAUTION limited to 5 minutes.
3 Flaps T/O
4 Speed Keep over 62 KIAS, climb to VY or VX
as applicable
5 Landing gear UP as positive climb is achieved
6 Flaps UP
It is recommended to retract landing gear when a positive climb rate

is ensured at the applicable best speed (VY or VX as necessary).
It has been demonstrated that best climb rate is always obtained with
flaps in UP position: refer to Section 5, off rate of and
tables.
Noteworthily best climb gradient speed (VX )flaps UP is lower than
best climb speed (VX )flaps T/O up to 6000 ft (density altitude).Refer
1 LH and RH Electrical Fuel pump BOTH OFF

2 Flaps 0°
3 Pitot Heat OFF
4 Landing light OFF when required
4th Edition, Rev. 2

Page S4 - 27
It is always suggested to park the aircraft with the nose pointing into wind
to improve cooling after shut down.
1 Parking brake Engage

2 Taxi light OFF
3 Engines Allow for cooling down 1 minute at idle power
4 Flaps Check UP
5 Trims Check neutral
Ensure the engine is at its lowest possible idle speed before selecting ig-
nitions off.
6 Ignitions switches Turn OFF one at time

7 LH and RH AVIONIC BUS OFF
8 LH and RH CROSS BUS OFF
9 LH/RH Field OFF
10 All external lights switches OFF
11 Master Switch OFF
12 Emg Batt / Emg cockpit light /
Emg ADI Switches Check OFF
Before disembarkation verify propellers are fully stopped.

WARNING
Instruct passengers to fully open pax door (against nacelle stop) and depart
alongside aircraft fuselage, avoiding contact with hot / oily parts such as engine
exhaust pipes, drainage tubes and wheel brakes, or sharp wing control surfaces
CAUTION
edges.
Crew should avoid propeller disc area crossing while proceeding alongside a
CAUTION
4th Edition, Rev. 2

Page S4 - 28
1 Protective cover for Pitot tubes, stall warning and static Install
port plugs.
2 Lock one control wheel with safety belt.
3 Wheel chocks Place under MLG
4 Aileron lock Place and tighten
5 Pilot and passengers doors. Close and latch
4th Edition, Rev. 0

Page S4 - 29
Experience of RNAV systems, and Flight FMS in general, has identified the pitfalls of way-
point entry error at the receiver as well as inaccuracies and errors in the database itself.
Research and experience have both shown that human error, often the result of a lack of
familiarity with the airborne equipment, represents the major hazard in operations using RNAV
systems. Therefore, it is imperative that pilots understand their system thoroughly and are
able to determine whether it is safe to proceed.
This requires robust procedures, which check for possible errors in the computer database,
monitor continued performance of the RNAV systems and enable pilots to identify and avoid
not only their own mistakes but also errors in the information presented to them.
Flight planning on RNAV routes should include the following recommendation.
- During the pre-flight planning phase, given a GPS constellation of 23 satellites

or less (22 or less for GPS stand-alone equipment that incorporate pressure
altitude aiding), the availability of GPS integrity (RAIM) should be confirmed for
the intended flight (route and time). This should be obtained from a prediction
program either ground-based, or provided as an equipment function, or from an
alternative method acceptable to the Authority;
- Where a navigation data base is installed, the data base validity (current AIRAC
cycle) should be checked before flight;
- Traditional navigation equipment (e.g. VOR, DME and ADF) should be selected
to available aids so as to allow immediate cross-checking or reversion in the event
of loss of GPS navigation capability.
1) Pre-flight Planning
During the pre-flight planning phase, the availability of the navigation infrastructure, required
for the intended operation, including any non-RNAV contingencies, must be confirmed for the
period of intended operation. Availability of the onboard navigation equipment necessary for
the route to be flown must be confirmed. The onboard navigation database must be appropriate
for the region of intended operation and must include the navigation aids, waypoints, and
coded terminal airspace procedures for the departure, arrival and alternate airfields.
Where the responsible airspace authority has specified in the AIP that dual PRNAV systems
are required for specific terminal P-RNAV procedure, the availability of dual P-RNAV sys-
tems must be confirmed. This typically will apply where procedures are effective below the
applicable minimum obstacle clearance altitude or where radar coverage is inadequate for
the purposes of supporting P-RNAV. This will also take into account the particular hazards
of a terminal area and the feasibility of contingency procedures following loss of P-RNAV
capability.
RAIM availability must be confirmed with account taken of the latest information
4th Edition, Rev. 0

Page S4 - 30
2) Departure
At system initialisation, the flight crew must confirm that the navigation database is current
and verify that the aircraft position has been entered correctly. The active flight plan should
be checked by comparing the charts, SID or other applicable documents, with the map display.
This includes confirmation of the waypoint sequence, reasonableness of track angles and dis-
tances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and
which are fly-over. If required by a procedure, a check will need to be made to confirm that
updating will use a specific navigation aid(s), or to confirm exclusion of a specific navigation
aid. A procedure shall not be used if doubt exists as to the validity of the procedure in the
navigation database
The creation of new waypoints by manual entry into the RNAV system by the flight crew
is not permitted as it would invalidate the affected P-RNAV procedure.
Route modifications in the terminal area may take the form of radar headings or
clearances and the flight crew must be capable of reacting in a timely fashion. This may
include the insertion in the flight plan of waypoints loaded from the database.
During the procedure and where feasible, flight progress should be monitored for navigational
reasonableness, by cross-checks, with conventional navigation aids using the primary display
3) Arrival
Prior to the arrival phase, the flight crew should verify that the correct terminal procedure
has been loaded. The active flight plan should be checked by comparing the charts with the
map display. This includes confirmation of the waypoint sequence, reasonableness of track
angles and distances, any altitude or speed constraints, and, where possible, which waypoints
are fly-by and which are fly-over. If required by a procedure, a check will need to be made to
confirm that updating will exclude a particular navigation aid. A procedure shall not be used if
doubt exists as to the validity of the procedure in the navigation database.
Note: as a minimum, the arrival checks could be a simple inspection of a suitable map display
that achieves the objectives of this paragraph.
The creation of new waypoints by manual entry into the RNAV system by the flight crew
would invalidate the P-RNAV procedure and is not permitted.
Where the contingency to revert to a conventional arrival procedure is required, the flight
crew must make the necessary preparation.
During the procedure and where feasible, flight progress should be monitored for navigational
reasonableness by cross-checks with conventional navigation aids using the primary display
clearances and the flight crew must be capable of reacting in a timely fashion.
Although a particular method is not mandated, any published altitude and speed constraints
must be observed.
4th Edition, Rev. 0

Page S4 - 31
In the event that either the GPS or the EGNOS signal is not available at the destination, by the
nature of the system, and its susceptibility to interference, there exists the possibility that it
will also be unavailable over a wide area. Therefore, it is probable that the signal will also be
unavailable at a nearby diversion aerodrome.
Notwithstanding any normal operational requirements for the identification of an alternate
aerodrome, where a RNAV approach is to be flown in conditions where a visual approach will
not be possible; pilots should always ensure that either:
1) A different type of approach system is available at the destination, not de-
pendent on GPS data and for which the weather is forecast to be suitable to
enable a landing to be made from that approach, or;
2) There is at least one alternate destination within range, where a different type of
approach system is available, which is not dependent on GPS data and for which
the weather is forecast to be suitable to enable a landing to be made from that
approach.
When GPS is not approved for the selected final approach course, the
guidance for the approach, but the HIS must be switched to a NAV re-
ceiver to fly the final course of the approach
If certain GPS parameters (SBAS, RAIM, etc.) are not available, some pub-
lished approach procedures for the desired airport may not be displayed in
the list of available approaches.
An Approach Procedure (APPR) can be loaded at any airport that has one available, and pro-
vides guidance for non-precision and precision approaches to airports with published instru-
ment approach procedures.
Only one approach can be loaded at a time in a flight plan. If an ap-

proach is loaded when another approach is already in the active flight
plan, the new approach replaces the previous approach. The route is de-
fined by selection of an approach and the transition waypoints.
Whenever an approach is selected, the choice to either

adds the approach to the end of the flight plan without immediately using it for navigation
guidance. This allows continued navigation via the intermediate waypoints in the original
flight plan, but keeps the procedure available on the Active Flight Plan Page for quick acti-
vation when needed. also adds the procedure to the end of the flight plan but
immediately begins to provide guidance to the first waypoint in the approach.
When selecting an approach, designation to the right of the procedure name
indicates the procedure can be flown using the GPS receiver. Some procedures do not have
4th Edition, Rev. 0

Page S4 - 32
this designation, meaning the GPS receiver can be used for supplemental navigation guid-
ance only.
If the GPS receiver cannot be used for primary guidance, the appropri-
ate navigation receiver must be used for the selected approach (e.g.,
VOR or ILS). The final course segment of ILS approaches, for example,
must be flown by tuning the NAV receiver to the proper frequency and
selecting that NAV receiver on the CDI
The G1000 SBAS GPS allows for flying LNAV and LPV approach service levels according
to the published chart.
A sample of how the active approach service level is annunciated on the HSI is shown in
the following table:
Before reaching the IAF, the flight crew should verify that the correct procedure
has been flight plan. A comparison with the ap-
proach chart should be made including the following:
The waypoint sequence.
Reasonableness of the tracks and distances of the approach legs, accuracy of
the inbound course and mileage of the FAS.
Verify from the charts, map display or CDU, which waypoints are fly-by and
which are fly-over.
Check any map display to ensure the track lines actually - -
the respective waypoints in the procedure.
By the time the aircraft reaches the IAF the pilot should have completed the above and been
cleared for the approach. Also, the approach must have been activated in the receiver at least
by this time.
Approach Applications which are classified as RNP Approach (APCH) in accordance with
ICAO Doc 9613 Performance Based Navigation (PBN) Manual (and ICAO state Letter
SP65/4-10/53) give access to minima (on an instrument approach procedure) designated as:
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LNAV (Lateral Navigation)

This is a Non-Precision or 2D Approach with Lateral only navigation guidance provided
by GNSS and an Aircraft Based Augmentation System (ABAS). Receiver Autonomous
Integrity Monitoring (RAIM) is a form of ABAS. Lateral guidance is linear with accuracy
to within +/- 0.3 NM parallel to either side of the final approach track.
LPV (Localiser Performance with Vertical Guidance)
This is an Approach Procedure with Vertical Guidance. The Lateral and Vertical guidance is
provided by GPS and SBAS. Lateral and vertical guidance are angular with increasing sensi-
tivity as the aircraft progresses down the final approach track; much like an ILS indication.
LPV approach and annunciation on HSI is available only is SBAS available.
Before selecting a LPV approach, make sure SBAS is indicated ACTIVE in the
GPS status box on AUX-GPS STATUS page on MFD.
If DISABLED highlight the appropriate SBAS SELECTION Box under SBAS
softkey under AUX-GPS Status Page on MFD
Should SBAS signal be lost, augmentation is lost. It may be possible to continue with
LNAV only but this is reliant on the availability of RAIM.
NOTE: The instrument approach procedures associated with RNP APCH are entitled RNAV
(GNSS) to reflect that GNSS is the primary navigation system. With the inherent onboard
performance monitoring and alerting provided by GNSS, the navigation specification qualifies
as RNP, however these procedures pre-date PBN, so the chart name has remained as RNAV.
Missed approach procedures
Before commencing an RNAV (GNSS) missed approach, a MAP should be possible without
reference to GPS derived navigation so that, in the event of a loss of GPS accuracy or loss of
integrity during the approach, a safe return to above Minimum Sector Altitude can be made.
This may be possible by dead reckoning (DR) navigation but where this is not possible and
the MAP requires reference to terrestrial navigation aids, these must be available, tuned and
correctly identified before passing the IAF and remain available throughout the approach.
Reasons for a missed approach are many and if GPS information remains available for the
MAP, the pilot must be able to sequence the system correctly past the MAP, in order to follow
the published MAP correctly.
Pilots should be fully competent in the necessary selection routines required by their own
equipment, in order to transition to the MAP and preserve accurate navigation throughout.
When GPS navigation is NOT available for the MAP, it may be necessary to reset the display
function of the HSI/CDI to disengage GPS information and regain VOR/LOC display. Pilots
must be fully conversant with navigation display selections in order safely to follow the MAP.
4th Edition, Rev. 0

Page S4 - 34
Abnormal procedures for approaches

As the aircraft approaches the FAF (LNAV Only, without SBAS), the receiver automatically
perform a final RAIM prediction for the approach. The receiver will not enter the approach
mode if this RAIM prediction is negative. In this case, the approach should be discontinued.
However, this RAIM check assumes availability of the full constellation and will not take
account of scheduled interruptions or failures. This can lead to a successful RAIM prediction
at this point when the RAIM function itself is not available.
If RAIM is lost after passing the FAF the equipment should continue to provide navigation,
where possible for five minutes, before giving a RAIM loss indication and this should be
enough to complete the approach.
Should RAIM detect an out of tolerance situation, a warning will be given and a missed
approach should be initiated immediately
The approach should always be discontinued:
(a) If the receiver fails to engage the correct approach mode or;
(b) In case of Loss Of Integrity (LOI) monitoring or;
(c) Whenever the HSI/CDI indication (or GP indication where applicable) exceeds
half scale displacement or;
(d) If a RAIM (or equivalent) warning is activated or;
(e) If RAIM (or equivalent) function is not available and annunciated before passing
the FAF.
The Garmin GNSS navigation system as installed in this airplane is approved for navigation
using GPS and SBAS (within the coverage of a Satellite Based Augmentation System com-
plying with ICAO Annex 10) for IFR enroute, terminal area, precision and non-precision
approach operations.
Both GNSS receivers are required to be operating and receiving usable signals except for
routes requiring only one Long Range Navigation sensor.
The G1000 System has been shown to be eligible for:
- B-RNAV (RNAV-5)
- RNAV1 / P-RNAV (RNP-1) Enroute and Terminal navigation
- RNP APCH LNAV ( d oes not include APV BARO-VNAV operation which is not
cleared)
- LPV with SBAS
provided that the G1000 is receiving usable navigation information from at least one GPS
receiver.
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Page S4 - 35
When the a/c is moved on the ground, the Master Switch must
be turned ON until the a/c is parked.
CAUTION
To tow the aircraft it is necessary to use a metal stiff bar connected to the nose gear.
Do not turn nose wheel above 20° either side of center:

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

temperature; accumulation of moisture may
cause
the brakes to freeze. In this case use wheel chocks.
In case of long time parking or overnight parking, it is recommended to moor the

a/c as shown on Para. 4.3.
Mooring is strongly recommended when the wind is more than 15

knots and the a/c is completely refuelled.
CAUTION
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Page S4 - 36
The aircraft is moored to insure its immovability, protection, and security under
various weather conditions.
Mooring is strongly recommended when the wind is more than

15 knots and the a/c is completely refuelled.
CAUTION
Procedure
1. Position airplane on levelled surface and headed into the prevailing wind.
2. Center nose wheel, engage parking brake and/or use the wheel chocks.

temperature; accumulation of moisture may
cause the brakes to freeze. In this case use wheel chocks.
3. Secure pilot control wheel by wrapping the seat belt around it

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

Page G19 - 13
Apply following instruction:
Supplement G19 PERFORMANCES pages replace

basic AFM Section 5 as a whole.
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Page G19 - 14
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Page S5 - 2
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:
-23 regulation
aircraft and engine in good condition
average piloting techniques
Each graph or table was determined according to ICAO Standard Atmosphere (ISA
- s.l.); evaluations of the impact on performances were carried out by theoretical
means for:
airspeed
external temperature
altitude
weight
runway type and condition
Performances data are presented in tabular or graphical form to illustrate the effect
of different variables such as altitude, temperature and weight. Given information
is sufficient to plan the mission with required precision and safety.
Additional information is provided for each table or graph.
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Page S5 - 3
Graph shows calibrated airspeed VCAS as a function of indicated airspeed VIAS.
Figure 1 - IAS/CAS chart
Example:
Given Find
KIAS 75 KCAS 74
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A=2250 ft
A=1600 ft
Figure 2 ICAO chart

Examples:
G iven Find
a. Temperature = 20°C
c. Corresponding Density
b. Pressure altitude =
Given Find
B. ISA Air Temperature = 12°C

ISA condition
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Altitude loss during conventional stall recovery, as demonstrated

during flight tests is approximately 250 ft with banking below 30°.
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Maximum demonstrated crosswind is 17 Kts

Example:
Given Find
Wind direction (with respect to aircraft Headwind = 17.5 Kts
longitudinal axis) = 30°
Wind speed = 20 Kts Crosswind = 10 Kts
Figure 3 Crosswind diagram
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15.
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Flight conditions (ISA and SL):
Weight: 1230 kg (2712 lb)

Throttle levers Both FULL FORWARD
Flaps T/O
Landing gear DOWN
Weight MTOW 1230kg (2712 lb)
Speed 72 KIAS
Climb gradient 9.4% (5.4°)
Noise level, determined in accordance with ICAO/Annex 16 4th Ed., July 2005,
Vol. I°, Chapter 10, is 72.82 dB(A).
4th Edition, Rev. 0

Page 6 - 1
4th Edition, Rev 0

Page 6 - 2
4th Edition, Rev 0

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

cerning the maximum takeoff weight and CG excursion as re-
ported in Flight Manual Section 2.
Pilot is responsible for checking the weight and CG excursion are compliant with
the related limits. CG excursion and weight limits are reported in Section 2 Lim-
itations.
4th Edition, Rev 0

Page 6 - 4
- Carry out weighing procedure inside closed hangar

- Remove from cabin any object unintentionally left
- Make sure Flight Manual and mandatory documents are on board
- Align nose wheel
- Drain fuel via the specific drain valve
- Oil, 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
- Level the aircraft (the reference for longitudinal levelling is made putting a
spirit-level on the cabin floor as shown in the Aircraft Maintenance Manual).
- Adjust longitudinal attitude deflating nose tire
- Record weight shown on each scale

- Repeat weighing procedure three times
- Calculate empty weight
- Drop a plumb bob tangent to the wing leading edge and trace a reference mark
on the floor (see Figure on Para. 2.5 or 2.6)
- Repeat the operation for other wing
- Stretch a taught line between the two marks
- Measure the distance between the reference line and both main and nose wheel
axis (A and B distances respectively)
- Using recorded data it is possible to determine the aircraft C.G. location and the
aircraft moment (see following table)
4th Edition, Rev 0

Page 6 - 5
Model P2006T S/N:________ Weighing no. ____ Date:_________
Datum: leading edge vertical
[kg] or [lbs] [m] or [ft]

Nose wheel weight W1 = Plumb bob distance LH wheel AL =
LH wheel weight WL = Plumb bob distance RH wheel AR =
RH wheel weight WR = Average distance (AL+ AR)/2 A =
W2 = WL+WR = Plumb bob distance from nose wheel B =
Empty weight We = W1 + W2 = [kg] or [lbs]
[m] or [ft]
D% = ( D / 1.339 m ) x 100 = or D% = ( D / 4.39 ft ) x 100 =
Empty weight moment: M = (D .We) = [m . Kg] or [Ft . Lbs]
Maximum takeoff weight WT = [kg] or [lbs]

Signature
Empty weight We = [kg] or [lbs]
Max. useful load WT - We Wu = [kg] or [lbs] ____________
4th Edition, Rev 10

Page 6 - 6
Model P2006T S/N:________ Weighing no. ____ Date:_________
Datum: leading edge vertical
[kg] or [lbs] [m] or [ft]

Nose wheel weight W1 = Plumb bob distance LH wheel AL =
LH wheel weight WL = Plumb bob distance RH wheel AR =
RH wheel weight WR = Average distance (AL+ AR)/2 A =
W2 = WL+WR = Plumb bob distance from nose wheel B =
Empty weight We = W1 + W2 = [kg] or [lbs]
[m] or [ft]
D% = ( D / 1.339 m ) x 100 = or D% = ( D / 4.39 ft ) x 100 =
Empty weight moment: M = (D .We) = [m . Kg] or [Ft . Lbs]
Maximum takeoff weight WT = [kg] or [lbs]

Signature
Empty weight We = [kg] or [lbs]
Max. useful load WT - We Wu = [kg] or [lbs] ____________
4th Edition, Rev 10

Page 6 - 7
WEIGHTS AND C.G.
C.G. position can be defined by means of the chart below.

The pilot is responsible for ensuring the correct useful load loading.
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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Page 6 - 8
The baggage loading in the dedicated compartment must be carried out in accord-
ance with diagram addressed on PAR. 03 and with C.G. excursion and weight lim-
itations reported in Section 2.
Pilot is provided with a red tie-down net and snap fasteners allowing for securing
the loads on the compartment floor.
Loading the baggage, make sure that you correctly stretched

the net which must be secured to the four vertices of the floor.
CAUTION
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4th Edition, Rev 0

Page 6 - 10
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.
and amend it to reflect

changes in equipment installed in this airplane.
4th Edition, Rev 0

Page 6 - 11
[kg] [m]
INSTRUMENTS & AVIONICS

A-1 2nd airspeed indicator UMA T6-311 200 0.37 -1.4
A-2 2nd airspeed indicator Mikrotechna 1116.B2B2 0.37 -1.4
A-3 2nd attitude indicator Kelly Manufacturing RCA26AK-12 1 -1.4
A-4 2nd altimeter United Instruments 5934PM-3A84 01770028-05 0.6 -1.4

A-5 2nd altimeter Mikrotechna 1128.12B6 0.6 -1.4
A-6 2nd altimeter Mid-Continent 15035-01102 0.36 -1.4
A-7 2nd altimeter Mid-Continent 4200-10 0.73 -1.4
A-8 Turn and bank indicator RCA 83 A-11 1.2 -1.4
A-9 Turn coordinator Mid Continent 1394T100-7Z or -14RB 0.81 -1.4
A-10 Mid-Continent MD302 0.73 -1.4
A-11 Garmin GNS-430W GPS/WAAS COM/NAV 3 -1.4
A-12 Garmin GNS-530W GPS/WAAS COM/NAV 3.18 -1.4
A-13 Garmin GMA340 audio panel 0.8 -1.4
A-14 Garmin GMA347 or GMA 345 audio panel 0.8 -1.4
A-15 Garmin SL30 VHF COMM/NAV 1.3 -1.4
A-16 Garmin GTX328 Transponder 1.9 -1.4
A-19 Garmin GTX345R Transponder 1.5 -1.4
A-20 Becker BXP 6401-2-(01) Mode S transponder 0.8 -1.4
A-21 Garmin GI106( ) VOR/LOC/GS Indicator 0.4 -1.4

A-22 Mid-Continent MD 200-306 VOR/LOC/GS Indicator 0.4 -1.44
A-23 Kelly Manufacturing RCA15AK-( ) Directional Gyro 1 -1.4
A-24 ELT Adams Aviation Artex ME406 0.9 0.8
A-25 ELT KANNAD 406 AF Integra or Compact 0.9 0.8
A-26 Garmin GMA 1347/1360 audio panel 1.1 -1.4
4th Edition, Rev 9

Page 6 - 12
[kg] [m]
HONEYWELL Bendix/King KCS 55A Compass System

H-1 KI 525A Pictorial Navigation Indicator 1.53 -1.4
H-2 KG 102A Directional Gyro 1.95 1
H-3 KA 51B Slaving Control and Compensator Unit 0.1 -1.4
H-4 KMT 112 Magnetic Slaving Transmitter 0.15 2.2
HONEYWELL Bendix/King KR87 ADF System

H-5 ADF KR87 receiver 1.5 1
H-6 Indicator KI 227 0.3 -1.4
H-7 Indicator KI 229 1.3 -1.4
H-8 Static inverter Marathon PC-50 2 1
HONEYWELL Bendix/King KN 63 DME System

H-9 Indicator DME KDI 572 0.4 -1.4
H-10 Transceiver DME KN 63 1.3 1
S-TEC Fifty Five X Autopilot System

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

S-6 Pitch Trim servo S-TEC 0105-T11 1.3 2.8
Becker 3500 ADF System

B-1 ADF Becker 3500 Receiver (RA3502) 1.0 0.92
B-2 RMI Converter (AC 3504 01) 0.75 0.92
B-3 ADF Antenna (AN 3500) 1.7 -0.25
B-4 AK-550-6 DC/DC converter 1 -0.85
WX500 Stormscope
SS-1 Processor (including mounting tray) (805-11500-001) 1.10 2.51
SS-2 Antenna NY163 (805-10930-001) 0.38 3.60
Garmin GTS 800 TAS

T-1 Garmin GTS 800 TAS (011-01356-00) 4.75 1.30
T-2 GA 58 Directional Antennas (010-00720-00) 0.78 -0.30
4th Edition, Rev 5

Page 6 - 13
[kg] [m]
MISCELLANEOUS
M1 Front LH seat GEVEN E5-01-003-T01 or E5-01-007-T01 or E5-01-009-T03 9 -0.89
M2 Front RH seat GEVEN E5-01-004-T01 or E5-01-008-T01 or E5-01-010-T03 9 -0.89
M3 Rear LH seat GEVEN E5-01-003-T01 or E5-01-007-T01 or E5-01-009-T03 9 0.23
M4 Rear RH seat GEVEN E5-01-004-T01 or E5-01-008-T01 or E5-01-010-T03 9 0.23
M5 Front LH Seat TECNAM 26-6-5100-001 11 -0.89
M6 Front RH Seat TECNAM 26-6-5100-002 11 -0.89
M7 Rear LH Seat TECNAM 210-10-5300-801 10 0.23
M8 Rear RH Seat TECNAM 210-10-5400-801 10 0.23
M9 Fire extinguisher - Fire Fighting Enterprises Ltd BA51015-3 2 -1.5
M10 Fire extinguisher H3R-Aviation RTA-600 0.8 -1.5
M11 Fire extinguisher AMEREX A344T 1.04 -1.5
M12 First aid kit DIN 13164 0.2 0.8
M13 Torch 0.15 -1.5
M14 Battery GILL G35 - 13Volt - 23Ah 12.2 3.7
M15 TABI-1800 sensor 31.0 -0.45
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Page S7 - 1
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Page S7 - 2
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Page 7 - 3
This section provides aircraft and systems description and operation.
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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Page 7 - 4
The fuselage is constituted by a light-alloy semi-monocoque structure wrapped-

around by stressed skin panels. Radome and stern fairing are of composite materi-
al. Cabin and baggage compartment floor is a warping of beams and keelsons sup-
porting the seats guides and other components.
Two spar frames support on the top the wings attachments and on the bottom the
sponson beans sustaining the main landing gear. The forward frame, to which ra-
dome is connected, supports a steel trestle to which the nose landing gear is con-
nected.
The front and rear seats access occur by means of two doors located in the oppo-
site sides of the fuselage; a ditching emergency exit is available on the top of the
cabin. In tail cone, two spar frames support the horizontal and vertical empennag-
es attachments.
Figure 2. Fuselage structure
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Page 7 - 5
The vertical tail is entirely metallic: vertical fin is made up of a twin spar with al-
uminium alloy stressed skin. Rudder, providing directional control of the airplane,
is made up of aluminium alloy.
The rudder is connected to the vertical tail at two hinge points. A trim tab system
increases directional stability of the airplane.
Figure 3. Vertical empennage structure
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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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Page 7 - 7
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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4th Edition, Rev 0

Page 7 - 9
P2006T is equipped with two four-cylinder four-stroke Rotax 912S engines of

98hp (73kW) each, both rotating clockwise. These are partially liquid cooled and
they feature an integrated reduction gear driving constant speed propellers with
pitch feathering devices.
Figure 5. Rotax 912S
Cooling system is designed for liquid cooling of the cylinders heads and ram-air
cooling of the cylinders. The liquid system is a closed circuit with an overflow
bottle and an expansion tank.
The coolant flow is forced by a water pump, driven from the camshaft, from the
radiator to the cylinder heads. From the top of the cylinder heads the coolant pass-
es on to the expansion tank (item 1, Figure below). Since the standard location of
the radiator (2) is below engine level, the expansion tank, located on top of the en-
gine, allows for coolant expansion.
Figure 6. Liquid cooling system schematic
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Page 7 - 10
The expansion tank is closed by a pressure cap (3) fitted with pressure relief valve
and return valve. At temperature rise and expansion of the coolant, the pressure re-
lief valve opens and the coolant will flow via a hose at atmospheric pressure to the
transparent overflow bottle (4). Once cooled down, the coolant will be sucked
back into the cooling circuit.
The engine is provided with a dry sump forced lubrication system with an oil
pump with integrated pressure regulator. A thermostatic valve regulates the oil
flow to the heat exchanger (oil radiator) on the basis of oil temperature: this al-
lows the engine starting in cold conditions.
The oil tank is installed behind the firewall protected from heat sources. Some
holes on the bracket structure allow for air ventilation
The reservoir is fitted with a dipstick; a hose, immediately located beneath the
filler cap, allows for oil relief discharged in a safe zone in the cowling, far from
exhausts and other heat sources.
Following powerplant instruments are provided:
LH and RH RPM Indicator
LH and RH Manifold Pressure Indicator
LH and RH Oil Pressure Indicator
LH and RH Oil Temperature Indicator
LH and RH Cylinder Head Temperature Indicator
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Page 7 - 11
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)
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
Model P-875-12
Type Hydraulic
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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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Aircraft not embodying the Design Change New Powerplant

or the SB 039- P2006T New powerplant con-
trols layout feature a different pedestal levers layout: propeller and
carb. heat levers position are inverted.
It is possible to adjust the throttle, propeller and carburettor heat levers friction by
appropriately tightening the friction knob located on the central console.
A similar device is provided for engine choke controls.
Carburettor heat control knobs are located between throttle and propellers levers;
when the knobs are fully pulled backwards, carburettors receive maximum hot air.
During normal operations, the knobs are fully forward set (carburettors heating set
to OFF).
The console houses also the parking brake and windshield defrost control knobs.
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Following picture shows the controls installed on the cabin over-head panel.
Figure 8. Cabin head panel controls
No Description
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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Internal lights systrem is composed by following equipment:
Map lights, providing lighting for crew and passengers compartment

Switches lights
Panel lights
Cabin ambient lights
Emergency light
The map lights is two lights located on the overhead panel in correspondence of the crew seats in
the ceiling, fitted with control switches.
The Switches lights are the lights located inside the switches of the instrument panel, their
intensity of light is controlled by a dimmer.
The Panel lights are three lights located on the overhead instrument panel, their intensity of lights
is controlled by a dimmer.
The Cabin ambient are three lights, located below the instrument panel, in particular one light on
the left side of the pilot, one on the right side of the co-pilot, and the third light below the
throttles.
The three dimmers are located on the RH side of instrument panels, below the MFD.
All above mentioned lights are supplied by the battery bus apart from the Emergency light which
is directly connected to the battery. It is a five leds light located in the overhead panel controlled
by a red switch installed on lower LH .
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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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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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Fuel system consists of two integrated tanks inside the wing torque boxes and fit-
ted with inspection doors.
Each fuel tank has a capacity of 100 litres and is equipped with a vent valve (its
outlet is located on the lower wing skin) and a sump fitted with a drain valve for
water/moisture drainage purposes.
An electric fuel pump feeds the pertinent engine in case of engine-driven pump
failure. The fuel Gascolator (a sediment-filter bowl) is located beneath the engine
nacelle, between the fuel tank and the electrical pump, in correspondence of the
fuel system lowest point. It is fitted with a drain valve which allows for the overall
fuel line drainage.
Fuel quantity indicators and fuel pressure indicators for each engine are located on
the RH instrument panel.
In normal conditions, to supply fuel to engines, each engine pump sucks fuel from
the related tank; crossfeed is allowed by fuel valves located on the front spar and
controlled by Bowden cables from the fuel selectors located on the cabin over-
head panel.
Left fuel selector manages the left engine feeding, allowing fuel supply from the
left fuel tank or from the right one (crossfeed).
Right fuel selector manages the right engine feeding, allowing fuel supply from
the right fuel tank or from the left one (crossfeed).
Each selector can be set in OFF position only pulling and simultaneously rotating
the lever: this avoids an unintentional operation.
Use of Aviation Fuel Avgas 100LL results in greater wear of

valve seats and greater combustion deposits inside cylinders
CAUTION
due to higher lead content. Make reference to Rotax Mainte-
nance Manual who provides dedicated checks due to the pro-
longed use of Avgas.
System schematic is shown on the following Figure.
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Figure 12. Fuel system schematic
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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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Hydraulic oil, contained in an integrated reservoir located inside the Hydraulic

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

leg position lights, 3 green (turned ON when the pertinent leg is extended and
locked and located on the LH instrument panel)
transition light, 1 red (turned ON during transition phases)
pump light, 1 amber (GEAR PUMP ON caution amber light turned ON
when the pump is electrically supplied)
push to test (if installed) (for landing gear red and green lights operational
check)
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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 al -
amber caution light extinguishes only when the
electrical pump .
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.
position lights are
operating.
A warning horn alerts the pilot when the LG control knob is in UP position and at
least one of the two throttle levers and/or flaps are respectively set to idle and to
LAND position.
During emergency extension, LG position lights work as per normal extension
mode: for this reason the LG control knob must be set on DOWN position before
starting the emergency procedure.
IMPORTANT
After each emergency landing gear extension, apply the restoration procedure
described in the AMM.
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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 e-
dal: see schematic below.
Hydraulic pressure, applied via the master cylinders, enters the brake via lines
connected to an inlet fitting on the wheel brake caliper.
A parking brake valve, mounted in correspondence of the cabin floor and operated
by a knob on the cockpit central pedestal, intercepts the hydraulic lines, once the
system is pressurized, to hold the brake assemblies linings tightened round the
main wheels brake discs.
Brakes can be operated from both - a single vented oil
reservoir feeds the pilot side master cylinders which are connected, via hoses, with
the co-
Figure 14. Brake system schematic
On the ground, when a pedal is pushed to steer the airplane, do

not operate the opposite toe brake until the pedals are back
aligned again. This prevents pedals mechanism from being
damaged.
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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 zone.
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.
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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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
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Page 7 - 28
from outside. Instructions are reported on the placards near the by-pass lever, lo-
cated in correspondence of the latch: to unlock it is necessary to push and hold the
red tab down, after that the door can be opened operating the handle.
After engine shut-down, the pressure drop can have a certain delay, preventing the
door from being opened by normal means: do not force the handle but operate the
override system above mentioned.
In any case, the electric lock becomes disengaged after a complete loss of the elec-
tric power.
Two switches engage respectively when the door and the latch are closed. Should
one or both switches be released, the MAIN DOOR OPEN warning light is turned
ON.
The emergency exit is fitted with the same safety device: in this case the pressure
switch allowing for solenoid operation is activated from right engine oil pressure
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.
The baggage compartment is located behind the 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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In order to improve the digital version cockpit layout of the P2006T in terms of
human-machine interface, weight saving and reliability this backup instrument
V.1.0.5 is installed.
For more details refer to MOD2006/212.
All MD302 Stand-by Attitude Module settings, set up during the aircraft
delivery or after a maintenance activity, must not be modified.
WARNING
In case of replacement of MD302 Stand-by Attitude Module, verify proper

software load and confirm that its software version number is compliance
WARNING with that one showed above, before install it.
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In addition to the limitation placards reported on Section 2, following placards are

installed on the aircraft.
Additionally, nearby the placards listed below (English

language), directly-translated placards in the language of
the country in which the airplane is registered can be in-
stalled, when required by the specific NAA.
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
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Page S7 - 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 ports: fuselage -

cation both sides
Battery com- Fuselage tail, left side

partment loca-
tion
EXT power Fuselage tail, left side

connection:
socket sche-
matic and in-
structions
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Landing gear LG hydraulic compart-

hydraulic accu- ment cap (fuselage tail,
mulator: low left side)
pressure limit
LG hydraulic Fuselage tail, left side,

compartment in correspondence of
location LG hydraulic compart-
ment cap
Towing limita- Nose LG forward door

tions
Stabilator ex- Fuselage tail, left side,

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

grounding cap
Engine coolant Engine nacelle top side

expansion tank
location
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Page S7 - 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
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4th Edition, Rev. 0

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4th Edition, Rev. 0

Page S7 - 37
GARMIN G1000 NXi - Instruments panel (typical layout)
Item Description
1 GDU 1050 (PFD)

2 Audio Panel
3 A/P Programmer/Computer
4 GDU 1050 (MFD)

5 Main bus breaker panel
6 Ess bus breaker panel (RH)
7 Ess bus breaker panel (LH)
8 Avionic bus breaker panel (LH & RH)

9 Battery and Alternators (LH & RH) breakers
10 Cabin ventilation (RH)
11 Instrument light switch (if installed)

12 Strobe light switch
4th Edition, Rev. 5

Page S7 - 38
Item Description
13 Navigation light switch

14 Taxi light switch
15 Landing light switch

16 Cabin/Instruments/Panel lights dimmers
17 Flaps switch
18 MD-302 Standby Attitude Module

19 Cross bus 2 switch
20 RH battery switch
21 Cross bus 1 switch
22 Master switch
23 Avionics master switch 2
24 Avionics master switch 1
25 LH Battery Switch
26 Landing gear lever
27 Windshield defrost
28 Cabin heat
29 Cabin ventilation
30 Emergency Locator Transmitter switch
31 A/P master switch

32 Pitot heating switch
33 Rudder trim disconnect switch
34 Pitch trim disconnect switch
35 Electric fan switch

36 Fire detection system test switch
4th Edition, Rev. 0

Page S7 - 39
Primary DC power is provided by two engine-driven generators which, during nor-

mal operations, operate in parallel.
Each generator is rated of 40 Amps and 14 VDC, as the two voltage regulators. An
automatic overvoltage device protects the circuits and the electric components from
an excessive voltage caused by generator failures.
The power rating of each generator is such that if one generator fails the other one
can still supply the airplane equipment to maintain flight safety.
Secondary DC power is provided by a main battery (lead type - 12 V, 23-Ah) and
a secondary battery (lead type - 12V, 13 Ah).
An external DC power source can be connected to the aircraft distribution system
in order to have it fed without starting the engine.
The ammeter section of the G1000 EIS can indicate the current supplied by either
left or right generator switching a dedicated selector.
There are five different buses:
Battery bus,
LH Generator bus,
RH Generator bus,
LH Avionics bus,
RH Avionics bus.
The distribution system operates as a single bus with power being supplied by the
battery and both generators but it is possible to separate the left busses from the
right busses when required by means of the Cross Bus switches.
The switches to enable and disable the alternators and battery are grouped in the
master switches group and are located in the centre side of the instrument panel.
Only the emergency switch, that allow to put in parallel both batteries is located in
left side of the instrument panel.
All electrical loads are divided among the five busses on the basis of their im-
portance and required power: equipment with duplicate functions is connected to
separate busses.
The Battery bus, which supplies the most important loads, is energized from three
sources: the battery and both generators. This allows the bus for remaining active
also in case of two independent faults in the supply paths.
4th Edition, Rev. 0

Page S7 - 40
The following loads are connected to the battery bus:
Breaker ID
Start LH
Start RH
Fan TAS (if installed)
Fuel Pump LH
Fuel Pump RH
Instrum.
E.I.S. 1
E.I.S. 2
P.F.D.
GPS/NAV 1
COM 1
AHRS
Stall warning
A.D.I.
ADC
Flaps actuator
Door
Cabin Light
Landing light
Strobe Light
Instr. Light
Cross LH
Cross RH
Pilot seat
Backup Battery
Landing Gear
Relay Landing Gear
Light Landing Gear
In addition, Emergency Light is connected directly on the battery.
4th Edition, Rev. 5

Page S7 - 41
Cross Bus LH Cross Bus RH Avionic Bus LH Avionic Bus RH

Field LH Field RH Avionic bus LH Avionic bus RH
Taxi Light Rudder Trim Trim A/P COM 2
Pitot Heat Co-pilot seat A/P M.F.D.
Voltage regulator LH Voltage regulator RH XPDR A.D.F. (if installed)
Cabin fan Nav Light D.M.E. GPS/NAV 2

Audio panel Turn coord Converter 12/28
Landing Light TCAS (if installed) 12V socket
On the central pedestal (see Figure below) there are seven switches disposed on two
rows: on the first row there is the MASTER SWITCH which allows for connecting,
through the battery relay, the battery to the battery bus.
LH and RH FIELD switches control the pertinent generator: setting the switch to
OFF puts the pertinent generator off-line.
In correspondence of the second row there are 4 switches LH/RH AVIONIC and
LH/ RH CROSS BUS.
Central pedestal switches console
The first two switches allow, through a relay, to cut off the power supply to the
pertinent avionic bus.
The second ones allow, through a relay, for realizing the parallel connection be-
tween the pertinent generator bus and the battery bus. Setting these ones to OFF,
the pertinent generator bus (and related avionic bus supplied) is separated from the
battery bus and from opposite generator bus.
4th Edition, Rev. 5

Page S7 - 42
When both generators are correctly operating and all above mentioned switches are
in ON position, all the busses are connected to the generators.
The ignition switches, two for each engine and grouped on the over head panel, are
instead independent from the airplane electrical system (generation and distribu-
tion); they only control and open the engine electrical circuit.
If ignition switches are turned ON, a propeller movement can

cause the engine starting with consequent hazard for people
WARNING nearby.
4th Edition, Rev. 0

Page 7 - 44
Figure 22. Electrical system schematic
4th Edition, Rev 0

Page 8 - 1
4th Edition, Rev. 0

Page 8 - 2
4th Edition, Rev. 0

Page 8 - 3
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.
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
Aircraft changes or repairs must be performed in accordance with Aircraft

Maintenance Manual and only by TECNAM authorized personnel.
4th Edition, Rev. 0

Page 8 - 4
- 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.
1. Open the inspection cap on the engine nacelle

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

Page 8 - 5
1. Remove wheel dust cover (on main LG wheels)

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

Page 8 - 6
When the a/c is moved on the ground, either manually or by

towing, the Master Switch must be turned ON until the a/c is
CAUTION parked.
To tow the aircraft it is necessary to use a metal stiff bar connected to the nose
gear.
Do not turn nose wheel above 20° either side of center: great-
er steering angles can damage the wheel stop. The tow bar
WARNING must be removed before engines starting.
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

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
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Page 8 - 7
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

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.

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

Page 8 - 8
Mooring side view
Aircraft surface must be kept clean to ensure expected flight

performance. Excessively dirty surfaces can affect normal
CAUTION flight conditions.
For windows cleaning, it is allowed the use of acrylic products employed for glass
and Plexiglas surfaces cleaning.
Aircraft surface is cleaned with soapy water; they are not allowed solvents or al-
cohol based products. Died insects must be removed using hot water.
It is advisable to avoid outside aircraft parking for long periods; it is always con-
venient to keep the aircraft in the hangar.
To preserve its functionality avoiding wear and corrosion, the propeller manufac-
turer uses, for external surface painting, an acrylic paint which is resistant to all
solvents. In any case it is advisable to clean the propeller using exclusively soapy
water.
Engine cleaning is part of the scheduled maintenance. Refer to the engine manu-
facturer Maintenance Manual for operating and for planning its cleaning.
4th Edition, Rev. 0

Page 8 - 9
Interiors must be cleaned with a rate of 3 to 6 months. Any object present in the
cabin (like pens, lost property, maps etc) must be removed.
The instrumentation as a whole must be cleaned with a humid cloth; plastic sur-
faces can be cleaned with suitable products.
For parts not easily accessible, perform cleaning with a small brush; seats must be
cleaned with a humid cloth.
Anti icing products are not allowed. To remove ice, tow the aircraft in the hangar
and operate with a soft brush or a humid cloth.
4th Edition, Rev. 0

Page 8 - 10
4th Edition, Rev. 0

Page 9-1
This Section concerns the supplemental manuals of additional (or optional) instrumentation
equipping the P2006T.
4th Edition, Rev. 12

Page 9-2
Aircraft S/N: __________ Registration marks: ________________ Date: ________________
SUPPLEMENTS LIST
Sup. Rev. Applicablity Applied

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

Page 9-3
SUPPLEMENTS LIST

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

Page 9-4
SUPPLEMENTS LIST

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

Page G2-1

Rev Under DOA
0 all Editorial change A. Sabino D. Ronca M. Oliva DOA privileges
Approved under the
G2-1 Supplement title and references to
authority of DOA
1 G2-2 Garmin avionics have been A. Sabino D. Ronca M. Oliva
ref. EASA.21J.335
G2-9 changed.
MOD2006/357.190226
Note (*): this Supplement has been originally issued under EASA Major Design Change Approval no. 10029331
(dated 18 March 2010)
Page Revision Page Revision

G2-1 Rev 1 G2-6 Rev 0
G2-2 Rev 1 G2-7 Rev 0
G2-3 Rev 0 G2-8 Rev 0
G2-4 Rev 0 G2-9 Rev 1
G2-5 Rev 0 G2-10 Rev 0
4th Edition, Rev. 1

Page G2-2

manner, the aircraft when equipped with S-TEC Fifty Five X autopilot device
interfacing Garmin integrated avionics suite.
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.
pitch axis, and responds by driving the trim servo in the proper direction to
provide trim.
4th Edition, Rev. 1

Page G2-3
th
The S- Edition
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
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 G2-4
On the instrument panel, in clear view of the pilot, it is placed the following plac-
ard reminding the observance of aircraft operating limitations during Autopilot
operation:

Page G2-5
In event of autopilot malfunction, or when the system is not per-

forming as expected or commanded, take immediately the aircraft
control disconnecting the autopilot which must be set inoperative
until the failure has been identified and corrected.
Following table addresses the altitude lost during a pitch axis malfunction and re-
covery for each reported flight phase:
Climb 200 ft
Cruise 150 ft
Descent 200 ft
Maneuvering 50 ft
Approach 80 ft
4th Edition, Rev. 0

Page G2-6
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

the pitch trim through either the Manual Electric Trim Switch
or the Trim Wheel.
4th Edition, Rev. 0

Page G2-7
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

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

both in pitch and roll modes; nevertheless, when a pitch mode (ALT
HOLD, VS, GS) is engaged, the Autopilot will provide an annuncia-
tion whenever it is necessary to manually trim the aircraft about the
pitch axis using the Trim Wheel. Make reference to S-
th
Edition First Revision dated
March 01, 2008 or a more updated version).
4th Edition, Rev. 0

Page G2-8
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

the pitch trim through either the Manual Electric Trim Switch
or the Trim Wheel.
4th Edition, Rev. 0

Page G2-9
Normal operating procedures, including pre-flight checks, are described on S-TEC

First Revision dated March
01, 2008 or a more updated version).
Status/mode annunciations and/or visual representations are simultaneously displayed

on both the Garmin avionics (AFCS Status Box and/or PFD) and the S-TEC Fifty Five
X Autopilot Display.
Make reference to the applicable Garmin Avionics .
The vertical speed mode is used to establish and hold a PILOT

selected vertical speed. Since the autopilot receives no airspeed
WARNING
information, it is the responsibility of the pilot to ensure that
the vertical speed selection is within the operating limits of the
aircraft's capabilities. Selection of a vertical speed beyond the
capability of the aircraft can create a condition of reduced air-
speed, and possibly lead to a stall condition.
S-TEC Fifty Five X Autopilot employment does not affect the aircraft performances.
See Section 6 of this Manual.
4th Edition, Rev. 1

Page G2-10
The System Fifty Five X Block Diagram is shown in the following figure.
4th Edition, Rev. 0

Page G5-1
Tecnam Approval EASA Approval

Rev or Under DOA
0 - (*) . . M.Oliva DOA privileges
Note (*): this Supplement has been originally issued under EASA Major Design Change Approval no. 10031750
(dated 9 September 2010)

G5-1 Rev 0 G5-3 Rev 0
G5-2 Rev 0 G5-4 Rev 0
Edition, Rev. 0
Page G5-2
This section contains information to operate the airplane equipped with a supple-
mental battery dedicated to engines starting.
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.
In event of the following failure conditions, addressed on Section 3 of this Manual

and leading to fly without power generation system:
Both generators failure (Para. 3.1)

Both generators overvoltage (Para 3.3)
Inflight engine restart (Para 8.2)
apply, at the end of related checklist, following procedure:
EMERG BATT switch ON
push the Emergency battery switch to ON to avoid a power

generation system failure.
WARNING
During Cockpit Inspections (see Para. 3.2 Section 4 of this Manual), perform al-
so following check:
Eng. Starting Battery Voltmeter CHECK 12 to 14 Volt
Edition, Rev.
Page G5-3
For weight and balance, make reference to Section 6 of this Manual; additionally,
the equipment list reported on Para. 5 is so integrated:
AVIONICS & MISCELLANEOUS
A14-1 Engine Starting Battery (EnerSys SBS8) X 2.7 3.7
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.
Edition, Rev. 0
Page G5-4
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
Edition, Rev. 0
Page G13-1
Record of Revisions
Tecnam Approval EASA Approval Or

Rev Under DOA
0 all Editorial change A. Sabino C. Caruso M. Oliva DOA Privileges.
G13-1, 4, 5, thority of DOA, ref.
1 Electrical loads distribution updated A. Glorioso D. Ronca M. Oliva
6 EASA.21J.335
(MOD2006/380.191111)
G13-1, 4, 5, thority of DOA, ref.
2 Electrical loads distribution updated G.Valentino D. Ronca M. Oliva
6 EASA.21J.335
(MOD2006/382.200129)
Page Revision
G13-1 Rev 2
G13-2 Rev 0
G13-3 Rev 0
G13-4 Rev 2
G13-5 Rev 2
G13-6 Rev 2
3rd Edition, Rev. 2

Page G13-2

manner, the aircraft when 70A alternators are installed replacing the standard,
40A ones (Design Change MOD 2006/202).
The information contained herein supplements or supersedes the basic Aircraft

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

accordance with the instructions herein addressed section by section.
When 70A alternators are installed replacing the standard, 40A ones, the electrical
system logic is not affected by any substantial change. Primary DC power is pro-
vided by two engine-driven alternators which, during normal operations, operate
in parallel.
Each alternator is rated at 14,2-14,8 Vdc (through two external voltage regula-
tors), 70 Amp and is provided with an automatic overvoltage device protecting the
circuits and the electric components from an excessive voltage caused by alterna-
tor's failures.
The power rating of the each generator is such that if one generator fails the other
one can still supply the airplane equipment to maintain flight safety.
3rd Edition, Rev. 0

Page G13-3
This section report some procedures which replace the same procedure in the basic AFM.
The procedures affected from the replacement of existing 40A alternators with 70A are the
following:
Single alternator failure/overvoltage
Both alternators failure
Both alternators overvoltage
4th Edition, Rev. 0

Alternators with 70A - Supplement
Page G13-4
Lh Alternator
Rh Alternator

2. FIELD LH (or RH) ON

The battery and a single generator are able to supply the electri-
cal power necessary for flight, but redundancy is lost.

Pitot Heat A/P MFD Co.pilot seat
Voltage regulator XPDR ADF (if installed) Voltage regulator RH
Cabin Fan DME GPS/NAV 2 NAV Light
4. Land as soon as practicable
4th Edition, Rev. 2

Page G13-5
Lh Alternator
Rh Alternator
In event of both L and R ALT FAIL caution alerts displayed:


If both LH and RH ALT cautions stay displayed




The battery will supply electrical power for at least 30 minutes.
4th Edition, Rev. 2

Page G13-6
Lh overvoltage
Rh overvoltage
In event of both L and R BUS VOLT HIGH warning alerts displayed:

If the LH (or RH) BUS VOLT HIGH caution stays displayed

If both LH and RH BUS VOLT HIGH warning stay displayed
If LH (or RH) BUS VOLT HIGH warning stays displayed
7. Switch CROSS BUS on the restored alternator side
If both LH and RH BUS VOLT HIGH warning stay displayed
4th Edition, Rev. 2

Page G20-1
Tecnam Approval EASA Approval

Rev or Under DOA
Approved under DOA
0 - First issue A. Sabino M. Oliva L. Pascale No. EASA.21J.335
privileges.
Approved under the
Typo errors
authority of DOA, ref.
1 G20-1, 2, 3 Specification of optional G. Valentino D. Ronca M. Oliva
EASA.21J.335
characteristics (MOD2006/298).
(MOD2006/382.200129)

G20-1 Rev 1 G20-3 Rev 1
G20-2 Rev 1 G20-4 Rev 0
4th Edition, Rev. 1

Page G20-2
This section contains supplemental information to operate the aircraft in a safe and
efficient manner when equipped with Garmin GTX345R device.
Garmin GTX345R is a transponder operating with A, C and S mode. Its user inter-
face is part of GARMIN G950 NXi software
Garmin GTX345R manuals do not address operating limitations more severe than
those usually applicable to the P2006T.
In case of emergency conditions, transponder is able to send codified messages

to the Air Traffic Control; messages are classified as follows:
Code Condition
7500 Aircraft subjected to illegal interference
7600 Loss of radio communications
7700 Emergencies
190-02286-00) rev. 00 or later versions.
-02286-00) - rev.
00 or later versions - must be carried onboard the airplane at
all times.
4th Edition, Rev. 1

Page G20-3
Garmin GTX345R employment does not affect the aircraft performances
GTX 345R is a Mode S transponder with ADS-B extended squitter capability and
also includes UAT and 1090 receivers for ADS-B IN (optional)/OUT capabilities.
It is mounted on a rack, located behind the PFD.
It delivers up to 250 watts of nominal power. The PFD displays the code, reply
symbol and mode of operation; in the event of PFD failure the system switches to
reversionary mode and the transponder interface can be operated from MFD.
The GTX 345R is connected to both GIA63W and to XPDR antenna.
Figure 1 Garmin GTX 345R
4th Edition, Rev. 1

Page G20-4
4th Edition, Rev. 0

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Page 0 - 1

Doc. No. 2006/044

MANUFACTURER: COSTRUZIONI AERONAUTICHE TECNAM S.p.A.

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

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

This Aircraft Flight Manual is approved by European Aviation Safety Agency

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

Costruzioni Aeronautiche TECNAM S.p.A.

4th Edition - Rev. 0

Additions, deletions and revisions to existing text will be identified by a revision

4th Edition - Rev. 0

Tecnam Approval EASA Approval or

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

0-4,8 Amended ROR and LOEP

6-11, 12, 13 Amended Equipment List

6-11,12,13 Amended equipment list.

9-all Amended Supplement List.

4th Edition - Rev. 5

6-13 Eq. list amended

9-2, 7, 8 Supplement G23 added.

4th Edition - Rev. 12

4th Edition - Rev. 14

Tecnam Approval EASA Approval or

S2-12 Update powerplant limitations

4th Edition, Rev. 5

4th Edition - Rev. 14

4th Edition, Rev. 5

INTENTIONALLY LEFT BLANK

4th Edition - Rev. 0

COSTRUZIONI AERONAUTICHE TECNAM S.p.A.

CAPUA (CE) - ITALY

+39 (0) 823.62.01.34 www.tecnam.com

4th Edition - Rev. 12

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

Weight Increment (Design Change MOD2006/015)

The information herein contained supplements or supersedes the basic Aircraft

accordance with the instructions herein addressed section by section.

190-02286-00) last issue must be carried on board the air-

4th Edition, Rev. 0

General Section 1 (a non-approved Chapter)

Limitations Section 2 - EASA Approved Chapter

Emergency Procedures Section 3 (a non-approved Chapter)

Normal Procedures Section 4 (a non-approved Chapter)

Performances Section 5 (a non-approved Chapter)

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

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

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

Supplements Section 9 (*)

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

4th Edition - Rev. 0

INTENTIONALLY LEFT BLANK

4th Edition - Rev. 5

4th Edition, Rev 0

INTENTIONALLY LEFT BLANK

4th Edition, Rev 0

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

The non-observation of the corresponding procedure can lead to

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

4th Edition, Rev 0